A electromechanical composite transmission hydraulic planetary mechanism speed change system

Abstract

The present invention provides an electromechanical composite transmission hydraulic planetary mechanism speed change system, comprising: a hydraulic planetary mechanism and a control mechanism; wherein the control mechanism stores set parameters and transmits a main oil circuit control signal and an oil pump control signal generated based on a vehicle start command and the real-time hydraulic pressure of the main oil circuit to the hydraulic planetary mechanism; after the main oil circuit is opened, upshift pre-fill oil control or upshift speed control, or downshift pre-fill oil control or downshift speed control, to drive the motor to operate; the hydraulic planetary mechanism opens the main oil circuit solenoid valve to a set opening, and adjusts the real-time opening of the main oil circuit solenoid valve, the opening and closing of the clutch solenoid valve, and the opening and closing of the brake solenoid valve in real time. The electromechanical composite transmission hydraulic planetary mechanism speed change system of the present invention has the characteristics of high control accuracy, strong real-time performance, fast response, simple structure, low cost, and small space occupation, and can be widely used in the transportation field.

Description

Technical Field

[0001] The present invention relates to a 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 transfers energy through both mechanical and electrical means, offering a wide speed range, high torque output, good transmission efficiency, and a low motor power mismatch. It holds broad application prospects in heavy-duty vehicles, such as commercial vehicles and large-scale construction machinery. With the increasing adoption of vehicle electrification, heavy-duty vehicles struggle to meet both speed and torque requirements with electric motors alone. Therefore, the introduction of a transmission mechanism remains an effective solution. A planetary mechanism combined with a coupling offers advantages such as a small axial footprint, a wide range of transmission ratios, and the ability to transmit high power, meeting the demands of heavy-duty vehicles. However, traditional automatic transmissions typically incorporate a torque converter and a large number of gears, which somewhat reduces clutch control requirements. Electromechanical hybrid transmissions are electric drive systems, and the elimination of torque converters and a reduction in gears have become a major trend, placing higher demands on gear shift control performance.

[0003] It can be seen that in the prior art, there is no automatic transmission system for electromechanical composite systems that has 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 mechatronic 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 setting opening, clutch solenoid valve setting opening, brake solenoid valve setting opening, clutch piston desired position Desired brake piston position Drive motor target speed ω * ; 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 of the drive motor ω t Real-time hydraulic pressure P of clutch oil circuit from 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 drive motor 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, the real-time speed of the drive motor ω t Real-time hydraulic pressure P of the brake oil circuit from the hydraulic planetary mechanism Z , perform downshift pre-fill oil control or downshift active speed regulation, send the downshift pre-fill 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-fill signal sent by the control mechanism, and adjust the opening and closing of the brake solenoid valve according to the downshift pre-fill signal sent by the control mechanism.

[0009] To sum up, in the electromechanical composite transmission hydraulic planetary mechanism speed change system described in the present invention, the staff or driver can input various control parameters to the control mechanism through the console; the control mechanism will open the main oil circuit according to the vehicle opening instruction sent by the console, the main oil circuit control signal generated by the real-time hydraulic pressure of the main oil circuit, and the oil pump control signal. The hydraulic planetary mechanism opens the main oil circuit according to the main oil circuit control signal, and controls the hydraulic oil in and out of the main oil circuit according to the oil pump control signal; according to the upshift instruction sent by the 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 instruction sent by the 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; it performs autonomous speed regulation of the drive motor according to the upshift speed control command; it 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; it performs autonomous speed regulation of the drive motor according to the downshift speed control command. Since the clutch oil circuit and the brake oil circuit can be pre-filled with hydraulic oil in the electromechanical composite transmission hydraulic planetary mechanism speed change system described in the present invention, 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 promotion and application. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 The figure is a schematic diagram of the overall structure of the electromechanical composite transmission hydraulic planetary mechanism speed change system according to the present invention.

[0011] Figure 2 Schematic diagram of the composition structure of the control mechanism of the present invention. DETAILED DESCRIPTION

[0012] In order to make the objectives, 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 This is a schematic diagram of the overall structure of the electromechanical composite transmission hydraulic planetary mechanism speed change system of the present invention. Figure 1 As shown, the speed change system of the present invention includes: a control mechanism 1, a hydraulic planetary mechanism 2; wherein,

[0014] Control mechanism 1, for storing the first unloading vehicle speed v sent by the external console up , Second unloading speed vdw , main valve setting opening, clutch solenoid valve setting opening, brake solenoid valve setting opening, clutch piston desired position Desired brake piston position Drive motor target speed ω * ; 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 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 of the drive motor ω 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 of the drive motor ω t The real-time hydraulic pressure P of the brake oil circuit from the hydraulic planetary mechanism 2 Z , perform downshift pre-fill oil control or downshift speed regulation control, send the downshift pre-fill 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 instruction 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-fill signal sent by the control mechanism 1, and adjust the opening and closing of the brake solenoid valve 26 according to the downshift pre-fill 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, the staff or driver can input various control parameters to the control mechanism through the console; the control mechanism will generate the main oil circuit control signal and the oil pump control signal according to the vehicle opening instruction and the real-time hydraulic pressure of the main oil circuit. The hydraulic planetary mechanism opens the main oil circuit according to the main oil circuit control signal, and controls the hydraulic oil in and out of the main oil circuit according to the oil pump control signal; according to the upshift instruction sent by the 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, the upshift pre-filling oil control or the upshift speed regulation control is performed; according to the downshift instruction sent by the 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, the downshift pre-filling oil control or the 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; it performs autonomous speed regulation of the drive motor according to the upshift speed control command; it 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; it performs autonomous speed regulation of the drive motor according to the downshift speed control command. Since the clutch oil circuit and the brake oil circuit can be pre-filled with hydraulic oil in the electromechanical composite transmission hydraulic planetary mechanism speed change system described in the present invention, 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 promotion 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 setting opening, clutch solenoid valve setting opening, brake solenoid valve setting opening, clutch piston desired position Desired brake piston position Drive motor target speed ω * ; Will open the command N according to the vehicle 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 of the drive motor ω tThe 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, generate upshift pre-fill signal and upshift drive instruction, send the upshift drive instruction 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 instruction 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 of the drive motor ω t The real-time hydraulic pressure P of the brake oil circuit 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 configured 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 configured to rotate according to a 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 pressure sensor 23, a clutch solenoid valve 24, a clutch oil circuit hydraulic pressure sensor 25, a brake solenoid valve 26, a brake oil circuit hydraulic pressure sensor 27, a transmission case 28, two clutches 29, an outer ring gear 210, two brakes 211, a sun gear 212, planetary gears 213, a planet carrier 214, a planet carrier shaft 215, a sun gear shaft 216, and pipelines; 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 own 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-charge 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 unit 3.

[0029] The brake solenoid valve 26 is used to adjust its own opening and closing degree according to the downshift pre-charge 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 unit 3.

[0031] The oil pump 21 is connected to the control mechanism 1, and the 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] The two clutches 29, the outer ring gear 210, the two brakes 211, the sun gear 212, and the planetary gears 213 are all installed in the 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 side 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 side 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 the ability to transmit high power.

[0034] In practical applications, the oil pump 21 is driven by the control mechanism 1. Specifically, the oil pump 21 is driven by the output shaft of the oil pump motor M1 in the control mechanism 1. 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] Memory 30, used to store the first unloading vehicle speed v sent by the external console up , Second unloading speed v dw , main valve setting opening, clutch solenoid valve setting opening, brake solenoid valve setting opening, clutch piston desired position Desired brake piston position Drive motor target speed ω * .

[0037] The control unit 32 is used to control the vehicle opening instruction N sent by the control console. 开 , the main oil circuit real-time hydraulic pressure P0 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 configured to determine the upshift pre-fill control instruction sent by the pre-fill trigger 34 and the first unloading vehicle speed v read from the memory 30. up , clutch piston desired position Drive motor target speed ω * , the clutch oil circuit real-time hydraulic pressure P sent by the hydraulic planetary mechanism 2 L, perform the first robust control and the first observer measurement processing, generate the upshift pre-charge signal, and send the upshift pre-charge signal 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 the upshift drive instruction, and send the upshift drive instruction to the second driver J2.

[0040] The downshift pre-charge control unit 35 is configured to determine the downshift pre-charge control instruction sent by the pre-charge trigger 34 and the second unloading vehicle speed v read from the memory 30. dw , desired position of the brake piston Drive motor target speed ω * , the real-time hydraulic pressure P of the brake oil circuit sent by the hydraulic planetary 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 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:

[0044]

[0045]

[0046] 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 volume; 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 Indicates 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 ,λ 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 brake state variable transposed matrix, 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 real-time displacement of the brake valve core, yZ 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] C Z =[1 0 0 0 0];

[0055] 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 spool, 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 the 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 Indicates the area of ​​the brake valve pressure feedback chamber, V Zγ Indicates the capacity of the brake master cylinder; K Z represents the second output control matrix.

[0056] In the present invention, the second observer equation is specifically:

[0057]

[0058] Among them, x Z1 =x Zp , x Z3 =P Z , x Z4 =xZsv , x Zsv0 Indicates 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 friction force of the piston in the brake valve, λ Z1 ,λ Z2 All are the selection gains of the brake; m Zp Indicates the mass of the brake piston.

[0059] In the present invention, the clutch control function matrix U L Satisfies the following cost function:

[0060]

[0061] 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.

[0062] In the present invention, the brake control function matrix U Z Satisfies the following cost function:

[0063]

[0064] 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.

[0065] 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:

[0066]

[0067] Among them, S Lsv represents the area of ​​the clutch solenoid valve, and S Lsv =πd Lδ x Lsv ;π represents pi.

[0068] 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:

[0069]

[0070] Among them, S Zsv represents the area of ​​the brake solenoid valve, and S Zsv =πd Zδ x Zsv .

[0071] In the present invention, the clutch valve core real-time displacement x Lsv Obtained by the following formula:

[0072]

[0073] Among them, g Lsv Indicates the clutch damping coefficient; F Ls 、F Lrb 、F Lfb Respectively 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; F Lsf 、F Lst They represent the steady-state pressure and transient pressure of the hydraulic oil in the clutch valve core respectively.

[0074] In the present invention, the real-time displacement of the brake valve core is x Zsv Obtained by the following formula:

[0075]

[0076] Among them, g Zsv Indicates the brake damping coefficient; F Zs 、F Zrb 、F Zfb Respectively 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; F Zsf 、F Zst They respectively represent the steady-state pressure and transient pressure of the hydraulic oil in the brake valve core.

[0077] In the present invention, the clutch electromagnetic force F Ls Obtained by the following formula:

[0078] F Ls =K ts I L ;

[0079] Among them, I L represents the current through the clutch solenoid, K ts Represents the electromagnetic coefficient.

[0080] In the present invention, the hydraulic oil feedback pressure F Lrb Obtained by the following formula:

[0081] F Lrb =k rbs(x Lsv +x Lsv0 ).

[0082] In the present invention, the elastic force F of the clutch inner spring Lfb Obtained by the following formula:

[0083] F Lfb =P Lfb S Lfb ;

[0084] 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.

[0085] In the present invention, the steady-state pressure F of the hydraulic oil in the clutch valve core Lsf Obtained by the following formula:

[0086] F Lsf =ρ oil Q(x Lsv ,y L )v L3 cosθ L1 -ρ oil Q(x Lsv ,y L )v L2 cosθ L2 ;

[0087] 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.

[0088] In the present invention, the transient pressure F of the hydraulic oil in the clutch valve core Lst Obtained by the following formula:

[0089]

[0090] Among them, m Lpsv Indicates the quality of the hydraulic oil in the valve core chamber of the clutch valve.

[0091] In the present invention, the brake electromagnetic force F Zs Obtained by the following formula:

[0092] F Zs =K ts IZ ;

[0093] Among them, I Z Indicates the current flowing through the brake solenoid.

[0094] In the present invention, the hydraulic oil feedback pressure F Zrb Obtained by the following formula:

[0095] F Zrb =k rbs (x Zsv +x Zsv0 );

[0096] Among them, k rbs Indicates the spring rebound stiffness coefficient in the clutch or brake.

[0097] In the present invention, the elastic force F of the spring inside the brake Zfb Obtained by the following formula:

[0098] F Zfb =P Zfb S Zfb ;

[0099] 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.

[0100] In the present invention, the steady-state pressure F of the hydraulic oil in the brake valve core Zsf Obtained by the following formula:

[0101] F Zsf =ρ oil Q(x Zsv ,y Z )v Z3 cosθ Z1 -ρ oil Q(x Zsv ,y Z )v Z2 cosθ Z2 ;

[0102] Among them, v Z2 、v Z3 Respectively represent the hydraulic oil flow rate 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.

[0103] In the present invention, the transient pressure F of the hydraulic oil in the brake valve core Zst Obtained by the following formula:

[0104]

[0105] Among them, m Zpsv Indicates the quality of the hydraulic oil in the valve core chamber of the brake valve.

[0106] In the present invention, the upshift speed control adopts the following PID control:

[0107]

[0108] Among them, e ω 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 driving signal of the PID control driving 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 driving motor; τ L Indicates the duration of the first integral.

[0109] In the present invention, the downshift speed control adopts the following PID control:

[0110]

[0111] 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.

[0112] In the present invention, the first trigger vehicle speed v0 is obtained by the following formula:

[0113] v0=v up -k ε (t Lc -t Lf -t Lb -t Lg );

[0114] Among them, k ε represents the vehicle acceleration, t Lc Indicates the time required to complete the pre-filling of oil for upshifting, t LfIndicates 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.

[0115] 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, he sends a shift-up command N to the vehicle through the console. 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, it is necessary to accurately estimate the clutch piston displacement through the first observer equation: the real-time hydraulic pressure of the clutch oil circuit Ascending, 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 reaches 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, and the speed reaches the target speed of the drive motor. After that, the driving motor automatically adjusts the speed. At this time, the clutch solenoid valve is fully opened, and the clutch oil circuit is hydraulically closed in real time. Rapidly increase until the clutch oil circuit setting hydraulic pressure is reached The clutch is fully engaged, driving the motor to achieve real-time torque Gradually increase. The real-time torque of the driving motor Meet the driver's required torque After that, the shift process from low gear to high gear is completed. In the upshift speed control process, the time required to complete the upshift pre-filling oil is t Lc The time required to drive the motor to reduce torque is t Lb The time required for the brake oil circuit to reduce pressure is t Zg In actual application, when the real-time torque of the driving motor When the torque is less than the preset value 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 in real-time hydraulic pressure Raise to the 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.

[0116] In the present invention, the second trigger vehicle speed v1 is obtained by the following formula:

[0117] v1=v dw -k ε (t Zc -t Lf -t Lb -t Lg );

[0118] Among them, t Zc Indicates the time required to complete downshift pre-filling oil, t Zf Indicates the time required for the drive motor to adjust the 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.

[0119] 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, he sends a downshift command N to the vehicle through the console. 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, it is necessary to accurately estimate the brake piston displacement through the second observer equation: the real-time hydraulic pressure of the brake oil circuit Ascending, 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 the 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 hydraulic pressure of the clutch oil circuit is reduced. After that, the drive motor is actively regulated by PID control. Reach the target speed of the drive motor After that, the driving 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 set hydraulic pressure When the brake is fully engaged, the drive motor real-time torque Gradually increase. Real-time torque of the driving motor Meet the driver's required torque After that, the shift 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 to drive the motor to reduce torque is t Zb The time required for the clutch oil circuit to reduce pressure is t Lg In actual application, when the real-time torque of the driving motor When the torque is less than the preset value 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 is unloaded; when the real-time hydraulic pressure of the brake oil circuit is Raise to the 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.

[0120] In summary, the above are only preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection 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 setting opening, clutch solenoid valve setting opening, brake solenoid valve setting opening, clutch piston desired position Desired brake piston position Drive motor target speed ω * ; 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 of the drive motor ω 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 of the drive motor ω t Real-time hydraulic pressure P of the brake oil circuit from the hydraulic planetary mechanism Z , perform downshift pre-fill oil control or downshift speed regulation control, send the downshift pre-fill 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-fill signal sent by the control mechanism, and adjust the opening and closing of the brake solenoid valve according to the downshift pre-fill 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 pressure sensor, a clutch solenoid valve, a clutch oil circuit hydraulic pressure sensor, a brake solenoid valve, a brake oil circuit hydraulic pressure sensor, a transmission case, two clutches, an outer ring gear, two brakes, a sun gear, planetary gears, a planetary carrier, a planetary carrier shaft, a sun gear shaft, and pipelines; wherein the two clutches are connected and the two brakes are connected; an oil pump, configured 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, configured to adjust its opening and closing degree according to the upshift pre-charge 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 the control agency; a brake solenoid valve, configured to adjust its opening and closing degree according to a downshift pre-charge signal sent by the control mechanism; Brake oil circuit hydraulic pressure sensor, used to detect the brake oil circuit real-time hydraulic pressure P Z sending to the control agency; The oil pump is connected to the control mechanism, and the main oil circuit is 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, main solenoid valve, and main oil circuit hydraulic pressure 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. The clutch solenoid valve and clutch oil circuit hydraulic pressure sensor are installed on the clutch oil circuit; the brake oil circuit is composed of pipelines. The brake solenoid valve and brake oil circuit hydraulic pressure 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. The two clutches, outer ring gear, two brakes, sun gear and planetary gears are all installed in the 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 ring gear; the two brakes are relatively installed between the transmission case and the outer ring gear, and the two clutches are relatively installed on the other end of the outer ring gear; a planetary carrier is installed on the planetary gear, and a planetary carrier shaft is installed at the center of the planetary 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 planetary 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 setting opening, clutch solenoid valve setting opening, brake solenoid valve setting opening, clutch piston desired position Desired brake piston position Drive motor target speed ω * ; Will open the command N according to the vehicle 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 of the drive motor ω 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 instruction, send the upshift drive instruction 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 instruction 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 of the drive motor ω t Real-time hydraulic pressure P of the brake oil circuit from the hydraulic planetary mechanism Z , perform downshift pre-fill oil control or downshift speed control, generate a downshift pre-fill signal and a downshift drive instruction, send the downshift drive instruction to the second driver, and send the downshift pre-fill signal to the hydraulic planetary mechanism; a first driver, configured to generate a first 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; an oil pump motor, configured to rotate according to a first PWM signal sent by the first driver to drive the oil pump to operate; a second motor driver, configured 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 configured to rotate according to the second PWM signal and the third PWM signal sent by the second motor driver to drive the vehicle; 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 control mechanism's oil pump motor output shaft; the sun gear shaft is connected to the control mechanism, specifically: the sun gear shaft is connected to the control mechanism's drive motor output shaft.

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, Memory, used to store the first unloading vehicle speed v sent by the external console up , Second unloading speed v dw , main valve setting opening, clutch solenoid valve setting opening, brake solenoid valve setting opening, clutch piston desired position Desired brake piston position Drive motor target speed ω * ; The main control unit is used to open 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; Precharge 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 speed sensor with the first trigger 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 configured to determine the upshift pre-fill control instruction sent by the pre-fill trigger 34 and the first unloading vehicle speed v read from the memory. up , clutch piston desired position Drive motor target speed ω * , the clutch oil circuit real-time hydraulic pressure P sent by the hydraulic planetary mechanism L , performing first robust control and first observer measurement processing, 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 upshifting, generating an upshift drive instruction, and sending the upshift drive instruction to the second driver; Downshift pre-charge control unit, used for pre-charge trigger sent downshift pre-charge control instructions, read from the memory of the second unloading speed v dw , desired position of the brake piston Drive motor target speed ω * , the real-time hydraulic pressure P of the brake oil circuit sent by the hydraulic planetary mechanism Z , perform second robust control and second observer measurement processing, generate a downshift pre-fill signal, and send the downshift pre-fill signal to the brake solenoid valve; when the drive motor is unloaded, actively downshift the drive motor to 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 2 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 Indicates 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 ,λ 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 brake state variable transposed matrix, 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 real-time displacement of the brake valve core, 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; 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 spool, 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 the 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 Indicates the area of ​​the brake valve pressure feedback chamber, 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 Indicates 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 friction force of the piston in the brake valve, λ Z1 ,λ Z2 All are the selection gains of the brake; m Zp Indicates the mass of the brake piston.

7. The electromechanical composite transmission hydraulic planetary mechanism speed change system according to claim 5, characterized in that: The clutch control function matrix U L Satisfies the following cost function: 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 electromechanical composite transmission hydraulic planetary mechanism speed change system according to claim 6, characterized in that: The brake control function matrix U Z Satisfies the following cost function: 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 electromechanical composite transmission hydraulic planetary mechanism speed change system 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 electromechanical composite transmission hydraulic planetary mechanism speed change system according to claim 6, characterized in that: The real-time displacement x of the clutch valve core Lsv Obtained by the following formula: Among them, g Lsv Indicates the clutch damping coefficient; F Ls 、F Lrb 、F Lfb Respectively 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; F Lsf 、F Lst They represent the steady-state pressure and transient pressure of the hydraulic oil in the clutch valve core respectively.

11. The electromechanical composite transmission hydraulic planetary mechanism speed change system 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 Respectively 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; 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 electromechanical composite transmission hydraulic planetary mechanism speed change system 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 hydraulic oil feedback pressure F in the clutch 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 electromechanical composite transmission hydraulic planetary mechanism speed change system 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 spring rebound stiffness coefficient in the clutch or brake; The spring force F of the brake 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 Respectively represent the hydraulic oil flow rate 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 electromechanical composite transmission hydraulic planetary mechanism speed change system according to claim 4, characterized in that: The active speed regulation for upshifting adopts the following PID control: Among them, e ω 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 driving signal of the PID control driving 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 driving 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 electromechanical composite transmission hydraulic planetary mechanism speed change system 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 oil, t Zf Indicates the time required for the drive motor to adjust the 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 electromechanical composite transmission hydraulic planetary mechanism speed change system 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 driving motor, i n Indicates the transmission ratio of the new gear after the vehicle gear is switched.

Images