Mechanical-electrical composite transmission hydraulic planetary mechanism speed change system

Abstract

The invention provides an electromechanical composite transmission hydraulic planetary mechanism speed change system. The electromechanical composite transmission hydraulic planetary mechanism speed change system comprises a hydraulic planetary mechanism and a control mechanism, the control mechanism stores set parameters and sends a main oil way control signal and an oil pump control signal which are generated according to a vehicle starting instruction and real-time hydraulic pressure of a main oil way to the hydraulic planetary mechanism. After the main oil way is opened, upshift oil pre-charging control or upshift speed regulation control is carried out, or downshift oil pre-charging control or downshift speed regulation control is carried out, and a motor is driven to run; the hydraulic planetary mechanism opens the main oil way electromagnetic valve to the set opening degree, the real-time opening degree of the main oil way electromagnetic valve is adjusted in real time, the clutch electromagnetic valve is opened and closed, and the brake electromagnetic valve is opened and closed. The electromechanical composite transmission hydraulic planetary mechanism speed change system has the advantages of being high in control precision, high in real-time performance, fast in response, simple in structure, low in cost, small in occupied space and the like, and can be widely applied to the traffic field.

Description

Technical Field

[0001] The invention relates to hydraulic speed change technology, and in particular to an electromechanical composite transmission hydraulic planetary mechanism speed change system. Background Art

[0002] Electromechanical hybrid transmission is a hybrid technology that combines an internal combustion engine with an electric motor. This technology transmits energy through mechanical and electrical power, and has the characteristics of a wide speed variable range, high torque output, good transmission efficiency, and small motor power matching. It has broad application prospects in the fields of commercial vehicles, large-scale engineering machinery and other heavy-duty vehicles. With the continuous deepening of vehicle electrification, it is difficult for heavy-duty vehicles to meet the speed and torque requirements at the same time by relying solely on motors, and the introduction of a speed change mechanism is still an effective way. The combination of a planetary mechanism and a coupler has the characteristics of small axial space occupation, a wide transmission ratio design range, and the ability to transmit high power, which meets the needs of heavy-duty vehicles. However, traditional automatic transmissions generally have a torque converter and more gears, which reduces the control requirements for the clutch to a certain extent. The electromechanical hybrid transmission system belongs to an electric drive system. The cancellation of the torque converter and the reduction of gears have become the main trend, so it puts forward higher requirements on the control performance of gear switching.

[0003] It can be seen that in the prior art, there is no automatic transmission system for the electromechanical composite system with high control accuracy, strong real-time performance, fast response, simple structure, low cost, and small space occupation. Summary of the invention

[0004] In view of this, the main purpose of the present invention is to provide an electromechanical composite transmission hydraulic planetary mechanism speed change system with high control accuracy, strong real-time performance, fast response, simple structure, low cost and small space occupation.

[0005] In order to achieve the above object, the technical solution proposed by the present invention is:

[0006] A mechanical and electrical composite transmission hydraulic planetary mechanism speed change system, comprising: a hydraulic planetary mechanism, a control mechanism; wherein:

[0007] A control mechanism for storing a first unloading vehicle speed v sent by an external console up , Second unloading speed v dw , main valve set opening, clutch solenoid valve set opening, brake solenoid valve set opening, clutch piston desired position Expected brake piston position Drive motor target speedω * ; Will start the vehicle according to the command N sent by the console 开, the main oil circuit real-time hydraulic pressure P0 generated by the hydraulic planetary mechanism is sent to the main oil circuit control signal and the oil pump control signal to the hydraulic planetary mechanism; after the main oil circuit is opened, according to the upshift command N sent by the console 升 , the first trigger speed v0, the real-time speed v sent by the external speed sensor, the real-time speed ω of the drive motor t Real-time hydraulic pressure P of the clutch oil circuit from the hydraulic planetary mechanism L , perform upshift pre-fill oil control or upshift active speed regulation, send upshift pre-fill signal to the hydraulic planetary mechanism, and control the operation of the drive motor; after the main oil circuit is opened, according to the downshift command N sent by the console 降 , the second trigger speed v1, the real-time speed v sent by the external speed sensor, the real-time speed ω of the drive motor t Real-time hydraulic pressure P of the brake oil circuit from the hydraulic planetary mechanism Z , perform downshift pre-filling oil control or downshift active speed regulation, send the downshift pre-filling signal to the hydraulic planetary mechanism, and control the operation of the drive motor.

[0008] Hydraulic planetary mechanism, used to open the vehicle according to the command N 开 , open the main oil circuit solenoid valve to the set opening; after the main oil circuit is unblocked, adjust the real-time opening of the main oil circuit solenoid valve in real time according to the first PWM signal sent by the control mechanism, adjust the opening and closing of the clutch solenoid valve according to the upshift pre-filling signal sent by the control mechanism, and adjust the opening and closing of the brake solenoid valve according to the downshift pre-filling signal sent by the control mechanism.

[0009] In summary, in the electromechanical composite transmission hydraulic planetary mechanism speed change system described in the present invention, a staff member or a driver can input various control parameters to the control mechanism through a control console; the control mechanism will open the main oil circuit according to the main oil circuit control signal and the oil pump control signal generated by the real-time hydraulic pressure of the main oil circuit according to the vehicle start command sent by the control console, the main oil circuit control signal, and the oil pump control signal, and the hydraulic planetary mechanism will control the hydraulic oil to enter and exit the main oil circuit according to the oil pump control signal; according to the upshift command sent by the control console, the first trigger vehicle speed, the real-time vehicle speed and the real-time speed of the drive motor sent by the external vehicle speed sensor, and the real-time hydraulic pressure of the clutch oil circuit, upshift pre-filling oil control or upshift speed regulation control is performed; according to the downshift command sent by the control console, the second trigger vehicle speed, the real-time vehicle speed and the real-time speed of the drive motor sent by the external vehicle speed sensor, and the real-time hydraulic pressure of the brake oil circuit, downshift pre-filling oil control or downshift speed regulation control is performed. After the hydraulic planetary mechanism clears the main oil circuit according to the vehicle start command, it opens the clutch solenoid valve and closes the brake solenoid valve according to the upshift pre-filling oil control command, and pre-fills the clutch oil circuit with hydraulic oil; autonomously regulates the speed of the drive motor according to the upshift speed control command; opens the brake solenoid valve and closes the clutch solenoid valve according to the downshift pre-filling oil control command, and pre-fills the brake oil circuit with hydraulic oil; autonomously regulates the speed of the drive motor according to the downshift speed control command. Since in the electromechanical composite transmission hydraulic planetary mechanism speed change system described in the present invention, both the clutch oil circuit and the brake oil circuit can be pre-filled with hydraulic oil, the electromechanical composite transmission hydraulic planetary mechanism speed change system described in the present invention has the characteristics of high control accuracy, strong real-time performance, and fast response. Furthermore, the present invention also has the advantages of simple structure, low cost, and small space occupation, and is worthy of popularization and application. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 The present invention provides a schematic diagram of the overall structural composition of an electromechanical composite transmission hydraulic planetary mechanism speed change system.

[0011] Figure 2 It is a schematic diagram of the composition structure of the control mechanism of the present invention. DETAILED DESCRIPTION

[0012] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0013] Figure 1 The overall structural diagram of the electromechanical composite transmission hydraulic planetary mechanism speed change system of the present invention is shown in FIG. Figure 1 As shown, the speed change system of the present invention comprises: a control mechanism 1, a hydraulic planetary mechanism 2; wherein,

[0014] Control mechanism 1, used to store the first unloading vehicle speed v sent by the external console up , Second unloading speed vdw , main valve set opening, clutch solenoid valve set opening, brake solenoid valve set opening, clutch piston desired position Expected brake piston position Drive motor target speedω * ; Will start the vehicle according to the command N sent by the console 开 , the main oil circuit real-time hydraulic pressure P0 generated by the hydraulic planetary mechanism 2 is sent to the main oil circuit control signal and the oil pump control signal are sent to the hydraulic planetary mechanism 2; after the main oil circuit is opened, according to the upshift command N sent by the console 升 , the first trigger speed v0, the real-time speed v sent by the external speed sensor Q0, the real-time speed ω of the drive motor t The clutch oil circuit from the hydraulic planetary mechanism 2 is in real time hydraulic pressure P L , perform upshift pre-fill oil control or upshift speed control, send the upshift pre-fill signal to the hydraulic planetary mechanism 2, and control the drive motor M2 to run; after the main oil circuit is opened, according to the downshift command N sent by the console 降 , the second trigger speed v1, the real-time speed v sent by the external speed sensor Q0, the real-time speed ω of the drive motor t The brake oil circuit real-time hydraulic pressure P from the hydraulic planetary mechanism 2 Z , perform downshift pre-filling oil control or downshift speed regulation control, send the downshift pre-filling signal to the hydraulic planetary mechanism 2, and control the operation of the drive motor M2.

[0015] Hydraulic planetary mechanism 2, used to open the vehicle according to the command N 开 , open the main oil circuit solenoid valve to the set opening; after the main oil circuit is unblocked, adjust the real-time opening of the main oil circuit solenoid valve in real time according to the main oil circuit control signal sent by the control mechanism 1, adjust the opening and closing of the clutch solenoid valve 24 according to the upshift pre-filling signal sent by the control mechanism 1, and adjust the opening and closing of the brake solenoid valve 26 according to the downshift pre-filling signal sent by the control mechanism 1.

[0016] In summary, in the electromechanical composite transmission hydraulic planetary mechanism speed change system described in the present invention, a staff member or a driver can input various control parameters to the control mechanism through a control console; the control mechanism will generate a main oil circuit control signal and an oil pump control signal according to the vehicle start command and the real-time hydraulic pressure of the main oil circuit, and the hydraulic planetary mechanism will open the main oil circuit according to the main oil circuit control signal, and control the hydraulic oil in and out of the main oil circuit according to the oil pump control signal; according to the upshift command sent by the control console, the first trigger vehicle speed, the real-time vehicle speed and the real-time speed of the drive motor sent by the external vehicle speed sensor, and the real-time hydraulic pressure of the clutch oil circuit, upshift pre-filling oil control or upshift speed regulation control is performed; according to the downshift command sent by the control console, the second trigger vehicle speed, the real-time vehicle speed and the real-time speed of the drive motor sent by the external vehicle speed sensor, and the real-time hydraulic pressure of the brake oil circuit, downshift pre-filling oil control or downshift speed regulation control is performed. After the hydraulic planetary mechanism clears the main oil circuit according to the vehicle start command, it opens the clutch solenoid valve and closes the brake solenoid valve according to the upshift pre-filling oil control command, and pre-fills the clutch oil circuit with hydraulic oil; autonomously regulates the speed of the drive motor according to the upshift speed control command; opens the brake solenoid valve and closes the clutch solenoid valve according to the downshift pre-filling oil control command, and pre-fills the brake oil circuit with hydraulic oil; autonomously regulates the speed of the drive motor according to the downshift speed control command. Since in the electromechanical composite transmission hydraulic planetary mechanism speed change system described in the present invention, both the clutch oil circuit and the brake oil circuit can be pre-filled with hydraulic oil, the electromechanical composite transmission hydraulic planetary mechanism speed change system described in the present invention has the characteristics of high control accuracy, strong real-time performance, and fast response. Furthermore, the present invention also has the advantages of simple structure, low cost, and small space occupation, and is worthy of popularization and application.

[0017] In the present invention, the control mechanism 1 includes: a control center, a second motor driver J2, a drive motor M2, a first driver J1, and an oil pump motor M1; wherein,

[0018] Control center, used to store the first unloading vehicle speed v sent by the external console up , Second unloading speed v dw , main valve set opening, clutch solenoid valve set opening, brake solenoid valve set opening, clutch piston desired position Expected brake piston position The target speed of the driving motor ω* will be determined according to the vehicle start command N 开 , the main oil circuit real-time hydraulic pressure P0 sent by the hydraulic planetary mechanism 2 generates the main oil circuit control signal and the oil pump control signal, sends the oil pump control signal to the first driver J1, and sends the main oil circuit control signal to the hydraulic planetary mechanism 2; after the main oil circuit is opened, according to the upshift command N sent by the console 升 , the first trigger speed v0, the real-time speed v sent by the external speed sensor Q0, the real-time speed ω of the drive motor t The clutch oil circuit from the hydraulic planetary mechanism 2 is in real time hydraulic pressure PL , perform upshift pre-fill oil control or upshift speed control, generate upshift pre-fill signal and upshift drive command, send the upshift drive command to the second driver J2, and send the upshift pre-fill signal to the hydraulic planetary mechanism 2; after the main oil circuit is opened, according to the downshift command N sent by the console 降 , the second trigger speed v1, the real-time speed v sent by the external speed sensor Q0, the real-time speed ω of the drive motor t The brake oil circuit real-time hydraulic pressure P from the hydraulic planetary mechanism 2 Z , perform downshift pre-filling oil control or downshift speed regulation control, generate a downshift pre-filling signal and a downshift driving instruction, send the downshift driving instruction to the second driver J2, and send the downshift pre-filling signal to the hydraulic planetary mechanism 2.

[0019] The first driver J1 is used to generate a first pulse width modulation (PWM) signal according to the oil pump control signal sent by the control center, and send the first PWM signal to the oil pump motor M1.

[0020] The oil pump motor M1 is used to rotate according to the first PWM signal sent by the first driver J1 to drive the oil pump 21 to operate.

[0021] The second motor driver J2 is used to generate a second PWM signal according to the upshift drive signal sent by the control center, generate a third PWM signal according to the downshift drive signal sent by the control center, and send the second PWM signal and the third PWM signal to the drive motor M2.

[0022] In actual applications, the second PWM signal and the third PWM signal are not generated simultaneously, but are generated in segments, and the second PWM signal generation period does not overlap with the third PWM signal generation period.

[0023] The driving motor M2 is used to rotate according to the second PWM signal and the third PWM signal sent by the second motor driver J2 to drive the vehicle to run.

[0024] In the present invention, the hydraulic planetary mechanism 2 includes: an oil pump 21, a main solenoid valve 22, a main oil circuit hydraulic sensor 23, a clutch solenoid valve 24, a clutch oil circuit hydraulic sensor 25, a brake solenoid valve 26, a brake oil circuit hydraulic sensor 27, a transmission case 28, two clutches 29, an outer gear ring 210, two brakes 211, a sun gear 212, a planetary gear 213, a planet carrier 214, a planet carrier shaft 215, a sun gear shaft 216 and a pipeline; wherein the two clutches 29 are connected, and the two brakes 211 are connected;

[0025] The oil pump 21 is used to operate under the drive of the control mechanism 1.

[0026] The main solenoid valve 22 is used to adjust its opening and closing degree according to the main oil circuit control signal sent by the control mechanism 1.

[0027] The clutch solenoid valve 24 is used to adjust its own opening and closing degree according to the upshift pre-charging signal sent by the control mechanism 1.

[0028] The clutch oil circuit hydraulic pressure sensor 25 is used to detect the real-time clutch oil circuit hydraulic pressure P L Sent to control mechanism 3.

[0029] The brake solenoid valve 26 is used to adjust its opening and closing degree according to the downshift pre-charging signal sent by the control mechanism 1.

[0030] The brake oil circuit hydraulic pressure sensor 27 is used to detect the real-time hydraulic pressure P of the brake oil circuit. Z Sent to control mechanism 3.

[0031] The oil pump 21 is connected to the control mechanism 1, and a main oil circuit is composed of pipelines. One end of the main oil circuit is connected to the oil pump 21, and the other end of the main oil circuit is connected to the clutch oil circuit and the brake oil circuit. The oil pump 21, the main solenoid valve 22, and the main oil circuit hydraulic sensor 23 are installed on the main oil circuit; the clutch oil circuit is composed of pipelines, one end of the clutch oil circuit is connected to the other end of the main oil circuit, and the other end of the clutch oil circuit is connected to any clutch 29, and the clutch solenoid valve 24 and the clutch oil circuit hydraulic sensor 25 are installed on the clutch oil circuit; the brake oil circuit is composed of pipelines, and the brake solenoid valve 26 and the brake oil circuit hydraulic sensor 27 are installed on the brake oil circuit. One end of the brake oil circuit is connected to the main oil circuit, and the other end of the brake oil circuit is connected to any brake.

[0032] Two clutches 29, an outer ring gear 210, two brakes 211, a sun gear 212, and a planetary gear 213 are all installed in a transmission case 28, the sun gear 212 is sleeved in the planetary gear 213, and the outer side of the planetary gear 213 is one end of the outer ring gear 210; the two brakes 211 are relatively installed between the transmission case 28 and the outer ring gear 210, and the two clutches 29 are relatively installed on the other end of the outer ring gear 210; a planet carrier 214 is installed on the planetary gear 213, and a planet carrier shaft 215 is installed at the center of the planet carrier 214 in a direction perpendicular to the planetary gear 213, and a sun gear shaft 216 is installed at the center of the sun gear 212 in a direction perpendicular to the sun gear 212; the sun gear shaft is connected to the control mechanism 3, and the planet carrier shaft 215 is connected to the external output component.

[0033] In practical applications, the electromechanical composite transmission hydraulic planetary mechanism speed change system described in the present invention has the characteristics of wide transmission ratio design range and ability to transmit high power.

[0034] In practical applications, the oil pump 21 is used to operate under the control mechanism 1, specifically: the oil pump 21 is used to operate under the control mechanism 1 The output shaft of the oil pump motor M1. The oil pump 21 is connected to the control mechanism 1, specifically: the oil pump 21 is connected to the output shaft of the oil pump motor M1 in the control mechanism 1. The sun gear shaft is connected to the control mechanism 1, specifically: the sun gear shaft is connected to the output shaft of the drive motor M2 in the control mechanism 3.

[0035] In the present invention, the control center includes: a memory 30, a main control unit 32, a pre-charge trigger 34, an upshift pre-charge control unit 31, a clutch control unit 32, a downshift pre-charge control unit 35, and a brake control unit 33; wherein,

[0036] The memory 30 is used to store the first unloading vehicle speed v sent by the external console. up , Second unloading speed v dw , main valve set opening, clutch solenoid valve set opening, brake solenoid valve set opening, clutch piston desired position Expected brake piston position Drive motor target speedω * .

[0037] The main control unit 32 is used to control the vehicle opening instruction N sent by the control console. 开 , the real-time hydraulic pressure P0 of the main oil circuit sent by the hydraulic planetary mechanism 2 generates a main oil circuit control signal and an oil pump control signal, sends the oil pump control signal to the first driver J1, and sends the main oil circuit control signal to the hydraulic planetary mechanism 2.

[0038] Pre-charge trigger 34, used to trigger the upshift command N sent by the external console 升 , compare the real-time vehicle speed v sent by the external vehicle speed sensor Q0 with the first trigger vehicle speed v0: when v=v0, send an upshift pre-charge control instruction to the upshift pre-charge control unit 31; according to the downshift instruction N sent by the external control console 降 , compare the vehicle real-time speed v sent by the external vehicle speed sensor Q0 with the second trigger vehicle speed v1: when v=v1, send a downshift pre-charge control instruction to the downshift pre-charge control unit 35.

[0039] The upshift pre-fill control unit 31 is used to read the first unloading vehicle speed v from the memory 30 according to the upshift pre-fill control instruction sent by the pre-fill trigger 34. up , clutch piston desired position Drive motor target speedω * , the clutch oil circuit real-time hydraulic pressure P sent by the speed change mechanism 2 L, perform the first robust control and the first observer measurement processing, generate a pre-charge signal for upshifting, and send the pre-charge signal for upshifting to the clutch solenoid valve 24; when the drive motor M2 is unloaded, actively adjust the speed of the drive motor M2 for upshifting, generate a drive instruction for upshifting, and send the drive instruction for upshifting to the second driver J2.

[0040] The downshift pre-fill control unit 35 is used to read the second unloading vehicle speed v from the memory 30 according to the downshift pre-fill control instruction sent by the pre-fill trigger 34. dw , Expected position of brake piston Drive motor target speedω * , the real-time hydraulic pressure P of the brake oil circuit sent by the speed change mechanism 2 Z , perform the second robust control and the second observer measurement processing, generate a downshift pre-charge signal, and send the downshift pre-charge signal to the brake solenoid valve 26; when the drive motor M2 is unloaded, actively downshift the drive motor M2, generate a downshift drive instruction, and send the downshift drive instruction to the second driver J2.

[0041] In the present invention, the state equation of the first robust control is as follows:

[0042]

[0043] in, represents the clutch state variable derivative matrix, X L represents the clutch state variable matrix, represents the clutch state variable transposed matrix, and e Lp represents the deviation between the estimated displacement of the clutch piston and the expected displacement of the clutch piston, that is, x Lp Indicates the real-time displacement of the clutch piston. The derivative of the brake piston's real-time displacement, P Lcl Indicates the hydraulic pressure in the clutch master cylinder, x Lsv Indicates the real-time displacement of the clutch valve core. The derivative of the clutch valve core real-time displacement, y L is the first output variable, indicating the real-time displacement deviation of the clutch valve core; A L represents the clutch state parameter matrix, ΔA L represents the clutch state disturbance matrix, C L represents the clutch output matrix, and A L , ΔA L , C L They are:

[0044]

[0045] C L =[1 0 0 0 0];

[0046] Where the plug mass, β L represents the effective bulk modulus of the clutch valve master cylinder chamber, S Lsr Indicates the effective area of ​​the clutch piston, S Lfb Represents the clutch valve pressure feedback chamber area, V Lγ Indicates the clutch master cylinder capacity; K L Represents the first output control matrix.

[0047] In the present invention, the first observer equation is specifically:

[0048]

[0049] Among them, x L1 =x Lp , x L3 =P L , x L4 =x Lsv , x Lsv0 represents the initial displacement of the spring return in the clutch valve, Q(x Lsw y L ) represents the hydraulic oil flow in the clutch, z L1 、z L2 are the calculation parameters of the friction force of the piston in the clutch valve, λ L1 , L2 All are clutch selection gains; m Lp Indicates the clutch piston mass.

[0050] In the present invention, the state equation of the second robust control is as follows:

[0051]

[0052] in, represents the brake state variable derivative matrix, X Z represents the brake state variable matrix, X′ Z represents the transposed matrix of the brake state variables, and e Zp represents the deviation between the estimated displacement of the brake piston and the expected displacement of the brake piston, that is, x Zp Indicates the real-time displacement of the brake piston. The derivative of the brake piston's real-time displacement, P Zcl Indicates the hydraulic pressure in the brake master cylinder, x Zsv Indicates the real-time displacement of the brake valve core. The derivative of the brake valve core real-time displacement, y Z is the second output variable, indicating the real-time displacement deviation of the brake valve core; A Z Represents the brake state parameter matrix, ΔA Z represents the brake state disturbance matrix, C Z represents the brake output matrix, and A Z , ΔA Z , C Z They are:

[0053]

[0054]

[0055] C Z =[1 0 0 0 0];

[0056] Among them, a Z (t) represents the brake uncertainty disturbance function; U Z is the brake control function matrix, and U Z =-K Z y z =-K Z C Z X Z ;d Zδ Indicates the inner diameter of the valve core chamber of the brake valve, l Zsv Indicates the valve core chamber length of the brake valve, m Zsv Indicates the mass of the brake valve core, g Zv Indicates the flow rate coefficient of the hydraulic oil in the brake circuit, k Zrbs Indicates the rebound stiffness coefficient of the spring in the brake valve, g Zγ Indicates brake hydraulic oil flow coefficient, g Zp Indicates the damping coefficient of the spring in the brake valve, m Zp Indicates the brake valve piston mass, β Z represents the effective bulk modulus of the brake valve master cylinder chamber, S Zsr Indicates the effective area of ​​the brake piston, S Zfb Represents the brake valve pressure feedback chamber area, V Zγ Indicates the capacity of the brake master cylinder; K Z represents the second output control matrix.

[0057] In the present invention, the second observer equation is specifically:

[0058]

[0059] Among them, x Z1 =x Zp , x Z3 =P Z , x Z4 =x Zsv , x Zsv0 represents the initial displacement of the spring return in the brake valve, Q(x Zsv ,y Z ) represents the hydraulic oil flow in the brake, z Z1 、z Z2 are the calculation parameters of the piston friction force in the brake valve, λ Z1 , Z2 All are the selection gains of the brake; m Zp Indicates the mass of the brake piston.

[0060] In the present invention, the clutch control function matrix U L The following cost function is satisfied:

[0061]

[0062] Among them, Q L Represents the weight coefficient matrix of clutch state input, R L Represents the weight coefficient matrix of the clutch control input.

[0063] In the present invention, the brake control function matrix U Z The following cost function is satisfied:

[0064]

[0065] Among them, Q Z Represents the weight coefficient matrix of the brake state input, R Z A matrix representing the weight coefficients of the brake control input.

[0066] In the present invention, the hydraulic oil flow rate Q(x Lsv ,y L ), hydraulic pressure P in clutch master cylinder Lcl It is obtained by the following formula:

[0067]

[0068]

[0069] Among them, S Lsv represents the area of ​​the clutch solenoid valve, and S Lsv =πd Lδ x Lsv ;π represents pi.

[0070] The hydraulic oil flow rate Q(xZsv ,y Z ), hydraulic pressure P in the brake master cylinder Zcl It is obtained by the following formula:

[0071]

[0072] Among them, S Zsv represents the area of ​​the brake solenoid valve, and S Zsv =πd Zδ x Zsv .

[0073] In the present invention, the clutch valve core real-time displacement x Lsv Obtained by the following formula:

[0074]

[0075] Among them, g Lsv Indicates the clutch damping coefficient; F Ls 、F Lrb 、F Lfb They represent the electromagnetic force of the clutch, the feedback pressure of the hydraulic oil in the clutch, and the elastic force of the spring in the clutch respectively; F Lsf 、F Lst They respectively represent the steady-state pressure and transient pressure of the hydraulic oil in the clutch valve core.

[0076] In the present invention, the real-time displacement x of the brake valve core Zsv Obtained by the following formula:

[0077]

[0078] Among them, g Zsv Indicates the brake damping coefficient; F Zs 、F Zrb 、F Zfb They represent the electromagnetic force of the brake, the feedback pressure of the hydraulic oil in the brake, and the elastic force of the spring in the brake respectively; F Zsf 、F Zst They respectively represent the steady-state pressure and transient pressure of the hydraulic oil in the brake valve core.

[0079] In the present invention, the clutch electromagnetic force F Ls Obtained by the following formula:

[0080] F Ls =K ts I L ;

[0081] Among them, I L represents the current through the clutch solenoid, K ts Represents the electromagnetic coefficient.

[0082] In the present invention, the hydraulic oil feedback pressure F in the clutch Lrb Obtained by the following formula:

[0083] F Lrb =k rbs (x Lsv +x Lsv0 ).

[0084] In the present invention, the elastic force F of the clutch inner spring Lfb Obtained by the following formula:

[0085] F Lfb =P Lfb S Lfb ;

[0086] Among them, P Lfb Indicates the hydraulic pressure in the feedback chamber of the clutch, S Lfb Indicates the area of ​​the feedback cavity inside the clutch.

[0087] In the present invention, the steady-state pressure F of the hydraulic oil in the clutch valve core is Lsf Obtained by the following formula:

[0088] F Lsf =ρ oil Q(x Lsv ,y L )v L3 cosθ L1 -ρ oil Q(x Lsv ,y L )v L2 cosθ L2 ;

[0089] Among them, v L2 、v L3 Respectively represent the hydraulic oil flow rate of the two hydraulic oil ports in the clutch, and θ L1 ,θ L2 They represent the inlet jet angle and outlet jet angle of the clutch valve core respectively; g Lv Indicates the flow rate coefficient of the hydraulic oil in the clutch valve core.

[0090] In the present invention, the transient pressure F of the hydraulic oil in the clutch valve core Lst Obtained by the following formula:

[0091]

[0092] Among them, m Lpsv Indicates the quality of the hydraulic oil in the valve core chamber of the clutch valve.

[0093] In the present invention, the brake electromagnetic force F Zs Obtained by the following formula:

[0094] F Zs =K ts I Z ;

[0095] Among them, I Z Indicates the current through the brake solenoid.

[0096] In the present invention, the hydraulic oil feedback pressure F Zrb Obtained by the following formula:

[0097] F Zrb =k rbs (x Zsv +x Zsv0 );

[0098] Among them, k rbs Indicates the stiffness coefficient of the spring rebound in the clutch or brake.

[0099] In the present invention, the elastic force F of the brake inner spring Zfb Obtained by the following formula:

[0100] F Zfb =P Zfb S Zfb ;

[0101] Among them, P Zfb Indicates the hydraulic pressure in the feedback chamber of the brake, S Zfb Indicates the area of ​​the feedback cavity inside the brake.

[0102] In the present invention, the steady-state pressure F of the hydraulic oil in the brake valve core Zsf Obtained by the following formula:

[0103] F Zsf =ρ oil Q(x Zsv ,y Z )v Z3 cosθ Z1 -ρ oil Q(x Zsv ,y Z )v Z2 Cosθ Z2 ;

[0104] Among them, v Z2 、v Z3 are the hydraulic oil flow rates of the two hydraulic oil ports in the brake, and θ Z1 ,θZ2 They represent the inlet jet angle and outlet jet angle of the brake valve core respectively; g Zv Indicates the flow rate coefficient of the hydraulic oil in the brake valve core.

[0105] In the present invention, the transient pressure F of the hydraulic oil in the brake valve core Zst Obtained by the following formula:

[0106]

[0107] Among them, m Zpsv Indicates the quality of the hydraulic oil in the valve core chamber of the brake valve.

[0108] In the present invention, the upshift speed control adopts the following PID control:

[0109]

[0110] Among them, e ω It indicates the deviation between the actual speed of the drive motor and the target speed of the drive motor, and e ω =ω t -ω * ;u LT Indicates the first drive signal of the PID control drive motor, k L p、k Li , k Ld Respectively represent the first proportional parameter, the first integral parameter, and the first differential parameter; ω t Indicates the real-time speed of the drive motor; τ L Indicates the duration of the first integral.

[0111] In the present invention, the downshift speed control adopts the following PID control:

[0112]

[0113] Among them, u ZT Indicates the second drive signal of the PID control drive motor, k Zp , k Zi , k Zd Respectively represent the second proportional parameter, the second integral parameter, and the second differential parameter; τ Z Indicates the duration of the second integration.

[0114] In the present invention, the first trigger vehicle speed v0 is obtained by the following formula:

[0115] v0=v up -k ε (t Lc -t Lf -t Lb -t Lg );

[0116] Among them, k ε represents the vehicle acceleration, t Lc Indicates the time required to complete the pre-filling of oil for upshifting, t Lf Indicates the time required for the drive motor to adjust the speed when shifting up, t Lb Indicates the time required for the drive motor to reduce torque when shifting up, t Zg Indicates the time required for the brake oil circuit to reduce pressure when shifting up.

[0117] In actual application, when the vehicle is running smoothly in low gear, the brake solenoid valve is in the open state, and there is real-time hydraulic pressure in the brake oil circuit. The brake is fully engaged; the clutch solenoid valve is in a closed state, there is no oil pressure in the clutch oil circuit, and the clutch is disconnected. When the driver wants to drive in a high gear, the console sends a shift-up command N to the vehicle. 升 , the vehicle starts to accelerate. When the vehicle speed increases to the first trigger speed v0, the clutch solenoid valve opens to the set opening, and the clutch oil circuit is pre-filled with oil according to the state equation of the first robust control; at the same time, in order to ensure the accuracy of the pre-filled oil, the clutch piston displacement needs to be accurately estimated through the first observer equation: the real-time hydraulic pressure of the clutch oil circuit The brake solenoid valve remains open and the drive motor continues to output real-time torque. The vehicle speed continues to increase, and when the speed increases to the first unloading speed v up When the drive motor starts to unload the torque, it will continue to unload until the unloading is completed. After the drive motor is unloaded, the brake solenoid valve is closed and the brake oil circuit is hydraulically The speed of the drive motor is adjusted by PID control until the real-time speed of the drive motor reaches the target speed of the drive motor. After that, the drive motor automatically adjusts the speed. At this time, the clutch solenoid valve is fully opened, and the clutch oil circuit is hydraulically Rapidly increase until the clutch oil circuit setting hydraulic pressure is reached The clutch is fully engaged, driving the motor with real-time torque Gradually increase. The real-time torque of the drive motor Meet the driver's torque requirement After that, the shifting process from low gear to high gear is completed. In the above-mentioned upshift speed control process, the time required to complete the upshift pre-filling oil is t Lc The time required for the drive motor to reduce torque is t Lb The time required for the brake oil circuit to reduce pressure is t Zg In practical applications, when the real-time torque of the drive motor When the torque is less than the preset torque δT, the drive motor unloads the torque; when the brake oil circuit is hydraulically When the hydraulic pressure is less than the preset value δP, the brake is unloaded; when the clutch oil circuit is hydraulically Rise to set hydraulic pressure When the clutch is engaged, the speed difference between the actual speed of the drive motor and the target speed is When it is less than the preset deviation δω, the speed regulation of the drive motor is completed.

[0118] In the present invention, the second trigger vehicle speed v1 is obtained by the following formula:

[0119] v1=v dw -k ε (t Zc -t Lf -t Lb -t Lg );

[0120] Among them, t Zc Indicates the time required to complete the downshift pre-filling oil, t Zf Indicates the time required for the drive motor to adjust speed when downshifting, t Zb Indicates the time required for the drive motor to reduce torque when downshifting, t Zg Indicates the time required for the clutch oil circuit to reduce pressure when downshifting.

[0121] In actual application, when the vehicle is running smoothly in high gear, the clutch solenoid valve is in the open state, and there is real-time hydraulic pressure in the clutch oil circuit. The clutch is fully engaged; the brake solenoid valve is in a closed state, there is no oil pressure in the brake oil circuit, and the brake is disconnected. When the driver wants to drive in a low gear, the control console sends a downshift command N to the vehicle. 降 , the vehicle starts to decelerate. When the speed drops to the second trigger speed v1, the brake solenoid valve opens to the set opening, and the brake oil circuit is pre-filled with oil according to the state method of the second robust control; at the same time, in order to ensure the accuracy of the pre-filled oil, the second observer equation is used to accurately estimate the displacement of the brake piston: The clutch solenoid valve remains open and the drive motor continues to output real-time torque. The vehicle speed v continues to decrease, and at time t1 the vehicle speed increases to the second unloading speed v dw When the drive motor starts to unload torque, it will continue to unload until the unloading is completed. After the drive motor is unloaded, the clutch solenoid valve is closed and the clutch oil circuit is hydraulically closed. The clutch is disconnected and the clutch begins to decrease until the clutch oil circuit hydraulic pressure is reduced. After that, the drive motor is actively regulated through PID control. Reach the target speed of the drive motor After that, the drive motor automatically adjusts the speed. At this time, the brake solenoid valve is fully opened, and the brake oil circuit is hydraulically Rapid rise, real-time hydraulic pressure in the brake oil circuit Reach the clutch oil circuit setting hydraulic pressure When the brake is fully engaged, the real-time torque of the drive motor Gradually increase. Real-time torque of the drive motor Meet the driver's torque requirement After that, the shifting process from high gear to low gear is completed. In the downshift speed control process, the time required to complete the downshift pre-filling oil is t Zc The time required for the drive motor to reduce torque is t Zb The time required for the clutch oil circuit to reduce pressure is t Lg In practical applications, when the real-time torque of the drive motor When the torque is less than the preset torque δT, the drive motor unloads the torque; when the clutch oil circuit is hydraulically closed When the hydraulic pressure is less than the preset value δP, the clutch unloading is completed; when the real-time hydraulic pressure of the brake oil circuit Rise to set hydraulic pressure When the brake is engaged, the speed difference between the inner tooth friction plate and the outer tooth friction plate of the driving motor is When it is less than the preset deviation δω, the speed regulation of the drive motor is completed.

[0122] In summary, the above are only preferred embodiments of the present invention and are not intended to limit the protection scope of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An electromechanical composite transmission hydraulic planetary mechanism speed change system, characterized in that: The speed change system includes: a hydraulic planetary mechanism and a control mechanism; wherein, A control mechanism for storing a first unloading vehicle speed v sent by an external console up , Second unloading speed v dw , main valve set opening, clutch solenoid valve set opening, brake solenoid valve set opening, clutch piston desired position Expected brake piston position Drive motor target speedω * ; Will start the vehicle according to the command N sent by the console 开 , the main oil circuit real-time hydraulic pressure P0 generated by the hydraulic planetary mechanism is sent to the main oil circuit control signal and the oil pump control signal to the hydraulic planetary mechanism; after the main oil circuit is opened, according to the upshift command N sent by the console 升 , the first trigger speed v0, the real-time speed v sent by the external speed sensor, the real-time speed ω of the drive motor t Real-time hydraulic pressure P from the clutch oil circuit of the hydraulic planetary mechanism L , perform upshift pre-fill oil control or upshift speed control, send the upshift pre-fill signal to the hydraulic planetary mechanism, and control the operation of the drive motor; after the main oil circuit is opened, according to the downshift command N sent by the console 降 , the second trigger speed v1, the real-time speed v sent by the external speed sensor, the real-time speed ω of the drive motor t Real-time hydraulic pressure P of the brake oil circuit from the hydraulic planetary mechanism Z , perform downshift pre-filling oil control or downshift speed regulation control, send the downshift pre-filling signal to the hydraulic planetary mechanism, and control the operation of the drive motor. Hydraulic planetary mechanism, used to open the vehicle according to the command N 开 , open the main oil circuit solenoid valve to the set opening; after the main oil circuit is unblocked, adjust the real-time opening of the main oil circuit solenoid valve in real time according to the main oil circuit control signal sent by the control mechanism, adjust the opening and closing of the clutch solenoid valve according to the upshift pre-filling signal sent by the control mechanism, and adjust the opening and closing of the brake solenoid valve according to the downshift pre-filling signal sent by the control mechanism.

2. The electromechanical composite transmission hydraulic planetary mechanism speed change system according to claim 1, characterized in that: The hydraulic planetary mechanism includes: an oil pump, a main solenoid valve, a main oil circuit hydraulic sensor, a clutch solenoid valve, a clutch oil circuit hydraulic sensor, a brake solenoid valve, a brake oil circuit hydraulic sensor, a transmission case, two clutches, an outer gear ring, two brakes, a sun gear, a planetary gear, a planetary carrier, a planetary carrier shaft, a sun gear shaft and a pipeline; wherein the two clutches are connected and the two brakes are connected; An oil pump, used to operate under the drive of the control mechanism; A main solenoid valve, used to adjust its opening and closing degree according to the main oil circuit control signal sent by the control mechanism; A clutch solenoid valve, used to adjust its opening and closing degree according to the upshift pre-charging signal sent by the control mechanism; The clutch oil circuit hydraulic pressure sensor is used to detect the real-time hydraulic pressure P of the clutch oil circuit. L sending to said control agency; A brake solenoid valve, used to adjust its opening and closing degree according to the downshift pre-charge signal sent by the control mechanism; The brake oil circuit hydraulic pressure sensor is used to detect the real-time hydraulic pressure P of the brake oil circuit. Z sending to said control agency; The oil pump connection control mechanism is composed of a main oil circuit composed of pipelines, one end of the main oil circuit is connected to the oil pump, and the other end of the main oil circuit is connected to the clutch oil circuit and the brake oil circuit. The oil pump, the main solenoid valve, and the main oil circuit hydraulic sensor are installed on the main oil circuit; the clutch oil circuit is composed of pipelines, one end of the clutch oil circuit is connected to the other end of the main oil circuit, and the other end of the clutch oil circuit is connected to any clutch, and the clutch solenoid valve and the clutch oil circuit hydraulic sensor are installed on the clutch oil circuit; the brake oil circuit is composed of pipelines, and the brake solenoid valve and the brake oil circuit hydraulic sensor are installed on the brake oil circuit, one end of the brake oil circuit is connected to the main oil circuit, and the other end of the brake oil circuit is connected to any brake; Two clutches, an outer gear ring, two brakes, a sun gear and planetary gears are all installed in a transmission case, the sun gear is sleeved in the planetary gear, and the outer side of the planetary gear is one end of the outer gear ring; the two brakes are relatively installed between the transmission case and the outer gear ring, and the two clutches are relatively installed at the other end of the outer gear ring; a planet carrier is installed on the planetary gear, a planet carrier shaft is installed at the center of the planet carrier in a direction perpendicular to the planetary gear, and a sun gear shaft is installed at the center of the sun gear in a direction perpendicular to the sun gear; the sun gear shaft is connected to the control mechanism, and the planet carrier shaft is connected to the external output component.

3. The electromechanical composite transmission hydraulic planetary mechanism speed change system according to claim 2, characterized in that: The control mechanism includes: a control center, a second motor driver, a drive motor, a first driver, and an oil pump motor; wherein, Control center, used to store the first unloading vehicle speed v sent by the external console up , Second unloading speed v dw , main valve set opening, clutch solenoid valve set opening, brake solenoid valve set opening, clutch piston desired position Expected brake piston position Drive motor target speedω * ; Will start the vehicle according to the command N 开 , the main oil circuit real-time hydraulic pressure P0 sent by the hydraulic planetary mechanism generates a main oil circuit control signal and an oil pump control signal, sends the oil pump control signal to the first driver, and sends the main oil circuit control signal to the hydraulic planetary mechanism; after the main oil circuit is opened, according to the upshift command N sent by the console 升 , the first trigger speed v0, the real-time speed v sent by the external speed sensor, the real-time speed ω of the drive motor t Real-time hydraulic pressure P from the clutch oil circuit of the hydraulic planetary mechanism L , perform upshift pre-fill oil control or upshift speed control, generate upshift pre-fill signal and upshift drive command, send the upshift drive command to the second driver, and send the upshift pre-fill signal to the hydraulic planetary mechanism; after the main oil circuit is opened, according to the downshift command N sent by the console 降 , the second trigger speed v1, the real-time speed v sent by the external speed sensor, the real-time speed ω of the drive motor t Real-time hydraulic pressure P of the brake oil circuit from the hydraulic planetary mechanism Z , perform downshift pre-filling oil control or downshift speed regulation control, generate a downshift pre-filling signal and a downshift driving instruction, send the downshift driving instruction to the second driver, and send the downshift pre-filling signal to the hydraulic planetary mechanism; A first driver, used for generating a first PWM signal according to an oil pump control signal sent by a control center, and sending the first PWM signal to an oil pump motor; an oil pump motor, configured to rotate according to a first PWM signal sent by a first driver to drive the oil pump to operate; A second motor driver, used to generate a second PWM signal according to the upshift drive signal sent by the control center, generate a third PWM signal according to the downshift drive signal sent by the control center, and send the second PWM signal and the third PWM signal to the drive motor; The driving motor is used to rotate according to the second PWM signal and the third PWM signal sent by the second motor driver to drive the vehicle to run; The oil pump is used to operate under the control mechanism, specifically: the oil pump is used to operate under the control mechanism's oil pump motor output shaft; the oil pump is connected to the control mechanism, specifically: the oil pump is connected to the oil pump motor output shaft in the control mechanism; the sun gear shaft is connected to the control mechanism, specifically: the sun gear shaft is connected to the drive motor output shaft in the control mechanism.

4. The electromechanical composite transmission hydraulic planetary mechanism speed change system according to claim 3, characterized in that: The control center includes: a memory, a main control unit, a pre-charge trigger, an upshift pre-charge control unit, a clutch control unit, a downshift pre-charge control unit, and a brake control unit; wherein, A memory for storing the first unloading vehicle speed v sent by the external console up , Second unloading speed v dw , main valve set opening, clutch solenoid valve set opening, brake solenoid valve set opening, clutch piston desired position Expected brake piston position Drive motor target speedω * ; The main control unit is used to start the vehicle according to the vehicle opening command N sent by the console 开 , the main oil circuit real-time hydraulic pressure P0 sent by the hydraulic planetary mechanism generates a main oil circuit control signal and an oil pump control signal, sends the oil pump control signal to the first driver, and sends the main oil circuit control signal to the hydraulic planetary mechanism; Pre-charge trigger, used to shift up according to the command N sent by the external console 升 , compare the real-time vehicle speed v sent by the external vehicle speed sensor with the first trigger vehicle speed v0: when v=v0, send an upshift pre-charge control instruction to the upshift pre-charge control unit; according to the downshift instruction N sent by the external control console 降 , compare the real-time vehicle speed v sent by the external vehicle speed sensor with the second trigger vehicle speed v1: when v=v1, send a downshift pre-charge control instruction to the downshift pre-charge control unit; The upshift pre-fill control unit 31 is used to read the first unloading vehicle speed v from the memory according to the upshift pre-fill control instruction sent by the pre-fill trigger 34. up , clutch piston desired position Drive motor target speedω * , the clutch oil circuit real-time hydraulic pressure P sent by the speed change mechanism L , performing a first robust control and a first observer measurement process, generating an upshift pre-charge signal, and sending the upshift pre-charge signal to the clutch solenoid valve; when the drive motor is unloaded, actively regulating the speed of the drive motor for upshift, generating an upshift drive instruction, and sending the upshift drive instruction to the second driver; A downshift pre-charging control unit is used to read the second unloading vehicle speed v from the memory according to the downshift pre-charging control instruction sent by the pre-charging trigger dw , Expected position of brake piston Drive motor target speedω * , the real-time hydraulic pressure P of the brake oil circuit sent by the speed change mechanism Z , perform a second robust control and a second observer measurement process, generate a downshift pre-charge signal, and send the downshift pre-charge signal to the brake solenoid valve; when the drive motor is unloaded, actively downshift the drive motor, generate a downshift drive instruction, and send the downshift drive instruction to the second driver.

5. The electromechanical composite transmission hydraulic planetary mechanism speed change system according to claim 4, characterized in that: The state equation of the first robust control is as follows: in, represents the clutch state variable derivative matrix, X L represents the clutch state variable matrix, represents the clutch state variable transposed matrix, and e Lp represents the deviation between the estimated displacement of the clutch piston and the expected displacement of the clutch piston, that is, x Lp Indicates the real-time displacement of the clutch piston. The derivative of the real-time displacement of the brake piston, P Lcl Indicates the hydraulic pressure in the clutch master cylinder, x Lsv Indicates the real-time displacement of the clutch valve core. The derivative of the clutch valve core real-time displacement, y L is the first output variable, indicating the real-time displacement deviation of the clutch valve core; A L represents the clutch state parameter matrix, ΔA L represents the clutch state disturbance matrix, C L represents the clutch output matrix, and A L , ΔA L , C L They are: C L ＝[1 0 0 0 0]； Among them, a L (t) represents the clutch uncertainty disturbance function, t is the time parameter; U L is the clutch control function matrix, and U L =-K L y L =-K L C L X L ;d Lδ Indicates the inner diameter of the valve core chamber of the clutch valve, l Lsv Indicates the valve core chamber length of the clutch valve, m Lsv Indicates the mass of the clutch valve core, g Lv Indicates the flow rate coefficient of the hydraulic oil in the clutch pipeline, k Lrbs Represents the rebound stiffness coefficient of the spring in the clutch valve, ρ oil Indicates the density of hydraulic oil, g Lγ Table Clutch hydraulic oil flow coefficient, g Lp Indicates the damping coefficient of the spring in the clutch valve, m Lp Indicates the clutch valve piston mass, β L represents the effective bulk modulus of the clutch valve master cylinder chamber, S Lsr Indicates the effective area of ​​the clutch piston, S Lfb Represents the clutch valve pressure feedback chamber area, V Lγ Indicates the clutch master cylinder volume; K L represents the first output control matrix; The first observer equation is specifically: Among them, x L1 =x Lp , x L3 =P L , x L4 =x Lsv , x Lsv0 represents the initial displacement of the spring return in the clutch valve, Q(x Lsv ,y L ) represents the hydraulic oil flow in the clutch, z L1 、z L2 are the calculation parameters of the friction force of the piston in the clutch valve, λ L1 , L2 All are clutch selection gains; m Lp Indicates the clutch piston mass.

6. The electromechanical composite transmission hydraulic planetary mechanism speed change system according to claim 4, characterized in that: The state equation of the second robust control is as follows: in, represents the brake state variable derivative matrix, X Z represents the brake state variable matrix, X' Z represents the transposed matrix of the brake state variables, and e Zp represents the deviation between the estimated displacement of the brake piston and the expected displacement of the brake piston, that is, x Zp Indicates the real-time displacement of the brake piston. The derivative of the real-time displacement of the brake piston, P Zcl Indicates the hydraulic pressure in the brake master cylinder, x Zsv Indicates the real-time displacement of the brake valve core. The derivative of the brake valve core real-time displacement, y Z is the second output variable, indicating the real-time displacement deviation of the brake valve core; A Z Represents the brake state parameter matrix, ΔA Z represents the brake state disturbance matrix, C Z represents the brake output matrix, and A Z , ΔA Z , C Z They are: C Z ＝[1 0 0 0 0]； Among them, a Z (t) represents the brake uncertainty disturbance function; UZ is the brake control function matrix, and U Z =-K Z Y Z =-K Z C Z X Z ;d Zδ Indicates the inner diameter of the valve core chamber of the brake valve, l Zsv Indicates the valve core chamber length of the brake valve, m Zsv Indicates the mass of the brake valve core, g Zv Indicates the flow rate coefficient of the hydraulic oil in the brake circuit, k Zrbs Indicates the rebound stiffness coefficient of the spring in the brake valve, g Zγ Indicates brake hydraulic oil flow coefficient, g Zp Indicates the damping coefficient of the spring in the brake valve, m Zp Indicates the brake valve piston mass, β Z represents the effective bulk modulus of the brake valve master cylinder chamber, S Zsr Indicates the effective area of ​​the brake piston, S Zfb Represents the brake valve pressure feedback chamber area, V Zγ Indicates the capacity of the brake master cylinder; K Z represents the second output control matrix; The second observer equation is specifically: Among them, x Z1 =x Zp , x Z3 =P Z , x Z4 =x Zsv , x Zsv0 represents the initial displacement of the spring return in the brake valve, Q(x Zsv ,y Z ) represents the hydraulic oil flow in the brake, z Z1 、z Z2 are the calculation parameters of the piston friction force in the brake valve, λ Z1 , Z2 All are the selection gains of the brake; m Zp Indicates the mass of the brake piston.

7. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 5, characterized in that: The clutch control function matrix U L The following cost function is satisfied: Among them, Q L Represents the weight coefficient matrix of clutch state input, R L Represents the weight coefficient matrix of the clutch control input.

8. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 6, characterized in that: The brake control function matrix U Z The following cost function is satisfied: Among them, Q Z Represents the weight coefficient matrix of the brake state input, R Z A matrix representing the weight coefficients of the brake control input.

9. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 5, characterized in that: The hydraulic oil flow rate Q(x Lsv ,y L ), hydraulic pressure P in clutch master cylinder Lcl It is obtained by the following formula: Among them, S Lsv represents the area of ​​the clutch solenoid valve, and S Lsv =πd Lδ x Lsv ;π represents pi; The hydraulic oil flow rate Q(x Zsv ,y Z ), hydraulic pressure P in the brake master cylinder Zcl It is obtained by the following formula: Among them, S Zsv represents the area of ​​the brake solenoid valve, and S Zsv =πd Zδ x Zsv .

10. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 6, characterized in that: The clutch valve core real-time displacement x Lsv Obtained by the following formula: Among them, g Lsv Indicates the clutch damping coefficient; F Ls 、F Lrb 、F Lfb They represent the electromagnetic force of the clutch, the feedback pressure of the hydraulic oil in the clutch, and the elastic force of the spring in the clutch respectively; F Lsf 、F Lst They respectively represent the steady-state pressure and transient pressure of the hydraulic oil in the clutch valve core.

11. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 7, characterized in that: The real-time displacement of the brake valve core x Zsv Obtained by the following formula: Among them, g Zsv Indicates the brake damping coefficient; F Zs 、F Zrb 、F Zfb They represent the electromagnetic force of the brake, the feedback pressure of the hydraulic oil in the brake, and the elastic force of the spring in the brake respectively; F Zsf 、F Zst They respectively represent the steady-state pressure and transient pressure of the hydraulic oil in the brake valve core.

12. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 10, characterized in that: The clutch electromagnetic force F Ls Obtained by the following formula: F Ls =K ts I L ; Among them, I L represents the current through the clutch solenoid, K ts represents the electromagnetic coefficient; The clutch hydraulic oil feedback pressure F Lrb Obtained by the following formula: F Lrb =k rbs (x Lsv +x Lsv0 ); The elastic force F of the clutch inner spring Lfb Obtained by the following formula: F Lfb =P Lfb S Lfb ; Among them, P Lfb Indicates the hydraulic pressure in the feedback chamber of the clutch, S Lfb Indicates the area of ​​the feedback cavity in the clutch; The steady-state pressure F of the hydraulic oil in the clutch valve core Lsf Obtained by the following formula: F Lsf =ρ oil Q(x Lsv ,y L )v L3 cosθ L1 -ρ oil Q(x Lsv ,y L )v L2 cosθ L2 ; Among them, v L2 、v L3 Respectively represent the hydraulic oil flow rate of the two hydraulic oil ports in the clutch, and θ L1 ,θ L2 They represent the inlet jet angle and outlet jet angle of the clutch valve core respectively; g Lv Indicates the flow rate coefficient of the hydraulic oil in the clutch valve core; The transient pressure F of the hydraulic oil in the clutch valve core Lst Obtained by the following formula: Among them, m Lpsv Indicates the quality of the hydraulic oil in the valve core chamber of the clutch valve.

13. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 11, characterized in that: The brake electromagnetic force F Zs Obtained by the following formula: F Zs =K ts I Z ; Among them, I Z Indicates the current through the brake solenoid; The hydraulic oil feedback pressure F in the brake Zrb Obtained by the following formula: F Zrb =K rbs (x Zsv +x Zsv0 ); Among them, k rbs Indicates the stiffness coefficient of the spring rebound in the clutch or brake; The spring force F of the brake inner spring Zfb Obtained by the following formula: F Zfb =P Zfb S Zfb ; Among them, P Zfb Indicates the hydraulic pressure in the feedback chamber of the brake, S Zfb Indicates the area of ​​the feedback cavity in the brake; The steady-state pressure F of the hydraulic oil in the brake valve core Zsf Obtained by the following formula: F Zsf =ρ oil Q(x Zsv ,y Z )v Z3 cosθ Z1 -ρ oil Q(x Zsv ,y Z )v Z2 cosθ Z2 ; Among them, v Z2 、v Z3 are the hydraulic oil flow rates of the two hydraulic oil ports in the brake, and θ Z1 ,θ Z2 They represent the inlet jet angle and outlet jet angle of the brake valve core respectively; g Zv Indicates the flow rate coefficient of the hydraulic oil in the brake valve core; The transient pressure F of the hydraulic oil in the brake valve core Zst Obtained by the following formula: Among them, m Zpsv Indicates the quality of the hydraulic oil in the valve core chamber of the brake valve.

14. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 4, characterized in that: The active speed regulation for upshifting adopts the following PID control: Among them, e ω It indicates the deviation between the actual speed of the drive motor and the target speed of the drive motor, and e ω =ω t -ω * ;u LT Indicates the first drive signal of the PID control drive motor, k Lp , k Li , k Ld Respectively represent the first proportional parameter, the first integral parameter, and the first differential parameter; ω t Indicates the real-time speed of the drive motor; τ L Indicates the duration of the first integral. The downshift active speed regulation adopts the following PID control: Among them, u ZT Indicates the second drive signal of the PID control drive motor, k Zp , k Zi , k Zd Respectively represent the second proportional parameter, the second integral parameter, and the second differential parameter; τ Z Indicates the duration of the second integration.

15. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 1, characterized in that: The first trigger vehicle speed v0 is obtained by the following formula: v0=v up -k ε (t Lc -t Lf -t Lb -t Lg ); Among them, k ε represents the vehicle acceleration, t Lc Indicates the time required to complete the pre-filling of oil for upshifting, t Lf Indicates the time required for the drive motor to adjust the speed when shifting up, t Lb Indicates the time required for the drive motor to reduce torque when shifting up, t Zg Indicates the time required for the brake oil circuit to reduce pressure when shifting up; The second trigger vehicle speed v1 is obtained by the following formula: v1=v dw -k ε (t Zc -t Lf -t Lb -t Lg ); Among them, t Zc Indicates the time required to complete downshift pre-filling, t Zf Indicates the time required for the drive motor to adjust speed when downshifting, t Zb Indicates the time required for the drive motor to reduce torque when downshifting, t Zg Indicates the time required for the clutch oil circuit to reduce pressure when downshifting.

16. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 1, characterized in that: The target speed of the driving motor in, Indicates the real-time speed of the output shaft of the drive motor, i n Indicates the transmission ratio of the new gear after the vehicle gear is switched.

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