Electromechanical composite transmission hydraulic planetary speed change mechanism and control method thereof

Abstract

The invention provides an electromechanical composite transmission hydraulic planetary speed change mechanism control method. The method comprises the steps that a first unloading vehicle speed, a second unloading vehicle speed, a main valve set opening degree, a clutch piston expected position, a brake piston expected position, a driving motor target rotating speed and a driving motor target rotating speed are preset and stored; starting and adjusting the real-time hydraulic pressure of the main oil way according to the vehicle starting instruction and the real-time hydraulic pressure of the main oil way; after the main oil way is opened, according to an upshift instruction and a first trigger vehicle speed sent by the operation table, upshift oil pre-charging control and upshift speed regulation control are carried out on the clutch oil way; and according to a downshift instruction and a second trigger vehicle speed sent by the operation table, downshift oil pre-charging control and downshift speed regulation control are carried out on a brake oil way. The electromechanical composite transmission hydraulic planetary speed change mechanism control method 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 speed change mechanism and a control method thereof. 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 speed control mechanism and method for an 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 hybrid transmission hydraulic control mechanism and method 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 control method for a hydraulic planetary speed change mechanism of an electromechanical composite transmission comprises the following steps:

[0007] Step 1: Preset and store the first unloading speed v up , Second unloading speed v dw , main valve set opening, clutch solenoid valve set opening, brake solenoid valve set opening, clutch piston desired position Desired brake piston position Drive motor target speedω * .

[0008] Step 2: Open the vehicle according to the command N 开 , real-time hydraulic pressure P0 of the main oil circuit, open and adjust the real-time hydraulic pressure P0 of the main oil circuit.

[0009] Step 3: After the main oil circuit is opened, according to the upshift command N sent by the operating console 升 , the first trigger vehicle speed v0, performs upshift pre-oil filling control and upshift speed regulation control on the clutch oil circuit in the electromechanical composite transmission hydraulic planetary speed change mechanism, so that the vehicle switches from a low gear to a high gear successfully and runs smoothly.

[0010] Step 4: After the main oil circuit is opened, according to the downshift command N sent by the operating console 降 , the second trigger vehicle speed v1, performs downshift pre-filling oil control and downshift speed regulation control on the brake oil circuit in the electromechanical composite transmission hydraulic planetary speed change mechanism, so that the vehicle switches from a high gear to a low gear successfully and runs smoothly.

[0011] In summary, in the control method of the electromechanical composite transmission hydraulic planetary speed change mechanism described in the invention, the vehicle driver starts the vehicle and according to the vehicle start command N 开 Open the main oil circuit and adjust the real-time hydraulic pressure P0 of the main oil circuit. After the main oil circuit is opened, the vehicle will shift according to the upshift command N sent by the driver through the operating console. 升 , the first trigger vehicle speed v0, the clutch oil circuit in the electromechanical hybrid transmission hydraulic planetary speed change mechanism is controlled to pre-fill the clutch oil circuit for upshift and control the upshift speed, so as to complete the vehicle's switching from low gear to high gear and run smoothly. 降 , the second trigger vehicle speed v1, the downshift pre-filling oil control and downshift speed regulation control are performed on the brake oil circuit in the electromechanical composite transmission hydraulic planetary transmission mechanism, the vehicle is switched from a high gear to a low gear, and the vehicle runs smoothly. The control method of the electromechanical composite transmission hydraulic planetary transmission mechanism of the present invention has the advantages of high control accuracy, strong real-time performance, fast response, simple structure, low cost, small space occupation, etc., and is worthy of popularization and application. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 The present invention is a schematic diagram of the overall flow of a control method for a mechatronic transmission hydraulic planetary speed change mechanism.

[0013] Figure 2 It is a schematic diagram of vehicle speed change during the upshift speed control process of the present invention.

[0014] Figure 3 It is a schematic diagram of the change in the speed of the driving motor during the upshift speed control process of the present invention.

[0015] Figure 4 It is a schematic diagram of the hydraulic changes in the clutch oil circuit and the brake oil circuit during the upshift speed control process of the present invention.

[0016] Figure 5It is a schematic diagram of the change of the driving motor torque during the upshift speed control process of the present invention.

[0017] Figure 6 It is a schematic diagram of vehicle speed change during the downshift speed control process of the present invention.

[0018] Figure 7 It is a schematic diagram of the change in the speed of the driving motor during the downshift speed control process of the present invention.

[0019] Figure 8 It is a schematic diagram of the hydraulic changes in the brake oil circuit and the clutch oil circuit during the downshift speed control process of the present invention.

[0020] Fig. 9 It is a schematic diagram of the change of the driving motor torque during the downshift speed control process of the present invention. DETAILED DESCRIPTION

[0021] 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.

[0022] Figure 1 The figure is a schematic diagram of the overall flow of a control method of a mechatronic transmission hydraulic planetary speed change mechanism according to the present invention. Figure 1 As shown, the control method of a mechatronic transmission hydraulic planetary speed change mechanism of the present invention comprises the following steps:

[0023] Step 1: Preset and store the first unloading speed v 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 * .

[0024] Step 2: Open the vehicle according to the command N 开 , real-time hydraulic pressure P0 of the main oil circuit, open and adjust the real-time hydraulic pressure P0 of the main oil circuit.

[0025] Step 3: After the main oil circuit is opened, according to the upshift command N sent by the operating console 升 , the first trigger vehicle speed v0, performs upshift pre-oil filling control and upshift speed regulation control on the clutch oil circuit in the electromechanical composite transmission hydraulic planetary speed change mechanism, so that the vehicle switches from a low gear to a high gear successfully and runs smoothly.

[0026] In step 3 of the present invention, the first trigger vehicle speed v0 is obtained by the following formula:

[0027] v0=v up -kε (t Lc -t Lf -t Lb -t Zg );

[0028] 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.

[0029] Step 4: After the main oil circuit is opened, according to the downshift command S sent by the operating console 降 , the second trigger vehicle speed v1, performs downshift pre-filling oil control and downshift speed regulation control on the brake oil circuit in the electromechanical composite transmission hydraulic planetary speed change mechanism, so that the vehicle switches from a high gear to a low gear successfully and runs smoothly.

[0030] In step 4 of the present invention, the second trigger vehicle speed v1 is obtained by the following formula:

[0031] v1=v dw -k ε (t Zc -t Zf -t Zb -t Lg );

[0032] 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 Lg Indicates the time required for the clutch oil circuit to reduce pressure when downshifting.

[0033] In the present invention, the target speed of the driving motor is 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.

[0034] In practical applications, the speed difference between the input and output ends when the clutch is engaged and the speed difference between the input and output ends when the brake is engaged can be eliminated by driving the motor speed regulator, thereby reducing the impact generated by the clutch engagement process and the brake engagement process.

[0035] In summary, in the control method of the electromechanical composite transmission hydraulic planetary speed change mechanism described in the invention, the vehicle driver starts the vehicle and, according to the vehicle start command S开 Open the main oil circuit and adjust the main oil circuit real-time hydraulic pressure P0. After the main oil circuit is opened, the vehicle sends the upshift command S through the operating console by the driver. 升 , the first trigger vehicle speed v0, the clutch oil circuit in the electromechanical composite transmission hydraulic planetary speed change mechanism is controlled to pre-fill the gear and adjust the speed of the gear, so as to complete the vehicle's switching from low gear to high gear and run smoothly. 降 , the second trigger vehicle speed v1, downshift pre-filling control and downshift speed regulation control are performed on the brake oil circuit in the electromechanical composite transmission hydraulic planetary transmission mechanism, the vehicle is switched from high gear to low gear, and the vehicle runs smoothly. It can be seen that the control method of the electromechanical composite transmission hydraulic planetary transmission mechanism described in the present invention can realize the switching operation of the high gear and the low gear, and has the advantages of high control accuracy, strong real-time performance, fast response, simple structure, low cost, small space occupation, etc., and is worthy of promotion and application.

[0036] In the present invention, step 2 specifically includes the following steps:

[0037] Step 21: According to the vehicle opening instruction N 开 , generate the main valve opening command.

[0038] Step 22: According to the main valve opening instruction, the oil pump motor is driven to operate; the operating oil pump motor drives the main valve to open to the set opening of the main valve, and the main oil circuit is unblocked.

[0039] Step 23: According to the vehicle opening instruction N 开 And the real-time hydraulic pressure P0 of the main oil circuit generates a PWM signal.

[0040] The PWM signals generated in step 24 and step 23 are used to adjust the speed of the oil pump motor in real time through the drive circuit corresponding to the oil pump motor, thereby adjusting the real-time hydraulic pressure P0 of the main oil circuit.

[0041] In step 3 of the present invention, the upshift pre-filling oil control comprises the following steps:

[0042] Step 31: According to the desired position of the clutch piston Clutch piston estimated position The first robust control is performed, and the state equation of the first robust control is as follows:

[0043]

[0044] 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 Lprepresents 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:

[0045]

[0046]

[0047] C L =[1 0 0 0 0];

[0048] 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 LγIndicates the clutch master cylinder volume; K L Represents the first output control matrix.

[0049] In the present invention, the clutch control function matrix U L The following cost function is satisfied:

[0050]

[0051] 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.

[0052] Step 32: According to the real-time hydraulic pressure P of the clutch oil circuit L , the clutch piston estimated position is obtained by the first observer The first observer equation is specifically:

[0053]

[0054] 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.

[0055] In step 3 of the present invention, the upshift speed control adopts proportional integral differential (PID) control, and the PID control equation is as follows:

[0056]

[0057] 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 Lr Indicates the first drive signal of the PID control drive motor, kLp , 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.

[0058] Figure 2 It is a schematic diagram of vehicle speed change during the upshift speed control process of the present invention. Figure 3 It is a schematic diagram of the change in the speed of the driving motor during the upshift speed control process of the present invention. Figure 4 It is a schematic diagram of the hydraulic changes in the clutch oil circuit and the brake oil circuit during the upshift speed control process of the present invention. Figure 5 Schematic diagram of the change of the driving motor torque during the upshift speed control process of the present invention. Figure 2 to Figure 5 As shown in the figure, 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 operating console. 升 , the vehicle starts to accelerate. When the vehicle speed increases to the first trigger speed v0 at time t0, 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 at time t1 the speed increases to the first unloading speed v up At t2, the drive motor starts to unload the torque until the unloading is completed. At t2, when 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 controlled by PID and the real-time speed of the drive motor reaches the target speed of the drive motor at t4. After that, the driving motor automatically adjusts the speed. At t4, the clutch solenoid valve is fully opened, and the clutch oil circuit is hydraulically closed. Rapid rise, real-time hydraulic pressure of clutch oil circuit at t5 Reach the clutch oil circuit setting hydraulic pressure At this time, the clutch is fully engaged and the real-time torque of the drive motor At t6, the real-time torque of the drive motor Meet the driver's torque requirement Finally, the gear shifting process from low gear to high gear is completed.

[0059] like Figure 2 to Figure 5 As shown, in the process of upshift speed control, the time required to complete the upshift pre-filling oil is t Lc =t4-t0, the time required for the drive motor to reduce torque t Lb =t2-t1, the time required for the brake oil circuit to reduce pressure t Zg = t3-t2. In practical applications, when the real-time torque of the driving 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 the deviation is less than the preset value δω, the speed regulation of the drive motor is completed. Figure 2 to Figure 5 t1, t2, t3, t4, t5, t6 shown.

[0060] In step 4 of the present invention, the downshift pre-filling oil control comprises the following steps:

[0061] Step 41: According to the desired position of the brake piston Estimated brake piston position The second robust control is performed, and the state equation of the second robust control is as follows:

[0062]

[0063] in, represents the brake state variable derivative matrix, X Z represents the brake state variable matrix, 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 Zrepresents the brake state disturbance matrix, C Z represents the brake output matrix, and A Z , ΔA Z , C Z They are:

[0064]

[0065]

[0066] C Z =[1 0 0 0 0];

[0067] 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 Indicates the area of ​​the brake valve pressure feedback chamber; K Z Represents the second output control matrix;.

[0068] In the present invention, the brake control function matrix U Z The following cost function is satisfied:

[0069]

[0070] 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.

[0071] Step 42: Obtain the estimated position of the brake piston through the second observer according to the real-time hydraulic pressure PZ of the brake oil circuit The second observer equation is specifically:

[0072]

[0073] 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.

[0074] In step 4 of the present invention, the downshift speed control adopts PID control, and the PID control equation is as follows:

[0075]

[0076] 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.

[0077] Figure 6 It is a schematic diagram of vehicle speed change during the downshift speed control process of the present invention. Figure 7 It is a schematic diagram of the change in the speed of the driving motor during the downshift speed control process of the present invention. Figure 8 It is a schematic diagram of the hydraulic changes in the brake oil circuit and the clutch oil circuit during the downshift speed control process of the present invention. Fig. 9 Schematic diagram of the change of the driving motor torque during the downshift speed control process of the present invention. Figure 6 to Figure 9 As shown in the figure, 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 operating console. 降, the vehicle starts to decelerate. When the vehicle speed drops to the second trigger speed v1 at time t0, 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 required to accurately estimate the displacement of the brake piston: the real-time hydraulic pressure of the brake oil circuit 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 At t2, the drive motor starts to unload torque until the unloading is completed. At t2, the clutch solenoid valve is closed and the clutch oil circuit is hydraulically closed. The clutch oil circuit hydraulic pressure is reduced until t3, and the clutch is disconnected. After t3, the drive motor is actively regulated by PID control, and the real-time speed of the drive motor is t4. Reach the target speed of the drive motor After that, the drive motor automatically adjusts the speed. At t4, the brake solenoid valve is fully opened, and the brake oil circuit is hydraulically Rapid rise, real-time hydraulic pressure of the brake oil circuit at t5 Reach the clutch oil circuit setting hydraulic pressure At this time, the brake is fully engaged and the drive motor real-time torque At t6, the real-time torque of the drive motor Meet the driver's torque requirement Finally, the shifting process from high gear to low gear is completed.

[0078] like Figure 6 to Figure 9 As shown, in the downshift speed control process, the time required to complete the downshift pre-filling oil is t Zc =t4-t0, the time required for the drive motor to reduce torque t Zb =t2-t1, the time required for clutch oil circuit pressure reduction t Lg = t3-t2. In practical applications, when the real-time torque of the driving 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 the deviation is less than the preset value δω, the speed regulation of the drive motor is completed. Figure 6 to Figure 9 t1, t2, t3, t4, t5, t6 shown.

[0079] It should be noted that in practical applications, Figure 2 to Figure 5 The t1, t2, t3, t4, t5, t6 shown are Figure 6 to Figure 9 The t1, t2, t3, t4, t5, and t6 shown do not necessarily correspond; however, Figure 2 to Figure 5 The t1, t2, t3, t4, t5, and t6 shown all correspond to, Figure 6 to Figure 9 The t1, t2, t3, t4, t5, and t6 shown also correspond.

[0080] In practical applications, step 1 also includes presetting the set torque δT, set hydraulic pressure δP, set deviation δω, and drive motor required torque Drive motor torque required wait.

[0081] 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:

[0082]

[0083] Among them, S Lsv represents the area of ​​the clutch solenoid valve, and S Lsv =πd Lδ x Lsv ,π represents pi.

[0084] In the present invention, 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:

[0085]

[0086] Among them, s Zsv represents the area of ​​the brake solenoid valve, and S Zsv =πd Zδ x Zsv .

[0087] In the present invention, the clutch valve core real-time displacement x Lsv Obtained by the following formula:

[0088]

[0089] Among them, g Lsv Indicates the clutch damping coefficient; F Ls 、F Lrb 、F LfbThey 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.

[0090] In the present invention, the real-time displacement x of the brake valve core Zsv Obtained by the following formula:

[0091]

[0092] 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 Zs f 、 F Zst They respectively represent the steady-state pressure and transient pressure of the hydraulic oil in the brake valve core.

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

[0094] F Ls =K ts I L ;

[0095] Among them, I L represents the current through the clutch solenoid, K ts Represents the electromagnetic coefficient.

[0096] In the present invention, the brake electromagnetic force F Zs Obtained by the following formula:

[0097] F Zs =K ts I Z ;

[0098] Among them, I Z Indicates the current through the brake solenoid.

[0099] In the present invention, the hydraulic oil feedback pressure F in the clutch Lrb Obtained by the following formula:

[0100] F Lrb =k rbs (x Lsv +x Lsv0 );

[0101] In the present invention, the hydraulic oil feedback pressure F ZrbObtained by the following formula:

[0102] F Zrb =k rbs (x Zsv +x Zsv0 );

[0103] Among them, k rbs Indicates the stiffness coefficient of the spring rebound in the clutch or brake.

[0104] In the present invention, the elastic force F of the clutch inner spring Lfb Obtained by the following formula:

[0105] F Lfb =P Lfb S Lfb ;

[0106] 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.

[0107] In the present invention, the elastic force F of the brake inner spring Zfb Obtained by the following formula:

[0108] F Zfb =P Zfb S Zfb ;

[0109] 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.

[0110] 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:

[0111] F Lsf =ρ oil Q(x Lsv ,y L )v L3 cosθ L1 -ρ oil Q(x Lsv ,y L )v L2 cosθ L2 ;

[0112] 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 L2They represent the inlet jet angle and outlet jet angle of the clutch valve core respectively; c Lv Indicates the flow rate coefficient of the hydraulic oil in the clutch valve core.

[0113] In the present invention, the steady-state pressure F of the hydraulic oil in the brake valve core Zsf Obtained by the following formula:

[0114] F Zsf =ρ oil Q(x Zsv ,y Z )v Z3 cosθ Z1 -ρ oil Q(x Zsv ,y Z )v Z2 cosθ Z2 ;

[0115] 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.

[0116] In the present invention, the transient pressure F of the hydraulic oil in the clutch valve core Lst Obtained by the following formula:

[0117]

[0118] Among them, m Lpsv Indicates the quality of the hydraulic oil in the valve core chamber of the clutch valve.

[0119] In the present invention, the transient pressure F of the hydraulic oil in the brake valve core Zst Obtained by the following formula:

[0120]

[0121] Among them, m Zpsv Indicates the quality of the hydraulic oil in the valve core chamber of the brake valve.

[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. A control method for a hydraulic planetary speed change mechanism of an electromechanical composite transmission, characterized in that: The control method comprises the following steps: Step 1: Preset and store the first unloading speed v 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 * ; Step 2: Open the vehicle according to the command N 开 , the real-time hydraulic pressure P0 of the main oil circuit is opened and adjusted; Step 3: After the main oil circuit is opened, according to the upshift command N sent by the operating console 升 , the first trigger vehicle speed v0, performs upshift pre-filling oil control and upshift speed regulation control on the clutch oil circuit in the electromechanical composite transmission hydraulic planetary speed change mechanism, so that the vehicle switches from a low gear to a high gear successfully and runs smoothly; Step 4: After the main oil circuit is opened, according to the downshift command N sent by the operating console 降 , the second trigger vehicle speed v1, performs downshift pre-filling oil control and downshift speed regulation control on the brake oil circuit in the electromechanical composite transmission hydraulic planetary speed change mechanism, so that the vehicle switches from a high gear to a low gear successfully and runs smoothly.

2. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 1, characterized in that: Step 2 specifically includes the following steps: Step 21: According to the vehicle opening instruction N 开 , generate the main valve opening instruction; Step 22, according to the main valve opening instruction, the oil pump motor is driven to operate; the operating oil pump motor drives the main valve to open to the main valve set opening, and the main oil circuit is unblocked; Step 23: According to the vehicle opening instruction N 开 And the real-time hydraulic pressure P0 of the main oil circuit generates a PWM signal; The PWM signals generated in step 24 and step 23 are used to adjust the speed of the oil pump motor in real time through the drive circuit corresponding to the oil pump motor, thereby adjusting the real-time hydraulic pressure P0 of the main oil circuit.

3. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 1 or 2, characterized in that: In step 3, the upshift pre-filling oil control includes the following steps: Step 31: According to the desired position of the clutch piston Clutch piston estimated position The first robust control is performed, and 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 capacity; K L represents the first output control matrix; Step 32: According to the real-time hydraulic pressure P of the clutch oil circuit L , the clutch piston estimated position is obtained by the first observer 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; In step 4, the downshift pre-filling oil control includes the following steps: Step 41: According to the desired position of the brake piston Estimated brake piston position The second robust control is performed, and 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; 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; Step 42: According to the real-time hydraulic pressure P of the brake oil circuit Z , the estimated position of the brake piston is obtained through the observer The 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.

4. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 3, 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 clutch control input; 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.

5. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 4, 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 .

6. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 5, 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 Respectively represent the steady-state pressure and transient pressure of the hydraulic oil in the clutch valve core; The brake valve core real-time displacement 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.

7. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 6, 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 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 clutch hydraulic oil feedback pressure F Lrb Obtained by the following formula: F Lrb =k rbs (x Lsv +x Lsv0 ); 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 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 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 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 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 clutch valve core Lst Obtained by the following formula: Among them, mL psv Indicates the quality of the hydraulic oil in the valve core chamber of the clutch valve; 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.

8. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 1 or 7, characterized in that: In step 3, the upshift speed control adopts PID control, and the PID control equation is as follows: 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.

9. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 1 or 7, characterized in that: In step 4, the downshift speed control adopts PID control, and the PID control equation is as follows: 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.

10. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 1, characterized in that: In step 3, the first trigger vehicle speed v0 is obtained by the following formula: v0=v up -k ε (t Lc -t Lf -t Lb -t Zg ); 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.

11. The control method of the electromechanical composite transmission hydraulic planetary speed change mechanism according to claim 1, characterized in that: In step 4, the second trigger vehicle speed v1 is obtained by the following formula: v1=v dw -k ε (t Zc -t Zf -t Zb -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.

12. 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.

Images