Self-adaptive control device and control method for continuously variable transmission of hybrid power energy vehicle based on loop pressurization

Abstract

The invention discloses a self-adaptive control device and method for a continuously variable transmission for a hybrid power energy vehicle based on loop pressurization. The self-adaptive control device comprises the continuously variable transmission, a hydraulic device and an electronic control unit. The continuously variable transmission comprises a driving wheel, a driven wheel and a metal belt; a movable cone pulley of the driving wheel and a movable cone pulley of the driven wheel are respectively provided with a speed sensor and a torque sensor; the hydraulic device comprises an oil tank, a filter, an oil pump, an overflow valve, a one-way valve, a three-position four-way electromagnetic directional valve, a cartridge valve, a throttle valve, a two-position three-way electromagnetic directional valve and a cooler; and the rotating speed sensor, the torque sensor, the pressure sensor and the three-position four-way electromagnetic directional valve are respectively connected with the electronic control unit. According to the invention, self-adaptive control of the clamping force can be rapidly realized under the condition of different changes of the speed ratio, and the control rate is improved; the hydraulic pressure required by the target speed ratio and the target clamping force of the continuously variable transmission in the power-off state can be kept in the optimal sliding interval for a long time, the transmission efficiency is improved, and energy is saved.

Description

Technical Field

[0001] The invention relates to a circuit-supercharging-based continuously variable transmission adaptive control device and control method for a hybrid energy vehicle. Background Art

[0002] Compared to traditional stepped transmissions, continuously variable transmissions (CVTs) have a relatively simple structure and fewer parts. They typically consist of key components such as a driving pulley, a driven pulley, and a metal belt or chain. Their smaller size makes them easier to deploy and install on a vehicle, reducing curb weight. Furthermore, a CVT allows for a continuously variable transmission ratio within a certain range, enabling stepless adjustment of the transmission ratio. This virtually imperceptible shift shock during driving, resulting in smoother power delivery and significantly improved ride comfort. Therefore, CVTs hold significant application value in new energy vehicles, enabling the motor to consistently operate within a high-efficiency range and reduce energy waste. This is particularly true in urban driving conditions with frequent start-stop traffic, where they can better leverage the motor's advantages, improving the vehicle's power response and acceleration performance. They can also reduce the motor's operating speed and enhance NVH performance. Furthermore, in hybrid new energy vehicles, CVTs leverage the strengths of both the engine and the motor, allowing the engine to operate more efficiently, reducing energy waste. Meanwhile, the motor can provide higher torque at low speeds, compensating for the engine's insufficient low-speed torque. At the same time, hybrid systems usually have multiple operating modes, such as pure electric mode, series mode, parallel mode, etc. The continuously variable transmission can flexibly adjust the transmission ratio according to the vehicle's driving conditions and power requirements, achieve a smooth transition between different modes, and optimize the operating efficiency of the entire power system.

[0003] However, the hydraulic system's limited pressure and flow restrict the CVT's speed ratio range. Under certain operating conditions, such as when starting or driving at low speeds, the vehicle requires extremely high torque output, requiring the hydraulic system to provide high pressure. However, the hydraulic system cannot provide sufficient pressure and flow to achieve the required speed ratio. Furthermore, during vehicle operation, changes in load and acceleration / deceleration can affect the clamping force required. For example, during sudden acceleration, braking, or climbing, the clamping force needs to be increased, but the hydraulic system's limited response speed and control accuracy can result in insufficient or excessive clamping force. Summary of the Invention

[0004] In order to solve the above technical problems, the present invention provides a hybrid energy vehicle continuously variable transmission adaptive control device and control method based on circuit boosting, which has a simple structure, high response speed, and control accuracy, can quickly increase the control pressure of the hydraulic system, realize adaptive control of road conditions and the speed ratio and clamping force of the continuously variable transmission, and can maintain the optimal slip range for a long time in the non-powered state.

[0005] 1. The technical solution adopted by the present invention is: an adaptive control device for a continuously variable transmission for a hybrid energy vehicle based on circuit supercharging, characterized by comprising a continuously variable transmission, a hydraulic device, and an electronic control unit;

[0006] The continuously variable transmission includes a driving wheel, a driven wheel and a metal belt, the driving wheel includes a movable conical wheel and a fixed conical wheel, the driven wheel includes a movable conical wheel and a fixed conical wheel, the movable conical wheel of the driving wheel is provided with a speed sensor I and a torque sensor I, and the movable conical wheel of the driven wheel is provided with a torque sensor II and a torque sensor II respectively;

[0007] The hydraulic device includes a fuel tank, a filter, an oil pump, a relief valve, a one-way valve I, a one-way valve II, a one-way valve III, a one-way valve IV, a three-position four-way electromagnetic directional valve I, a cartridge valve I, a cartridge valve II, a throttle valve I, a two-position three-way electromagnetic directional valve I, a cooler I, a one-way valve V, a throttle valve II, a cartridge valve III, a cartridge valve IV, a three-position four-way electromagnetic directional valve II, a two-position three-way electromagnetic directional valve II, a one-way valve VI, and a cooler II; the oil inlet of the filter is connected to the fuel tank, the oil outlet of the filter is connected to the oil inlet of the oil pump, the oil outlet of the oil pump is connected to the oil inlet of the one-way valve II and the oil inlet of the one-way valve I through an oil pipe, and the oil outlet of the relief valve is connected to the fuel tank; the oil outlet of the one-way valve II is connected to the oil outlet of the one-way valve III, The oil inlet of the one-way valve IV is connected to the oil port P of the cartridge valve I, the oil port A of the cartridge valve I is connected to the hydraulic cylinder B1 of the driving wheel, the oil port A of the cartridge valve II, and the pressure sensor I, and the oil port T of the cartridge valve I is connected to the P port of the three-position four-way solenoid reversing valve I; the T port of the three-position four-way solenoid reversing valve I is connected to the T port of the cartridge valve II and the throttle valve I, the O port of the three-position four-way solenoid reversing valve I is connected to the oil tank, and the A port of the three-position four-way solenoid reversing valve I is connected to the oil outlet of the one-way valve IV; the P port of the cartridge valve II is connected to the P port of the two-position three-way solenoid reversing valve I, the A port of the two-position three-way solenoid reversing valve I is connected to the oil tank, the hydraulic control port of the two-position three-way solenoid reversing valve I is connected to the throttle valve II, and the two-position three-way solenoid reversing valve The T port of Ⅰ is connected with the cooler Ⅰ, and the cooler Ⅰ is connected with the oil inlet of the one-way valve Ⅴ; the oil outlet of the one-way valve Ⅰ is connected with the oil outlet of the one-way valve Ⅴ, the oil inlet of the one-way valve Ⅵ, and the P port of the cartridge valve Ⅲ, the A port of the cartridge valve Ⅲ is connected with the hydraulic cylinder B2 of the driven wheel, the A port of the cartridge valve Ⅳ and the pressure sensor Ⅱ, the T port of the cartridge valve Ⅲ is connected with the P port of the three-position four-way solenoid reversing valve Ⅱ; the T port of the three-position four-way solenoid reversing valve Ⅱ is connected with the T port of the cartridge valve Ⅳ and the throttle valve Ⅱ, the O port of the three-position four-way solenoid reversing valve Ⅱ is connected with the oil tank, the A port of the three-position four-way solenoid reversing valve Ⅱ is connected with the oil outlet of the one-way valve Ⅵ; the oil port P of the cartridge valve Ⅳ is connected with the oil port P of the two-position three-way solenoid reversing valve Ⅱ, and the two-position The oil port A of the three-way electromagnetic reversing valve II is connected to the oil tank, the hydraulic control port of the two-position three-way electromagnetic reversing valve II is connected to the throttle valve I, the oil port T of the two-position three-way electromagnetic reversing valve II is connected to the cooler II, and the cooler II is connected to the oil inlet of the one-way valve III; the speed sensor I, speed sensor II, torque sensor I, torque sensor II, pressure sensor I, pressure sensor II, electromagnet 1YA of the three-position four-way electromagnetic reversing valve I, electromagnet 2YA of the three-position four-way electromagnetic reversing valve I, electromagnet 1YA of the three-position four-way electromagnetic reversing valve II, electromagnet 2YA of the three-position four-way electromagnetic reversing valve II, brake signal, load information, vehicle speed information, slope information and throttle opening information are respectively connected to the electronic control unit.

[0008] In the above-mentioned circuit-boosting-based continuously variable transmission adaptive control device for hybrid energy vehicles, a filter is provided on the pipe connecting the oil pump and the oil tank.

[0009] In the above-mentioned circuit-boosting-based continuously variable transmission adaptive control device for hybrid energy vehicles, the hydraulic control port of the two-position three-way electromagnetic reversing valve is connected to the P port of the cartridge valve through the throttle valve.

[0010] In the above-mentioned circuit-boosting-based continuously variable transmission adaptive control device for hybrid energy vehicles, the T port of the two-position three-way electromagnetic reversing valve is connected to a cooler.

[0011] A method for adaptively controlling a continuously variable transmission for a hybrid energy vehicle based on loop supercharging using the aforementioned adaptive control device for a continuously variable transmission for a hybrid energy vehicle based on loop supercharging is specifically performed as follows:

[0012] When the speed ratio decreases, the clamping force is adaptively controlled, including the following steps

[0013] 1) Based on braking information, vehicle speed information, load information, slope information, and throttle opening information, the electronic control unit sets a target speed ratio r0 after the continuously variable transmission speed ratio is reduced under the operating condition;

[0014] 2) Setting a target clamping force F0 based on the target speed ratio, speed information, and slope information, and determining whether the clamping force needs to be increased or decreased. If the clamping force needs to be decreased, proceed to step 3); if the clamping force needs to be increased, proceed to step 4);

[0015] 3) Start the oil pump, the electronic control unit controls the three-position four-way solenoid directional valve I to work in the left position, the O port of the three-position four-way solenoid directional valve I is connected to the P port of the three-position four-way solenoid directional valve I, the A port of the three-position four-way solenoid directional valve I is connected to the T port of the three-position four-way solenoid directional valve I, the pressure oil at the T port of the cartridge valve I flows back to the oil tank through the P port of the three-position four-way solenoid directional valve I and the O port of the three-position four-way solenoid directional valve I, the A port of the cartridge valve I is connected to the P port of the cartridge valve I; the electronic control unit controls the three-position four-way solenoid directional valve II to work in the right position, the A port of the three-position four-way solenoid directional valve II is connected to the P port of the three-position four-way solenoid directional valve II The O port of the three-position four-way solenoid directional valve II is connected with the T port of the three-position four-way solenoid directional valve II. The pressure oil at the T port of the cartridge valve IV flows back to the oil tank through the T port of the three-position four-way solenoid directional valve II and the O port of the three-position four-way solenoid directional valve II. The A port of the cartridge valve IV is connected with the P port of the cartridge valve IV. The pressure oil output by the oil pump enters the hydraulic cylinder B1 of the driving wheel through the one-way valve II, the P port of the cartridge valve I and the A port of the cartridge valve I. The hydraulic cylinder B1 is controlled to drive the movable cone wheel of the driving wheel to move axially, close to the fixed cone wheel of the driving wheel, forcing the metal belt on the driving wheel side to move radially toward the cone top of the driving wheel. Since the length of the metal belt is not constant, the pressure oil of the cartridge valve IV is connected with the P port of the cartridge valve IV. The metal belt on the driven wheel side moves radially toward the bottom of the driven wheel cone, reducing the speed ratio of the continuously variable transmission; the pressure oil output by the oil pump is input to the T port of the cartridge valve II through the one-way valve II, the one-way valve IV, the A port of the three-position four-way solenoid reversing valve I, and the T port of the three-position four-way solenoid reversing valve I. The pressure oil at the T port of the cartridge valve II is input to the hydraulic control port of the two-position three-way solenoid reversing valve II through the throttle valve I, controlling the two-position three-way solenoid reversing valve II to work in the right position, and the P port of the two-position three-way solenoid reversing valve II is connected to the T port of the two-position three-way solenoid reversing valve II; the working oil in the hydraulic cylinder B2 of the driven wheel is input to the T port of the cartridge valve II through the A port of the cartridge valve IV, the The oil flows through the P port, the P port of the two-position three-way solenoid reversing valve II, the T port of the two-position three-way solenoid reversing valve II, the cooler II, the one-way valve III, the P port of the cartridge valve I, and the A port of the cartridge valve I into the hydraulic cylinder B1 of the driving wheel, further increasing the working oil pressure of the hydraulic cylinder B1 of the driving wheel, increasing the axial movement rate of the movable bevel wheel of the driving wheel, further increasing the radial movement rate of the metal belt toward the cone top of the driving wheel, further quickly reducing the speed ratio of the continuously variable transmission, and reducing the working oil pressure of the hydraulic cylinder B2 of the driven wheel, thereby reducing the actual clamping force of the hydraulic cylinder B2 of the driven wheel; if the clamping force needs to be increased later, proceed to step 4);

[0016] 4) The electronic control unit controls the three-position four-way solenoid directional valve II to work in the left position, the A port of the three-position four-way solenoid directional valve II is connected to the T port of the three-position four-way solenoid directional valve II, the O port of the three-position four-way solenoid directional valve II is connected to the P port of the three-position four-way solenoid directional valve II, the pressure oil at the T port of the cartridge valve III flows back to the oil tank through the P port of the three-position four-way solenoid directional valve II and the O port of the three-position four-way solenoid directional valve II, the A port of the cartridge valve III is connected to the P port of the cartridge valve III; the pressure oil output by the oil pump is input to the T port of the cartridge valve IV through the one-way valve I, the one-way valve VI, the A port of the three-position four-way solenoid directional valve II, and the T port of the three-position four-way solenoid directional valve II, the pressure oil output by the oil pump is input to the hydraulic cylinder B2 of the driven wheel through the one-way valve I, the P port of the cartridge valve III, and the A port of the cartridge valve III, thereby increasing the working oil pressure of the hydraulic cylinder B2 of the driven wheel and increasing the actual clamping force of the hydraulic cylinder B2 of the driven wheel;

[0017] 5) The speed sensors I and II transmit the speed signals of the CVT driving wheel and driven wheel to the electronic control unit in real time. The electronic control unit calculates the actual speed ratio r by measuring the speed of the movable bevel gear of the CVT driving wheel and the movable bevel gear of the driven wheel;

[0018] 6) comparing the actual speed ratio r with the optimal target speed ratio r0 in real time until the actual speed ratio r is consistent with the optimal target speed ratio r0, the electronic control unit controls the three-position four-way solenoid reversing valve I to operate in the neutral position, the O port of the three-position four-way solenoid reversing valve I is connected to the oil tank, the A port of the three-position four-way solenoid reversing valve I is connected to the P port of the three-position four-way solenoid reversing valve I and the T port of the three-position four-way solenoid reversing valve I, the A port of the three-position four-way solenoid reversing valve I is connected to the oil outlet of the check valve IV, the pressure oil at the T port of the cartridge valve I and the T port of the cartridge valve II cannot flow out, and the hydraulic locking circuit formed by the cartridge valve I and the cartridge valve II is used to maintain the driving wheel hydraulic pressure required by the continuously variable transmission at the target speed ratio r0;

[0019] 7) The electronic control unit measures the hydraulic pressure of the driven wheel hydraulic cylinder B2 through pressure sensor II and calculates the actual clamping force F;

[0020] 8) Comparing the actual clamping force F with the target clamping force F0 in real time until the actual clamping force F is consistent with the target clamping force F0, the oil pump is turned off, and the electronic control unit controls the three-position four-way solenoid reversing valve II to work in the middle position, the O port of the three-position four-way solenoid reversing valve II is connected to the oil tank, the A port of the three-position four-way solenoid reversing valve II is connected to the P port of the three-position four-way solenoid reversing valve II and the T port of the three-position four-way solenoid reversing valve II, the A port of the three-position four-way solenoid reversing valve II is connected to the oil outlet of the check valve VI, and the pressure oil at the T port of the cartridge valve III and the T port of the cartridge valve IV cannot flow out; the hydraulic locking circuit formed by the cartridge valve III and the cartridge valve IV is used to maintain the clamping force of the driven wheel required by the continuously variable transmission under the target clamping force F0;

[0021] When the speed ratio increases, the clamping force is adaptively controlled, including the following steps

[0022] 1) Based on braking information, vehicle speed information, load information, slope information, and throttle opening information, the electronic control unit sets a target speed ratio r1 after the continuously variable transmission speed ratio is increased under the operating condition;

[0023] 2) Setting a target clamping force F1 based on the target speed ratio, speed information, and slope information, and determining whether the clamping force needs to be increased or decreased. If the clamping force is decreased, proceed to step 3); if the clamping force is increased, proceed to step 4);

[0024] 3) Start the oil pump, the electronic control unit controls the three-position four-way solenoid reversing valve I to work in the right position, the O port of the three-position four-way solenoid reversing valve I is connected to the T port of the three-position four-way solenoid reversing valve I, the A port of the three-position four-way solenoid reversing valve I is connected to the P port of the three-position four-way solenoid reversing valve I, the pressure oil at the T port of the cartridge valve II flows back to the oil tank through the T port of the three-position four-way solenoid reversing valve I and the O port of the three-position four-way solenoid reversing valve I, the A port of the cartridge valve II is connected to the P port of the cartridge valve II; the electronic control unit controls the three-position four-way solenoid reversing valve I to work in the right position, the O port of the three-position four-way solenoid reversing valve I is connected to the T port of the three-position four-way solenoid reversing valve I, the A port of the cartridge valve II is connected to the P port of the cartridge valve II; The four-way solenoid directional valve II works in the right position, the A port of the three-position four-way solenoid directional valve II is connected to the P port of the three-position four-way solenoid directional valve II, and the O port of the three-position four-way solenoid directional valve II is connected to the T port of the three-position four-way solenoid directional valve II; the pressure oil output by the oil pump is input to the T port of the cartridge valve I through the one-way valve II, the A port of the three-position four-way solenoid directional valve I, and the P port of the three-position four-way solenoid directional valve I, and the working oil of the hydraulic cylinder B1 of the driving wheel is input to the T port of the cartridge valve I through the A port of the cartridge valve II, the P port of the cartridge valve II, the two-position three-way solenoid directional valve II. The P port of valve Ⅰ and the A port of two-position three-way solenoid directional valve Ⅰ flow back to the oil tank, reducing the working oil pressure of the hydraulic cylinder B1 of the driving wheel, controlling the axial movement of the movable cone wheel of the driving wheel in the direction away from the fixed cone wheel, and controlling the speed at which the metal belt moves radially toward the cone bottom of the driving wheel; the pressure oil output by the oil pump is input to the T port of the cartridge valve Ⅲ through the one-way valve Ⅰ, the one-way valve VI, the A port of the three-position four-way solenoid directional valve Ⅱ, and the P port of the three-position four-way solenoid directional valve Ⅱ. The pressure oil at the T port of the cartridge valve Ⅳ is input to the T port of the cartridge valve Ⅲ through the three-position four-way solenoid directional valve Ⅱ. The T port of the four-way solenoid reversing valve II and the O port of the three-position four-way solenoid reversing valve II flow back to the oil tank, and the A port of the cartridge valve IV is connected to the P port of the cartridge valve IV. The working oil in the hydraulic cylinder B2 of the driven wheel flows back to the oil tank through the A port of the cartridge valve IV, the P port of the cartridge valve IV, the P port of the two-position three-way solenoid reversing valve II, and the A port of the two-position three-way solenoid reversing valve II. The working oil pressure of the hydraulic cylinder B2 of the driven wheel is reduced, reducing the actual clamping force of the driven wheel hydraulic cylinder B2. If the clamping force needs to be increased later, proceed to step 4).

[0025] 4) The electronic control unit controls the three-position four-way solenoid directional valve II to work in the left position, the A port of the three-position four-way solenoid directional valve II is connected to the T port of the three-position four-way solenoid directional valve II, the O port of the three-position four-way solenoid directional valve II is connected to the P port of the three-position four-way solenoid directional valve II, the pressure oil at the T port of the cartridge valve III flows back to the oil tank through the P port of the three-position four-way solenoid directional valve II and the O port of the three-position four-way solenoid directional valve II, the A port of the cartridge valve III is connected to the P port of the cartridge valve III; the pressure oil output by the oil pump is input to the P port of the cartridge valve IV through the one-way valve I, the one-way valve VI, the A port of the three-position four-way solenoid directional valve II and the T port of the three-position four-way solenoid directional valve II, the pressure oil at the P port of the cartridge valve IV is input to the hydraulic control port of the two-position three-way solenoid directional valve I through the throttle valve II, controlling the two-position three-way solenoid directional valve I to work in the right position, the two-position three-way solenoid directional valve Ⅱ is connected to the T port of the two-position three-way solenoid directional valve Ⅱ; the pressure oil output by the oil pump is input to the T port of the cartridge valve Ⅰ through the one-way valve Ⅱ, the A port of the three-position four-way solenoid directional valve Ⅰ, and the P port of the three-position four-way solenoid directional valve Ⅰ. The working oil of the hydraulic cylinder B1 of the driving wheel is input to the hydraulic cylinder B2 of the driven wheel through the A port of the cartridge valve Ⅱ, the P port of the cartridge valve Ⅱ, the P port of the two-position three-way solenoid directional valve Ⅰ, the T port of the two-position three-way solenoid directional valve Ⅰ, the cooler Ⅰ, the one-way valve Ⅴ, the P port of the cartridge valve Ⅲ, and the A port of the cartridge valve Ⅲ, reducing the working oil pressure of the hydraulic cylinder B1 of the driving wheel, increasing the axial movement rate of the movable cone wheel of the driving wheel, further increasing the radial movement rate of the metal belt toward the cone bottom of the driving wheel, and further increasing the working oil pressure of the hydraulic cylinder B2 of the driven wheel, thereby increasing the actual clamping force of the hydraulic cylinder B2 of the driven wheel;

[0026] 5) The speed sensors I and II transmit the speed signals of the CVT driving wheel and driven wheel to the electronic control unit in real time. The electronic control unit calculates the actual speed ratio r by measuring the speed of the movable bevel gear of the CVT driving wheel and the movable bevel gear of the driven wheel;

[0027] 6) comparing the actual speed ratio r with the optimal target speed ratio r1 in real time until the actual speed ratio r is consistent with the optimal target speed ratio r1, the electronic control unit controls the three-position four-way solenoid reversing valve I to operate in the neutral position, the O port of the three-position four-way solenoid reversing valve I is connected to the oil tank, the A port of the three-position four-way solenoid reversing valve I is connected to the P port of the three-position four-way solenoid reversing valve I and the T port of the three-position four-way solenoid reversing valve I, the A port of the three-position four-way solenoid reversing valve I is connected to the oil outlet of the check valve IV, the pressure oil at the T port of the cartridge valve I and the T port of the cartridge valve II cannot flow out, and the hydraulic locking circuit formed by the cartridge valve I and the cartridge valve II is used to maintain the driving wheel hydraulic pressure required by the continuously variable transmission at the target speed ratio r1;

[0028] 7) The electronic control unit measures the hydraulic pressure of the driven wheel hydraulic cylinder B2 through pressure sensor II and calculates the actual clamping force F;

[0029] 8) Comparing the actual clamping force F with the target clamping force F1 in real time until the actual clamping force F is consistent with the target clamping force F1, the oil pump is turned off, and the electronic control unit controls the three-position four-way solenoid reversing valve II to operate in the middle position. The O port of the three-position four-way solenoid reversing valve II is connected to the oil tank, the A port of the three-position four-way solenoid reversing valve II is connected to the P port of the three-position four-way solenoid reversing valve II and the T port of the three-position four-way solenoid reversing valve II, and the A port of the three-position four-way solenoid reversing valve II is connected to the oil outlet of the check valve VI. The pressure oil at the T port of the cartridge valve III and the T port of the cartridge valve IV cannot flow out; the hydraulic locking circuit formed by the cartridge valve III and the cartridge valve IV is used to maintain the clamping force of the driven wheel required by the continuously variable transmission at the target speed ratio F1;

[0030] Compared with the prior art, the present invention has the following beneficial effects:

[0031] The adaptive control device of the continuously variable transmission for hybrid energy vehicles based on circuit supercharging of the present invention has a simple structure, real-time accuracy and fast response speed; the present invention sets the target speed ratio according to braking information, vehicle speed information, load information, slope information and throttle opening information, and sets the target clamping force according to the target speed ratio, speed information and slope information, and has strong anti-interference ability; the adaptive control device of the continuously variable transmission for hybrid energy vehicles based on circuit supercharging of the present invention can quickly realize adaptive control of clamping force under different changes in speed ratio, thereby improving control efficiency; the adaptive control device of the continuously variable transmission for hybrid energy vehicles based on circuit supercharging of the present invention can realize the liquid pressure required for the target speed ratio and target clamping force of the continuously variable transmission in the non-powered state, and maintain it in the optimal slip range for a long time, which not only improves transmission efficiency but also saves energy; the present invention as a whole can quickly realize adaptive control of clamping force under different changes in speed ratio, maintain it in the optimal slip range for a long time, thereby improving transmission efficiency and saving energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a structural schematic diagram of the adaptive control device of the continuously variable transmission for hybrid energy vehicles based on loop supercharging of the present invention.

[0033] In the figure: 1. Fuel tank, 2. Filter, 3. Fuel pump, 4. Overflow valve, 5. Check valve I, 6. Check valve II, 7. Check valve III, 8. Check valve IV, 9. Three-position four-way solenoid directional valve I, 10. Cartridge valve I, 11. Cartridge valve II, 12. CVT, 13. Torque sensor I, 14. Speed sensor I, 15. Speed sensor II, 16. Torque sensor II, 17. Throttle valve I, 18. Two-position three-way solenoid directional valve I, 19. Cooler I, 20. Check valve V, 21. Throttle valve II, 22. Cartridge valve III, 23. Cartridge valve IV, 24. Three-position four-way solenoid directional valve II, 25. Two-position three-way solenoid directional valve II, 26. Check valve VI, 27. Cooler II, 28. Electronic control unit, 29. Braking information, 30. Load information, 31. Vehicle speed information, 32. Slope information, 33. Accelerator opening information, 34. Pressure sensor I, 35. Pressure sensor II. DETAILED DESCRIPTION

[0034] The present invention will be further described below with reference to the accompanying drawings.

[0035] like Figure 1 As shown, the adaptive control device for a continuously variable transmission for a hybrid energy vehicle based on circuit supercharging of the present invention includes a continuously variable transmission, a hydraulic device and an electronic control unit;

[0036] The continuously variable transmission 12 includes a driving wheel, a driven wheel, and a metal belt E. The driving wheel includes a movable bevel wheel A1 and a fixed bevel wheel C1, and the driven wheel includes a movable bevel wheel A2 and a fixed bevel wheel C2. The movable bevel wheel A1 of the driving wheel is equipped with a speed sensor I 14 and a torque sensor I 13, while the movable bevel wheel A2 of the driven wheel is equipped with a speed sensor II 15 and a torque sensor II 16.

[0037] The hydraulic device includes an oil tank 1, a filter 2, an oil pump 3, a relief valve 4, a one-way valve I5, a one-way valve II6, a one-way valve III7, a one-way valve IV8, a three-position four-way electromagnetic reversing valve I9, a cartridge valve I10, a cartridge valve II11, a throttle valve I17, a two-position three-way electromagnetic reversing valve I18, a cooler I19, a one-way valve V20, a throttle valve II21, a cartridge valve III22, a cartridge valve IV23, a three-position four-way electromagnetic reversing valve II24, a two-position three-way electromagnetic reversing valve II25, a one-way valve VI26, and a cooler II27; the oil inlet of the filter 2 is connected to the oil tank 1, the oil outlet of the filter 2 is connected to the oil inlet of the oil pump 3, and the oil outlet of the oil pump 3 is connected to the oil inlet of the one-way valve II6 through an oil pipe, The oil inlet of the one-way valve Ⅰ5 is connected, and the oil outlet of the relief valve 4 is connected to the fuel tank 1; the oil outlet of the one-way valve Ⅱ6 is connected to the oil outlet of the one-way valve Ⅲ7, the oil inlet of the one-way valve Ⅳ8, and the oil port P of the cartridge valve Ⅰ10, the oil port A of the cartridge valve Ⅰ10 is connected to the hydraulic cylinder B1 of the continuously variable transmission driving wheel, the oil port A of the cartridge valve Ⅱ11, and the pressure sensor Ⅰ34, and the oil port T of the cartridge valve Ⅰ10 is connected to the P port of the three-position four-way solenoid reversing valve Ⅰ9; the T port of the three-position four-way solenoid reversing valve Ⅰ9 is connected to the T port of the cartridge valve Ⅱ11 and the throttle valve Ⅰ17, the O port of the three-position four-way solenoid reversing valve Ⅰ9 is connected to the fuel tank 1, and the A port of the three-position four-way solenoid reversing valve Ⅰ9 is connected to the oil outlet of the one-way valve Ⅳ8 ; The P port of the cartridge valve Ⅱ11 is connected to the P port of the two-position three-way electromagnetic reversing valve Ⅰ18, the A port of the two-position three-way electromagnetic reversing valve Ⅰ18 is connected to the oil tank 1, the hydraulic control port of the two-position three-way electromagnetic reversing valve Ⅰ18 is connected to the throttle valve Ⅱ21, the T port of the two-position three-way electromagnetic reversing valve Ⅰ18 is connected to the cooler Ⅰ19, and the cooler Ⅰ19 is connected to the oil inlet of the one-way valve Ⅴ20; the oil outlet of the one-way valve Ⅰ5 is connected to the oil outlet of the one-way valve Ⅴ20, the oil inlet of the one-way valve Ⅵ26, and the P port of the cartridge valve Ⅲ22, the A port of the cartridge valve Ⅲ22 is connected to the hydraulic cylinder B2 of the driven wheel of the continuously variable transmission, the A port of the cartridge valve Ⅳ23 and the pressure sensor Ⅱ35, and the T port of the cartridge valve Ⅲ22 is connected to the three-position The P port of the four-way solenoid reversing valve II 24 is connected; the T port of the three-position four-way solenoid reversing valve II 24 is connected to the T port of the cartridge valve IV 23 and the throttle valve II 21, the O port of the three-position four-way solenoid reversing valve II 24 is connected to the fuel tank 1, and the A port of the three-position four-way solenoid reversing valve II 24 is connected to the oil outlet of the one-way valve VI 26; the oil port P of the cartridge valve IV 23 is connected to the oil port P of the two-position three-way solenoid reversing valve II 25, the oil port A of the two-position three-way solenoid reversing valve II 25 is connected to the fuel tank 1, the hydraulic control port of the two-position three-way solenoid reversing valve II 25 is connected to the throttle valve I 17, the oil port T of the two-position three-way solenoid reversing valve II 25 is connected to the cooler II 27, and the cooler II 27 is connected to the oil inlet of the one-way valve III 7;The speed sensor I14, speed sensor II15, torque sensor I13, torque sensor II16, pressure sensor I34, pressure sensor II35, electromagnet 1YA of three-position four-way solenoid directional valve I9, electromagnet 2YA of three-position four-way solenoid directional valve I9, electromagnet 1YA of three-position four-way solenoid directional valve II24, electromagnet 2YA of three-position four-way solenoid directional valve II24, brake signal 29, load information 30, vehicle speed information 31, slope information 32, and throttle opening information 33 are respectively connected to the electronic control unit 28.

[0038] A method for adaptively controlling a continuously variable transmission for a hybrid energy vehicle based on loop supercharging using the aforementioned adaptive control device for a continuously variable transmission for a hybrid energy vehicle based on loop supercharging is specifically performed as follows:

[0039] When the speed ratio decreases, the clamping force is adaptively controlled, including the following steps

[0040] 1) Based on the braking information 29, the vehicle speed information 31, the load information 30, the slope information 32, and the throttle opening information 33, the electronic control unit 28 sets the target speed ratio r0 of the continuously variable transmission 12 after the speed ratio is reduced under the operating condition;

[0041] 2) Setting a target clamping force F0 based on the target speed ratio r0, the vehicle speed information 31, and the slope information 32, and determining whether the clamping force needs to be increased or decreased. If the clamping force needs to be decreased, proceed to step 3); if the clamping force needs to be increased, proceed to step 4);

[0042] 3) Start the oil pump 3, the electronic control unit 28 controls the three-position four-way solenoid reversing valve Ⅰ9 to work in the left position, the O port of the three-position four-way solenoid reversing valve Ⅰ9 is connected to the P port of the three-position four-way solenoid reversing valve Ⅰ9, the A port of the three-position four-way solenoid reversing valve Ⅰ9 is connected to the T port of the three-position four-way solenoid reversing valve Ⅰ9, the pressure oil at the T port of the cartridge valve Ⅰ10 flows back to the oil tank through the P port of the three-position four-way solenoid reversing valve Ⅰ9 and the O port of the three-position four-way solenoid reversing valve Ⅰ9, the A port of the cartridge valve Ⅰ10 is connected to the P port of the cartridge valve Ⅰ10; the electronic control unit 28 controls the three-position four-way solenoid reversing valve Ⅱ24 to work in the right position, the A port of the three-position four-way solenoid reversing valve Ⅱ24 is connected to the The P port is connected, the O port of the three-position four-way solenoid reversing valve Ⅱ24 is connected with the T port of the three-position four-way solenoid reversing valve Ⅱ24, and the pressure oil at the T port of the cartridge valve Ⅳ23 flows back to the oil tank 1 through the T port of the three-position four-way solenoid reversing valve Ⅱ24 and the O port of the three-position four-way solenoid reversing valve Ⅱ24. The A port of the cartridge valve Ⅳ23 is connected with the P port of the cartridge valve Ⅳ23; the pressure oil output by the oil pump 3 enters the hydraulic cylinder B1 of the continuously variable transmission driving wheel through the one-way valve Ⅱ6, the P port of the cartridge valve Ⅰ10, and the A port of the cartridge valve Ⅰ10, and controls the hydraulic cylinder B1 to drive the movable cone wheel of the driving wheel to move axially, close to the fixed cone wheel of the driving wheel, forcing the metal belt on the driving wheel side to move radially toward the cone top of the driving wheel. The length of the metal belt remains unchanged, and the metal belt on the driven wheel side moves radially toward the driven wheel cone bottom, reducing the speed ratio of the continuously variable transmission; the pressure oil output by the oil pump 3 is input to the T port of the cartridge valve Ⅱ11 through the one-way valve Ⅱ6, the one-way valve Ⅳ8, the A port of the three-position four-way solenoid reversing valve Ⅰ9, and the T port of the three-position four-way solenoid reversing valve Ⅰ9. The pressure oil at the T port of the cartridge valve Ⅱ11 is input to the hydraulic control port of the two-position three-way solenoid reversing valve Ⅱ25 through the throttle valve Ⅰ17, controlling the two-position three-way solenoid reversing valve Ⅱ25 to work in the right position, and the P port of the two-position three-way solenoid reversing valve Ⅱ25 is connected to the T port of the two-position three-way solenoid reversing valve Ⅱ25; the working oil in the hydraulic cylinder B2 of the driven wheel is input to the A port of the cartridge valve Ⅳ23, the cartridge valve Ⅳ24 and the hydraulic control port of the two-position three-way solenoid reversing valve Ⅱ25. Oil from the P port of the cartridge valve IV 24, the P port of the two-position three-way electromagnetic reversing valve II 25, the T port of the two-position three-way electromagnetic reversing valve II 25, the cooler II 27, the one-way valve III 7, the P port of the cartridge valve I 10, and the A port of the cartridge valve I 10 enters the hydraulic cylinder B1 of the continuously variable transmission driving wheel, further increasing the working oil pressure of the hydraulic cylinder B1 of the driving wheel, increasing the axial movement rate of the movable cone wheel of the driving wheel, further increasing the radial movement rate of the metal belt toward the cone top of the driving wheel, further rapidly reducing the speed ratio of the continuously variable transmission, and reducing the working oil pressure of the hydraulic cylinder B2 of the driven wheel, thereby reducing the actual clamping force of the hydraulic cylinder B2 of the driven wheel; if the clamping force needs to be increased later, proceed to step 4);

[0043] 4) The electronic control unit 28 controls the three-position four-way solenoid reversing valve II 24 to work in the left position. The A port of the three-position four-way solenoid reversing valve II 24 is connected to the T port of the three-position four-way solenoid reversing valve II 24, and the O port of the three-position four-way solenoid reversing valve II 24 is connected to the P port of the three-position four-way solenoid reversing valve II 24. The pressure oil at the T port of the cartridge valve III 22 flows back to the oil tank 1 through the P port of the three-position four-way solenoid reversing valve II 24 and the O port of the three-position four-way solenoid reversing valve II 24. The A port of the cartridge valve III 22 is connected to the cartridge valve The P port of Ⅲ22 is connected; the pressure oil output by the oil pump 3 is input to the T port of the cartridge valve IV23 through the one-way valve I5, the one-way valve VI26, the A port of the three-position four-way solenoid reversing valve II24, and the T port of the three-position four-way solenoid reversing valve II24. The pressure oil output by the oil pump 3 is input to the hydraulic cylinder B2 of the driven wheel of the continuously variable transmission through the one-way valve I5, the P port of the cartridge valve III22, and the A port of the cartridge valve III22, thereby increasing the working oil pressure of the hydraulic cylinder B2 of the driven wheel and increasing the actual clamping force of the hydraulic cylinder B2 of the driven wheel;

[0044] 5) The speed sensors I 14 and II 15 transmit the speed signals of the continuously variable transmission driving wheel and the driven wheel to the electronic control unit 28 in real time. The electronic control unit 28 calculates the actual speed ratio r by measuring the speeds of the movable bevel gears of the continuously variable transmission driving wheel and the driven wheel;

[0045] 6) comparing the actual speed ratio r with the optimal target speed ratio r0 in real time until the actual speed ratio r is consistent with the optimal target speed ratio r0, the electronic control unit 28 controls the three-position four-way solenoid reversing valve I9 to operate in the neutral position, the O port of the three-position four-way solenoid reversing valve I9 is connected to the oil tank, the A port of the three-position four-way solenoid reversing valve I9 is connected to the P port of the three-position four-way solenoid reversing valve I9 and the T port of the three-position four-way solenoid reversing valve I9, the A port of the three-position four-way solenoid reversing valve I9 is connected to the oil outlet of the check valve IV8, and the pressure oil at the T port of the cartridge valve I10 and the T port of the cartridge valve II11 cannot flow out. The hydraulic locking circuit formed by the cartridge valve I10 and the cartridge valve II11 maintains the driving wheel hydraulic pressure required by the continuously variable transmission 12 at the target speed ratio r0;

[0046] 7) The electronic control unit 28 measures the hydraulic pressure of the driven wheel hydraulic cylinder B2 through the pressure sensor II 35 and calculates the actual clamping force F;

[0047] 8) Comparing the actual clamping force F with the target clamping force F0 in real time until the actual clamping force F is consistent with the target clamping force F0, the oil pump 3 is turned off, and the electronic control unit 28 controls the three-position four-way solenoid reversing valve II 24 to operate in the middle position, the O port of the three-position four-way solenoid reversing valve II 24 is connected to the oil tank 1, the A port of the three-position four-way solenoid reversing valve II 24 is connected to the P port of the three-position four-way solenoid reversing valve II 24 and the T port of the three-position four-way solenoid reversing valve II 24, the A port of the three-position four-way solenoid reversing valve II 24 is connected to the oil outlet of the one-way valve VI 26, and the pressure oil at the T port of the cartridge valve III 22 and the T port of the cartridge valve IV 23 cannot flow out; the hydraulic locking circuit formed by the cartridge valve III 22 and the cartridge valve IV 23 maintains the clamping force of the driven wheel required by the continuously variable transmission under the target clamping force F0;

[0048] When the speed ratio increases, the clamping force is adaptively controlled, including the following steps

[0049] 3) Based on the braking information 29, the vehicle speed information 31, the load information 30, the slope information 32, and the throttle opening information 33, the electronic control unit 28 sets the target speed ratio r1 of the continuously variable transmission 12 after the speed ratio is increased under the operating condition;

[0050] 4) Setting a target clamping force F1 based on the target speed ratio, vehicle speed information 31, and slope information 32, and determining whether the clamping force needs to be increased or decreased. If the clamping force is decreased, proceed to step 3); if the clamping force is increased, proceed to step 4);

[0051] 3) Start the oil pump 3, the electronic control unit 28 controls the three-position four-way solenoid reversing valve I9 to work in the right position, the O port of the three-position four-way solenoid reversing valve I9 is connected to the T port of the three-position four-way solenoid reversing valve I9, the A port of the three-position four-way solenoid reversing valve I9 is connected to the P port of the three-position four-way solenoid reversing valve I9, the pressure oil at the T port of the cartridge valve Ⅱ11 flows back to the oil tank 1 through the T port of the three-position four-way solenoid reversing valve I9 and the O port of the three-position four-way solenoid reversing valve I9, the A port of the cartridge valve Ⅱ11 is connected to the P port of the cartridge valve Ⅱ11; the electronic control unit 28 controls the three-position four-way solenoid reversing valve I9 to work in the right position, the O port of the three-position four-way solenoid reversing valve I9 is connected to the T port of the three-position four-way solenoid reversing valve I9, the A port of the cartridge valve Ⅱ11 is connected to the P port of the cartridge valve Ⅱ11; The directional valve Ⅱ24 works in the right position, the A port of the three-position four-way solenoid reversing valve Ⅱ24 is connected to the P port of the three-position four-way solenoid reversing valve Ⅱ24, and the O port of the three-position four-way solenoid reversing valve Ⅱ24 is connected to the T port of the three-position four-way solenoid reversing valve Ⅱ24; the pressure oil output by the oil pump 3 is input to the T port of the cartridge valve Ⅰ10 through the one-way valve Ⅱ6, the A port of the three-position four-way solenoid reversing valve Ⅰ9, and the P port of the three-position four-way solenoid reversing valve Ⅰ9, and the working oil of the hydraulic cylinder B1 of the continuously variable transmission driving wheel is input to the T port of the cartridge valve Ⅰ10 through the A port of the cartridge valve Ⅱ11, the P port of the cartridge valve Ⅱ11, the two-position three-way solenoid reversing valve Ⅰ18 The pressure oil output by the oil pump 3 flows back to the oil tank 1 through the P port of the two-position three-way electromagnetic reversing valve Ⅰ18 and the A port of the two-position three-way electromagnetic reversing valve Ⅰ18, reducing the working oil pressure of the hydraulic cylinder B1 of the continuously variable transmission driving wheel, controlling the axial movement of the movable cone wheel of the driving wheel in the direction away from the fixed cone wheel, controlling the speed of the metal belt moving radially toward the cone bottom of the driving wheel, and increasing the speed ratio of the continuously variable transmission; the pressure oil output by the oil pump 3 is input to the T port of the cartridge valve Ⅲ22 through the one-way valve Ⅰ5, the one-way valve VI26, the A port of the three-position four-way electromagnetic reversing valve Ⅱ24, and the P port of the three-position four-way electromagnetic reversing valve Ⅱ24, and the T port of the cartridge valve Ⅳ23. The pressurized oil flows back to the oil tank 1 through the T port of the three-position four-way solenoid reversing valve II 24 and the O port of the three-position four-way solenoid reversing valve II 24. The A port of the cartridge valve IV 23 is connected to the P port of the cartridge valve IV 23. The working oil in the hydraulic cylinder B2 of the driven wheel flows back to the oil tank 1 through the A port of the cartridge valve IV 23, the P port of the cartridge valve IV 23, the P port of the two-position three-way solenoid reversing valve II 25, and the A port of the two-position three-way solenoid reversing valve II 25. The working oil pressure of the hydraulic cylinder B2 of the driven wheel is reduced, reducing the actual clamping force of the driven wheel hydraulic cylinder B2. If the clamping force needs to be increased later, proceed to step 4).

[0052] 4) The electronic control unit 28 controls the three-position four-way solenoid reversing valve II 24 to work in the left position. The A port of the three-position four-way solenoid reversing valve II 24 is connected to the T port of the three-position four-way solenoid reversing valve II 24, the O port of the three-position four-way solenoid reversing valve II 24 is connected to the P port of the four-position four-way solenoid reversing valve II 24, and the pressure oil at the T port of the cartridge valve III 22 flows back to the oil tank 1 through the P port of the three-position four-way solenoid reversing valve II 24 and the O port of the four-position four-way solenoid reversing valve II 24. The A port of the cartridge valve III 22 is connected to the cartridge valve III The pressure oil output by the oil pump 3 is input to the P port of the cartridge valve IV23 through the one-way valve I5, the one-way valve VI26, the A port of the three-position four-way solenoid reversing valve II24, and the T port of the three-position four-way solenoid reversing valve II24. The pressure oil at the P port of the cartridge valve IV23 is input to the hydraulic control port of the two-position three-way solenoid reversing valve I18 through the throttle valve II21, controlling the two-position three-way solenoid reversing valve I18 to work in the right position. The P port of the two-position three-way solenoid reversing valve II18 and the two-position three-way solenoid The T port of the reversing valve Ⅱ18 is connected; the pressure oil output by the oil pump 3 is input to the T port of the cartridge valve Ⅰ10 through the one-way valve Ⅱ6, the A port of the three-position four-way solenoid reversing valve Ⅰ9, and the P port of the three-position four-way solenoid reversing valve Ⅰ9. The working oil of the hydraulic cylinder B1 of the continuously variable transmission driving wheel is input through the A port of the cartridge valve Ⅱ11, the P port of the cartridge valve Ⅱ11, the P port of the two-position three-way solenoid reversing valve Ⅰ18, the T port of the two-position three-way solenoid reversing valve Ⅰ18, the cooler Ⅰ19, the one-way valve V20, the cartridge valve The P port of III22 and the A port of the cartridge valve III22 are input to the hydraulic cylinder B2 of the driven wheel of the continuously variable transmission, reducing the working oil pressure of the hydraulic cylinder B1 of the driving wheel, increasing the speed of the movable bevel wheel of the driving wheel moving axially away from the fixed bevel wheel, further increasing the speed of the metal belt moving radially toward the bottom of the driving wheel cone, further rapidly increasing the speed ratio of the continuously variable transmission, and further increasing the working oil pressure of the hydraulic cylinder B2 of the driven wheel, thereby increasing the actual clamping force of the hydraulic cylinder B2 of the driven wheel;

[0053] 5) The speed sensors I 14 and II 15 transmit the speed signals of the continuously variable transmission driving wheel and the driven wheel to the electronic control unit 28 in real time. The electronic control unit 28 calculates the actual speed ratio r by measuring the speeds of the movable bevel gears of the continuously variable transmission driving wheel and the driven wheel;

[0054] 6) comparing the actual speed ratio r with the optimal target speed ratio r1 in real time until the actual speed ratio r is consistent with the optimal target speed ratio r1, the electronic control unit 28 controls the three-position four-way solenoid reversing valve I9 to operate in the neutral position, the O port of the three-position four-way solenoid reversing valve I9 is connected to the oil tank 1, the A port of the three-position four-way solenoid reversing valve I9 is connected to the P port of the three-position four-way solenoid reversing valve I9 and the T port of the three-position four-way solenoid reversing valve I9, the A port of the three-position four-way solenoid reversing valve I9 is connected to the oil outlet of the check valve IV8, and the pressure oil at the T port of the cartridge valve I10 and the T port of the cartridge valve II11 cannot flow out. The hydraulic locking circuit formed by the cartridge valve I10 and the cartridge valve II11 maintains the driving wheel hydraulic pressure required by the continuously variable transmission at the target speed ratio r1;

[0055] 7) The electronic control unit 28 measures the hydraulic pressure of the driven wheel hydraulic cylinder B2 through the pressure sensor II 35 and calculates the actual clamping force F;

[0056] 8) The actual clamping force F is compared with the target clamping force F1 in real time. After the actual clamping force F is consistent with the target clamping force F1, the oil pump 3 is turned off, and the electronic control unit 28 controls the three-position four-way solenoid reversing valve II 24 to operate in the middle position. The O port of the three-position four-way solenoid reversing valve II 24 is connected to the oil tank 1, the A port of the three-position four-way solenoid reversing valve II 24 is connected to the P port of the three-position four-way solenoid reversing valve II 24 and the T port of the three-position four-way solenoid reversing valve II 24, and the A port of the three-position four-way solenoid reversing valve II 24 is connected to the oil outlet of the one-way valve VI 26. The pressure oil at the T port of the cartridge valve III 22 and the T port of the cartridge valve IV 23 cannot flow out. The hydraulic locking circuit formed by the cartridge valve III 22 and the cartridge valve IV 23 maintains the clamping force of the driven wheel required by the continuously variable transmission at the target speed ratio F1.

Claims

1. An adaptive control device for a continuously variable transmission for a hybrid vehicle based on loop boosting, characterized by: including continuously variable transmission, hydraulic unit and electronic control unit; The continuously variable transmission includes a driving wheel, a driven wheel and a metal belt, the driving wheel includes a movable conical wheel and a fixed conical wheel, the driven wheel includes a movable conical wheel and a fixed conical wheel, the movable conical wheel of the driving wheel is provided with a speed sensor I and a torque sensor I, and the movable conical wheel of the driven wheel is provided with a torque sensor II and a torque sensor II respectively; The hydraulic device includes a fuel tank, a filter, an oil pump, a relief valve, a one-way valve I, a one-way valve II, a one-way valve III, a one-way valve IV, a three-position four-way electromagnetic directional valve I, a cartridge valve I, a cartridge valve II, a throttle valve I, a two-position three-way electromagnetic directional valve I, a cooler I, a one-way valve V, a throttle valve II, a cartridge valve III, a cartridge valve IV, a three-position four-way electromagnetic directional valve II, a two-position three-way electromagnetic directional valve II, a one-way valve VI, and a cooler II; the oil inlet of the filter is connected to the fuel tank, the oil outlet of the filter is connected to the oil inlet of the oil pump, the oil outlet of the oil pump is connected to the oil inlet of the one-way valve II and the oil inlet of the one-way valve I through an oil pipe, and the oil outlet of the relief valve is connected to the fuel tank; the oil outlet of the one-way valve II is connected to the oil outlet of the one-way valve III, The oil inlet of the one-way valve IV is connected to the oil port P of the cartridge valve I, the oil port A of the cartridge valve I is connected to the hydraulic cylinder B1 of the driving wheel, the oil port A of the cartridge valve II, and the pressure sensor I, and the oil port T of the cartridge valve I is connected to the P port of the three-position four-way solenoid reversing valve I; the T port of the three-position four-way solenoid reversing valve I is connected to the T port of the cartridge valve II and the throttle valve I, the O port of the three-position four-way solenoid reversing valve I is connected to the oil tank, and the A port of the three-position four-way solenoid reversing valve I is connected to the oil outlet of the one-way valve IV; the P port of the cartridge valve II is connected to the P port of the two-position three-way solenoid reversing valve I, the A port of the two-position three-way solenoid reversing valve I is connected to the oil tank, the hydraulic control port of the two-position three-way solenoid reversing valve I is connected to the throttle valve II, and the two-position three-way solenoid reversing valve The T port of Ⅰ is connected with the cooler Ⅰ, and the cooler Ⅰ is connected with the oil inlet of the one-way valve Ⅴ; the oil outlet of the one-way valve Ⅰ is connected with the oil outlet of the one-way valve Ⅴ, the oil inlet of the one-way valve Ⅵ, and the P port of the cartridge valve Ⅲ, the A port of the cartridge valve Ⅲ is connected with the hydraulic cylinder B2 of the driven wheel, the A port of the cartridge valve Ⅳ and the pressure sensor Ⅱ, the T port of the cartridge valve Ⅲ is connected with the P port of the three-position four-way solenoid reversing valve Ⅱ; the T port of the three-position four-way solenoid reversing valve Ⅱ is connected with the T port of the cartridge valve Ⅳ and the throttle valve Ⅱ, the O port of the three-position four-way solenoid reversing valve Ⅱ is connected with the oil tank, the A port of the three-position four-way solenoid reversing valve Ⅱ is connected with the oil outlet of the one-way valve Ⅵ; the oil port P of the cartridge valve Ⅳ is connected with the oil port P of the two-position three-way solenoid reversing valve Ⅱ, and the two-position The oil port A of the three-way electromagnetic reversing valve II is connected to the oil tank, the hydraulic control port of the two-position three-way electromagnetic reversing valve II is connected to the throttle valve I, the oil port T of the two-position three-way electromagnetic reversing valve II is connected to the cooler II, and the cooler II is connected to the oil inlet of the one-way valve III; the speed sensor I, speed sensor II, torque sensor I, torque sensor II, pressure sensor I, pressure sensor II, electromagnet 1YA of the three-position four-way electromagnetic reversing valve I, electromagnet 2YA of the three-position four-way electromagnetic reversing valve I, electromagnet 1YA of the three-position four-way electromagnetic reversing valve II, electromagnet 2YA of the three-position four-way electromagnetic reversing valve II, brake signal, load information, vehicle speed information, slope information and throttle opening information are respectively connected to the electronic control unit.

2. The adaptive control device for a continuously variable transmission for a hybrid vehicle based on loop boosting according to claim 1, characterized in that: A filter is provided on the pipe connecting the oil pump and the oil tank.

3. The adaptive control device for a continuously variable transmission for a hybrid vehicle based on loop boosting according to claim 1, characterized in that: The hydraulic control port of the two-position three-way electromagnetic reversing valve is connected to the P port of the cartridge valve through the throttle valve.

4. The adaptive control device for a continuously variable transmission for a hybrid vehicle based on loop boosting according to claim 1, characterized in that: The T port of the two-position three-way electromagnetic reversing valve is connected to the cooler.

5. A method for adaptively controlling a continuously variable transmission for a hybrid vehicle based on loop supercharging, utilizing the adaptive control device for a continuously variable transmission for a hybrid vehicle based on loop supercharging according to any one of claims 1 to 4, wherein the specific operations are as follows: When the speed ratio decreases, the clamping force is adaptively controlled, including the following steps 1) Based on braking information, vehicle speed information, load information, slope information, and throttle opening information, the electronic control unit sets a target speed ratio r0 after the continuously variable transmission speed ratio is reduced under the operating condition; 2) Setting a target clamping force F0 based on the target speed ratio, speed information, and slope information, and determining whether the clamping force needs to be increased or decreased. If the clamping force needs to be decreased, proceed to step 3); if the clamping force needs to be increased, proceed to step 4); 3) Start the oil pump, the electronic control unit controls the three-position four-way solenoid directional valve I to work in the left position, the O port of the three-position four-way solenoid directional valve I is connected to the P port of the three-position four-way solenoid directional valve I, the A port of the three-position four-way solenoid directional valve I is connected to the T port of the three-position four-way solenoid directional valve I, the pressure oil at the T port of the cartridge valve I flows back to the oil tank through the P port of the three-position four-way solenoid directional valve I and the O port of the three-position four-way solenoid directional valve I, the A port of the cartridge valve I is connected to the P port of the cartridge valve I; the electronic control unit controls the three-position four-way solenoid directional valve II to work in the right position, the A port of the three-position four-way solenoid directional valve II is connected to the P port of the three-position four-way solenoid directional valve II The O port of the three-position four-way solenoid directional valve II is connected with the T port of the three-position four-way solenoid directional valve II. The pressure oil at the T port of the cartridge valve IV flows back to the oil tank through the T port of the three-position four-way solenoid directional valve II and the O port of the three-position four-way solenoid directional valve II. The A port of the cartridge valve IV is connected with the P port of the cartridge valve IV. The pressure oil output by the oil pump enters the hydraulic cylinder B1 of the driving wheel through the one-way valve II, the P port of the cartridge valve I and the A port of the cartridge valve I. The hydraulic cylinder B1 is controlled to drive the movable cone wheel of the driving wheel to move axially, close to the fixed cone wheel of the driving wheel, forcing the metal belt on the driving wheel side to move radially toward the cone top of the driving wheel. Since the length of the metal belt is not constant, the pressure oil of the cartridge valve IV is connected with the P port of the cartridge valve IV. The metal belt on the driven wheel side moves radially toward the bottom of the driven wheel cone, reducing the speed ratio of the continuously variable transmission; the pressure oil output by the oil pump is input to the T port of the cartridge valve II through the one-way valve II, the one-way valve IV, the A port of the three-position four-way solenoid reversing valve I, and the T port of the three-position four-way solenoid reversing valve I. The pressure oil at the T port of the cartridge valve II is input to the hydraulic control port of the two-position three-way solenoid reversing valve II through the throttle valve I, controlling the two-position three-way solenoid reversing valve II to work in the right position, and the P port of the two-position three-way solenoid reversing valve II is connected to the T port of the two-position three-way solenoid reversing valve II; the working oil in the hydraulic cylinder B2 of the driven wheel is input to the T port of the cartridge valve II through the A port of the cartridge valve IV, the The oil flows through the P port, the P port of the two-position three-way solenoid reversing valve II, the T port of the two-position three-way solenoid reversing valve II, the cooler II, the one-way valve III, the P port of the cartridge valve I, and the A port of the cartridge valve I into the hydraulic cylinder B1 of the driving wheel, further increasing the working oil pressure of the hydraulic cylinder B1 of the driving wheel, increasing the axial movement rate of the movable bevel wheel of the driving wheel, further increasing the radial movement rate of the metal belt toward the cone top of the driving wheel, further quickly reducing the speed ratio of the continuously variable transmission, and reducing the working oil pressure of the hydraulic cylinder B2 of the driven wheel, thereby reducing the actual clamping force of the hydraulic cylinder B2 of the driven wheel; if the clamping force needs to be increased later, proceed to step 4); 4) The electronic control unit controls the three-position four-way solenoid directional valve II to work in the left position, the A port of the three-position four-way solenoid directional valve II is connected to the T port of the three-position four-way solenoid directional valve II, the O port of the three-position four-way solenoid directional valve II is connected to the P port of the three-position four-way solenoid directional valve II, the pressure oil at the T port of the cartridge valve III flows back to the oil tank through the P port of the three-position four-way solenoid directional valve II and the O port of the three-position four-way solenoid directional valve II, the A port of the cartridge valve III is connected to the P port of the cartridge valve III; the pressure oil output by the oil pump is input to the T port of the cartridge valve IV through the one-way valve I, the one-way valve VI, the A port of the three-position four-way solenoid directional valve II, and the T port of the three-position four-way solenoid directional valve II, the pressure oil output by the oil pump is input to the hydraulic cylinder B2 of the driven wheel through the one-way valve I, the P port of the cartridge valve III, and the A port of the cartridge valve III, thereby increasing the working oil pressure of the hydraulic cylinder B2 of the driven wheel and increasing the actual clamping force of the hydraulic cylinder B2 of the driven wheel; 5) The speed sensors I and II transmit the speed signals of the CVT driving wheel and driven wheel to the electronic control unit in real time. The electronic control unit calculates the actual speed ratio r by measuring the speed of the movable bevel gear of the CVT driving wheel and the movable bevel gear of the driven wheel; 6) comparing the actual speed ratio r with the optimal target speed ratio r0 in real time until the actual speed ratio r is consistent with the optimal target speed ratio r0, the electronic control unit controls the three-position four-way solenoid reversing valve I to operate in the neutral position, the O port of the three-position four-way solenoid reversing valve I is connected to the oil tank, the A port of the three-position four-way solenoid reversing valve I is connected to the P port of the three-position four-way solenoid reversing valve I and the T port of the three-position four-way solenoid reversing valve I, the A port of the three-position four-way solenoid reversing valve I is connected to the oil outlet of the check valve IV, the pressure oil at the T port of the cartridge valve I and the T port of the cartridge valve II cannot flow out, and the hydraulic locking circuit formed by the cartridge valve I and the cartridge valve II is used to maintain the driving wheel hydraulic pressure required by the continuously variable transmission at the target speed ratio r0; 7) The electronic control unit measures the hydraulic pressure of the driven wheel hydraulic cylinder B2 through pressure sensor II and calculates the actual clamping force F; 8) Comparing the actual clamping force F with the target clamping force F0 in real time until the actual clamping force F is consistent with the target clamping force F0, the oil pump is turned off, and the electronic control unit controls the three-position four-way solenoid reversing valve II to work in the middle position, the O port of the three-position four-way solenoid reversing valve II is connected to the oil tank, the A port of the three-position four-way solenoid reversing valve II is connected to the P port of the three-position four-way solenoid reversing valve II and the T port of the three-position four-way solenoid reversing valve II, the A port of the three-position four-way solenoid reversing valve II is connected to the oil outlet of the check valve VI, and the pressure oil at the T port of the cartridge valve III and the T port of the cartridge valve IV cannot flow out; the hydraulic locking circuit formed by the cartridge valve III and the cartridge valve IV is used to maintain the clamping force of the driven wheel required by the continuously variable transmission under the target clamping force F0; When the speed ratio increases, the clamping force is adaptively controlled, including the following steps 1) Based on braking information, vehicle speed information, load information, slope information, and throttle opening information, the electronic control unit sets a target speed ratio r1 after the continuously variable transmission speed ratio is increased under the operating condition; 2) Setting a target clamping force F1 based on the target speed ratio, speed information, and slope information, and determining whether the clamping force needs to be increased or decreased. If the clamping force is decreased, proceed to step 3); if the clamping force is increased, proceed to step 4); 3) Start the oil pump, the electronic control unit controls the three-position four-way solenoid reversing valve I to work in the right position, the O port of the three-position four-way solenoid reversing valve I is connected to the T port of the three-position four-way solenoid reversing valve I, the A port of the three-position four-way solenoid reversing valve I is connected to the P port of the three-position four-way solenoid reversing valve I, the pressure oil at the T port of the cartridge valve II flows back to the oil tank through the T port of the three-position four-way solenoid reversing valve I and the O port of the three-position four-way solenoid reversing valve I, the A port of the cartridge valve II is connected to the P port of the cartridge valve II; the electronic control unit controls the three-position four-way solenoid reversing valve I to work in the right position, the O port of the three-position four-way solenoid reversing valve I is connected to the T port of the three-position four-way solenoid reversing valve I, the A port of the cartridge valve II is connected to the P port of the cartridge valve II; The four-way solenoid directional valve II works in the right position, the A port of the three-position four-way solenoid directional valve II is connected to the P port of the three-position four-way solenoid directional valve II, and the O port of the three-position four-way solenoid directional valve II is connected to the T port of the three-position four-way solenoid directional valve II; the pressure oil output by the oil pump is input to the T port of the cartridge valve I through the one-way valve II, the A port of the three-position four-way solenoid directional valve I, and the P port of the three-position four-way solenoid directional valve I, and the working oil of the hydraulic cylinder B1 of the driving wheel is input to the T port of the cartridge valve I through the A port of the cartridge valve II, the P port of the cartridge valve II, the two-position three-way solenoid directional valve II. The P port of valve Ⅰ and the A port of two-position three-way solenoid directional valve Ⅰ flow back to the oil tank, reducing the working oil pressure of the hydraulic cylinder B1 of the driving wheel, controlling the axial movement of the movable cone wheel of the driving wheel in the direction away from the fixed cone wheel, and controlling the speed at which the metal belt moves radially toward the cone bottom of the driving wheel; the pressure oil output by the oil pump is input to the T port of the cartridge valve Ⅲ through the one-way valve Ⅰ, the one-way valve VI, the A port of the three-position four-way solenoid directional valve Ⅱ, and the P port of the three-position four-way solenoid directional valve Ⅱ. The pressure oil at the T port of the cartridge valve Ⅳ is input to the T port of the cartridge valve Ⅲ through the three-position four-way solenoid directional valve Ⅱ. The T port of the four-way solenoid reversing valve II and the O port of the three-position four-way solenoid reversing valve II flow back to the oil tank, and the A port of the cartridge valve IV is connected to the P port of the cartridge valve IV. The working oil in the hydraulic cylinder B2 of the driven wheel flows back to the oil tank through the A port of the cartridge valve IV, the P port of the cartridge valve IV, the P port of the two-position three-way solenoid reversing valve II, and the A port of the two-position three-way solenoid reversing valve II. The working oil pressure of the hydraulic cylinder B2 of the driven wheel is reduced, reducing the actual clamping force of the driven wheel hydraulic cylinder B2. If the clamping force needs to be increased later, proceed to step 4). 4) The electronic control unit controls the three-position four-way solenoid directional valve II to work in the left position, the A port of the three-position four-way solenoid directional valve II is connected to the T port of the three-position four-way solenoid directional valve II, the O port of the three-position four-way solenoid directional valve II is connected to the P port of the three-position four-way solenoid directional valve II, the pressure oil at the T port of the cartridge valve III flows back to the oil tank through the P port of the three-position four-way solenoid directional valve II and the O port of the three-position four-way solenoid directional valve II, the A port of the cartridge valve III is connected to the P port of the cartridge valve III; the pressure oil output by the oil pump is input to the P port of the cartridge valve IV through the one-way valve I, the one-way valve VI, the A port of the three-position four-way solenoid directional valve II and the T port of the three-position four-way solenoid directional valve II, the pressure oil at the P port of the cartridge valve IV is input to the hydraulic control port of the two-position three-way solenoid directional valve I through the throttle valve II, controlling the two-position three-way solenoid directional valve I to work in the right position, the two-position three-way solenoid directional valve Ⅱ is connected to the T port of the two-position three-way solenoid directional valve Ⅱ; the pressure oil output by the oil pump is input to the T port of the cartridge valve Ⅰ through the one-way valve Ⅱ, the A port of the three-position four-way solenoid directional valve Ⅰ, and the P port of the three-position four-way solenoid directional valve Ⅰ. The working oil of the hydraulic cylinder B1 of the driving wheel is input to the hydraulic cylinder B2 of the driven wheel through the A port of the cartridge valve Ⅱ, the P port of the cartridge valve Ⅱ, the P port of the two-position three-way solenoid directional valve Ⅰ, the T port of the two-position three-way solenoid directional valve Ⅰ, the cooler Ⅰ, the one-way valve Ⅴ, the P port of the cartridge valve Ⅲ, and the A port of the cartridge valve Ⅲ, reducing the working oil pressure of the hydraulic cylinder B1 of the driving wheel, increasing the axial movement rate of the movable cone wheel of the driving wheel, further increasing the radial movement rate of the metal belt toward the cone bottom of the driving wheel, and further increasing the working oil pressure of the hydraulic cylinder B2 of the driven wheel, thereby increasing the actual clamping force of the hydraulic cylinder B2 of the driven wheel; 5) The speed sensors I and II transmit the speed signals of the CVT driving wheel and driven wheel to the electronic control unit in real time. The electronic control unit calculates the actual speed ratio r by measuring the speed of the movable bevel gear of the CVT driving wheel and the movable bevel gear of the driven wheel; 6) comparing the actual speed ratio r with the optimal target speed ratio r1 in real time until the actual speed ratio r is consistent with the optimal target speed ratio r1, the electronic control unit controls the three-position four-way solenoid reversing valve I to operate in the neutral position, the O port of the three-position four-way solenoid reversing valve I is connected to the oil tank, the A port of the three-position four-way solenoid reversing valve I is connected to the P port of the three-position four-way solenoid reversing valve I and the T port of the three-position four-way solenoid reversing valve I, the A port of the three-position four-way solenoid reversing valve I is connected to the oil outlet of the check valve IV, the pressure oil at the T port of the cartridge valve I and the T port of the cartridge valve II cannot flow out, and the hydraulic locking circuit formed by the cartridge valve I and the cartridge valve II is used to maintain the driving wheel hydraulic pressure required by the continuously variable transmission at the target speed ratio r1; 7) The electronic control unit measures the hydraulic pressure of the driven wheel hydraulic cylinder B2 through pressure sensor II and calculates the actual clamping force F; 8) The actual clamping force F is compared with the target clamping force F1 in real time. After the actual clamping force F is consistent with the target clamping force F1, the oil pump is turned off, and the electronic control unit controls the three-position four-way solenoid reversing valve II to operate in the middle position. The O port of the three-position four-way solenoid reversing valve II is connected to the oil tank, the A port of the three-position four-way solenoid reversing valve II is connected to the P port of the three-position four-way solenoid reversing valve II and the T port of the three-position four-way solenoid reversing valve II, the A port of the three-position four-way solenoid reversing valve II is connected to the oil outlet of the check valve VI, and the pressure oil at the T port of the cartridge valve III and the T port of the cartridge valve IV cannot flow out; the hydraulic locking circuit formed by the cartridge valve III and the cartridge valve IV is used to maintain the clamping force of the driven wheel required by the continuously variable transmission at the target speed ratio F1.

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