CN107985290B - Driving axle integrated with hydraulic auxiliary pneumatic braking device and control method thereof - Google Patents
Driving axle integrated with hydraulic auxiliary pneumatic braking device and control method thereof Download PDFInfo
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- CN107985290B CN107985290B CN201711453981.5A CN201711453981A CN107985290B CN 107985290 B CN107985290 B CN 107985290B CN 201711453981 A CN201711453981 A CN 201711453981A CN 107985290 B CN107985290 B CN 107985290B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The invention discloses a drive axle integrating a hydraulic auxiliary pneumatic brake device and a control method thereof. The integrated drive axle can make up for the defects of large installation space of a transmission system, heavy weight of an automobile chassis, long power transmission route and the like in the traditional hybrid power scheme; the stepped variable system based on the dual-mode working characteristic is adopted to replace the traditional hybrid variable system, so that the defects of high price, poor reliability and the like of the traditional hybrid core element are overcome; and judging the working state of the system according to the signals of the sensors acquired by the controller, further calculating the required displacement of the hydraulic pump/motor through a program, selecting the closest displacement combination scheme through a series of control algorithms, and controlling the reversing valve group through the controller to control the working state of the hydraulic pump/motor.
Description
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to a drive axle integrated with a hydraulic auxiliary air brake device and a control method thereof.
Background
With the growing shortage of world energy, the energy saving problem of automobiles is more and more focused, the urgent demands for energy and environment problems are that energy-saving and environment-friendly vehicles are developed, the world consensus is established, and the hybrid electric vehicles capable of delaying energy consumption and reducing pollution emission are the primary research focus of all countries in the world. In recent years, research on hydrostatic transmission hybrid vehicles has been greatly advanced, and great importance has been placed on governments, research institutions and car manufacturers. The technology utilizes the characteristic that the hydraulic pump/motor can work in four quadrants, recovers the kinetic energy wasted by the traditional vehicle during braking, and stores the recovered energy in the hydraulic accumulator, and can provide auxiliary power when the vehicle starts or accelerates, thereby reducing the installed power of the engine or improving the short-time driving capability of the vehicle, enabling the engine to work in more economic areas, reducing the oil consumption and reducing the harmful exhaust emission. The characteristic of high power density of the hydraulic system makes the technology especially suitable for medium and heavy load vehicles with frequent start-stop working conditions. Hydrostatic hybrid vehicles have been listed by the U.S. Environmental Protection Agency (EPA) as one of three key research aspects of energy efficient and environmentally friendly vehicles (electric hybrid vehicles, hydrostatic hybrid vehicles, and clean diesel technology).
The existing hybrid power scheme still uses an axle structure in a traditional hybrid power vehicle transmission system, an axle and a transfer case, wherein two independent components are connected through a transmission shaft, and the structure mainly has the following defects: the transmission system has the advantages of (1) large installation space, large weight of the chassis of the automobile, (2) long power transmission route, reduced transmission efficiency, poor transmission performance, more parts and high manufacturing and installation cost.
The key elements in the existing hydraulic hybrid power system, namely the secondary elements, are plunger type variable elements, which are extremely sensitive to oil pollution and have poor reliability; the problems of slow variable response, zero drift, easy interference and the like exist in the control. Not only are the secondary components, but also the plunger type variable displacement pump and motor have the problems described above, and their high cost also becomes a factor that must be considered by the hydraulic system user. Meanwhile, the traditional analog quantity control variable mode, especially the servo control with feedback, needs to carry out A/D, D/A conversion for a plurality of times, and transcoding errors and hysteresis are easy to generate. These drawbacks have prevented hydraulic hybrid technology to some extent from developing and using. With the increasing popularity of digital control technology, the above problems can be well overcome by adopting a discrete variable mode which can be directly connected with a digital control mode.
Chinese patent publication No. CN102141040B, publication date is 2016, 12 and 14, and the invention is named as a multi-gear pump stepped variable system, which is applied for Jilin university. The patent adopts a stepped variable system formed by a plurality of constant displacement pumps/motors, and utilizes the pump/motor with the lowest displacement in the combined sequence as the minimum gradient of the variable, and the step adjustment of the displacement of the pump/motor is realized through the logic control of a common switch valve. The components of the hydraulic system are reformed by adopting a series gear pump/motor, and the hydraulic system has the advantages of strong self-absorption capacity, mature domestic technology, low price and the like, but the stepped transition of the displacement of the stepped variable in the variable process can cause the phenomena of impact in a hydraulic pipeline, buffeting of the system and the like, so that the system reliability is easily reduced on one hand, the comfort of operators is possibly deteriorated on the other hand, and the defect is a great problem for limiting the development of the technology to be applied to hybrid vehicles.
The hydraulic pump/motor is a hydraulic component with reversible operation mode. In a step variable digital hydraulic pump/motor, the combination unit therein can be operated in both modes of the pump or the motor by utilizing the change of the oil passage. When the pump works in a pump mode, mechanical energy is absorbed, and hydraulic energy is output; when the motor operates in a motor mode, hydraulic energy is absorbed, and mechanical energy is output. Based on the above principle, a combination of greatly increased displacement is possible if the mechanical-hydraulic energy is distributed and converted inside the multistage variable digital hydraulic pump/motor.
Disclosure of Invention
The invention solves the technical problems of large installation space of a transmission system, large weight of an automobile chassis, long power transmission route, low transmission efficiency, poor transmission performance, more parts, high manufacturing and installation cost, high price of a core secondary element, sensitivity to oil pollution, poor reliability, slow variable response, zero drift and easy interference in control, and the defects of torque impact, system buffeting and the like of a traditional stepped variable control system in the traditional hybrid power scheme.
In order to solve the technical problems, the invention is realized by adopting the following technical scheme:
the driving axle of the integrated hydraulic auxiliary pneumatic brake device comprises an original vehicle transmission system, wherein the original vehicle transmission system comprises an engine, a gearbox, a rotating speed sensor, a brake pedal, an angular velocity sensor at the brake pedal, an accelerator pedal, an angular velocity sensor at the accelerator pedal, a main clutch, a right wheel, a right friction brake, a left wheel and a left friction brake, and the hydraulic auxiliary brake system comprises the following components: the hydraulic pump/motor group, clutch, reversing valve group, pressure sensor, accumulator, normally open stop valve, normally closed stop valve, overflow valve, oil tank, filter, thermometer, the drive axle integrating the functions of distributing power, differential and driving wheels into a whole, namely transfer case, drive axle housing, differential housing, differential planetary gear shaft, differential half-shaft gear I, differential planetary gear, differential half-shaft gear II, main reducer driven bevel gear, main reducer driving bevel gear, controller and flange.
Preferably, the differential comprises a differential shell, a differential planetary gear shaft, a differential side gear I, a differential planetary gear and a differential side gear II, and the main speed reducer comprises a main speed reducer driven bevel gear and a main speed reducer driving bevel gear. The driven bevel gears of the main speed reducer are fixed on the flange of the differential shell through bolts or rivets, the shaft necks of the planetary gear shafts are embedded in holes formed by corresponding grooves on the end face of the differential shell, two differential planetary gears are sleeved on the shaft necks on two sides in a floating mode and are respectively meshed with the first differential side gear and the second differential side gear, the shaft necks of the side gears are respectively arranged in corresponding seat holes of the differential shell and are connected with the half shafts through splines, and the transfer case is meshed with the driven bevel gears of the main speed reducer.
The original vehicle transmission system consists of an engine, a gearbox, a rotation speed sensor, a brake pedal angular velocity sensor, a brake pedal, an accelerator pedal angular velocity sensor, a main clutch, a right wheel, a right friction brake, a left wheel, a left friction brake and the like, wherein the engine, the main clutch, the gearbox and the rotation speed sensor are sequentially and coaxially connected, an output shaft of the rotation speed sensor is coaxially connected with a main speed reducer driving bevel gear in a driving axle housing, the brake pedal angular velocity sensor, the accelerator pedal and the accelerator pedal angular velocity sensor are arranged in a cab, and a left wheel half shaft is connected with the left wheel through the left friction brake and a right wheel half shaft is connected with the right wheel through the right friction brake.
Preferably, the clutch is an electromagnetic clutch.
The output shaft of the transfer case is matched with the input hole of the clutch, the output hole of the clutch is matched with the shaft of the hydraulic pump/motor group, and the hydraulic pump/motor group is fixed on the axle housing through a flange.
The reversing valve adopted in the reversing valve bank is a three-position four-way electromagnetic reversing valve or an electro-hydraulic reversing valve with a p-type median function, or a combination of the three-position four-way electromagnetic reversing valve or the electro-hydraulic reversing valve with the p-type median function and other valves achieving the same functional effect.
Preferably, the hydraulic pump/motor employed in the hydraulic pump/motor group is a gear pump motor.
The hydraulic pump/motor group comprises at least two hydraulic pump/motors with different displacement, and each hydraulic pump/motor is connected by a through shaft. Each hydraulic pump/motor corresponds to one reversing valve, the P port of each hydraulic pump/motor is connected with the P port of the reversing valve, the T port of each reversing valve is connected with the T port of the corresponding hydraulic pump/motor, the hydraulic pump/motor is connected with an oil tank after passing through a filter through the B port of the reversing valve, the A port of each reversing valve is connected with a total oil port, the total oil port is divided into two paths, one path of the total oil port is connected with an accumulator through a frequently opened stop valve, and the other path of the total oil port is connected with a return oil tank through a frequently closed stop valve. The accessories of the oil tank are provided with a thermometer.
The digital output end of the controller is respectively connected with the controlled end of the reversing valve and the controlled end of the clutch, the analog output end of the controller is respectively connected with the controlled end of the pneumatic braking system (not shown) and the controlled end of the engine, and the analog input end is connected with the output end of the angular velocity sensor at the position of the brake pedal, the output end of the angular velocity sensor at the position of the accelerator pedal, the output end of the rotating speed sensor and the output end of the pressure sensor.
The invention controls the working position of each reversing valve in the reversing valve group, and further controls the corresponding hydraulic pump/motor to work in a pump state, a motor state or an idle state respectively, so that the mechanical-hydraulic energy is distributed and converted in the multistage variable digital hydraulic pump/motor, and the displacement graded change is realized. When the reversing valve works in the left position, the T port of the corresponding hydraulic pump/motor absorbs oil from the oil tank through the reversing valve and works in the hydraulic pump state, and when the reversing valve works in the right position, high-pressure oil discharged by the hydraulic pump/motor or the energy accumulator coaxially in the hydraulic pump state enters the corresponding hydraulic pump/motor through the A-T oil way of the reversing valve and drives the corresponding hydraulic pump/motor to work in the motor state. When the reversing valve is in the middle position, one part of oil liquid discharged by the corresponding hydraulic pump/motor enters the hydraulic pump/motor through the reversing valve and circulates in the pump to enable the hydraulic pump/motor to idle, and the other part of oil liquid flows back to the oil tank after passing through the hydraulic pump/motor, so that heat dissipation is facilitated, and the corresponding hydraulic pump/motor is in an unloading state.
The expression of the effective displacement of the hydraulic pump/motor of the hydraulic auxiliary system is V=a 1 V 1 +a 2 V 2 +a 3 V 3 +……+a n V n ，a n The value of (2) is-1, 0 or 1, and n is a natural number greater than or equal to 2. To maintain the displacement gradient, the hydraulic pump/motor displacement is varied by V n ＝V 1 3 n-1 The displacement after combination can be 0, V 1 ，V 2 -V 1 ，V 2 ，V 1 +V 2 ，V 3 -V 1 -V 2 ，V 3 -V 2 ，……，V 1 +V 2 +…V n The value is taken in the range, and the displacement is the minimum displacement V 1 For step change, the variable range is 0 to (3) n -1)/2, the number of variable stages is (3) n +1)/2。
The control method of the drive axle of the integrated hydraulic auxiliary pneumatic brake device comprises the following steps:
and (3) signal detection: four paths of analog signals are collected through a sensor: angle alpha of accelerator pedal m Angle alpha of brake pedal p Judging and calculating data according to the rotation speed v of the transmission shaft and the pressure p of the energy accumulator;
and (3) working condition selection: judging the working state of the hydraulic system according to the acquired signals of the accelerator pedal and the brake pedal; when the signal output is carried out on the accelerator pedal, namely the vehicle is in a driving process, and when the signal output is carried out on the brake pedal, namely the vehicle is in a braking process;
the driving process control method comprises the following steps: if the driving torque provided by the hydraulic hybrid power system can meet the required driving torque, the hydraulic hybrid power system singly drives the vehicle, otherwise, the engine provides supplementary driving torque to meet the required torque; when the rotation speed v of the transmission shaft exceeds a certain range, the electromagnetic clutch is disconnected, the original vehicle driving system singly drives the vehicle, and otherwise, the following control is continuously executed: first, a target torque is calculated, t=k m α m Wherein K is m To drive the gain factor, next, the displacement demand is calculated as v=2pi T/p, and finally, according to the different target displacements V, V is calculated from V 1 ,V 2 -V 1 ,V 2 ,V 1 +V 2 ,V 3 -V 1 -V 2 ，V 3 -V 2 ，……，V 1 +V 2 +……V n The combination of the hydraulic pump/motor group 14 closest to the scheme is selected, and the controller controls the reversing valve group to realize the control of the displacement combination of the hydraulic pump/motor group, thereby realizing the constant torque starting;
the braking process control method comprises the following steps: firstly, judging the pressure of a hydraulic system, and if the pressure of the hydraulic system is larger than the highest working pressure of the system, disconnecting the electromagnetic clutch, and disconnecting the hydraulic system when the displacement of the hydraulic pump/motor group is zero; secondly, when the pressure of the hydraulic system is normal, the real-time speed v of the transmission shaft measured by the rotation speed sensor is substituted into a formula
Calculating the braking strength; finally, judging the magnitude of the braking strength Z, if the braking strength Z is more than or equal to 0.7, the system enters into the tight stateA sudden braking mode, wherein if the braking strength Z is less than 0.7, the braking system is in a service braking mode; />
Emergency braking mode control flow: the electromagnetic clutch is engaged, the displacement of the hydraulic pump/motor group is kept at the maximum value, and the pneumatic braking is calculated according to the corresponding braking percentage;
the control flow of the service braking mode comprises the following steps: firstly, judging whether the vehicle is in a forward state or not according to neutral gear and reverse gear states; secondly, judging whether the hydraulic system participates in braking according to the rotation speed of the secondary element: when the rotation speed of the hydraulic pump/motor is greater than the minimum effective rotation speed, the braking preferentially adopts hydraulic braking torque, and the braking torque is calculated according to the formula T=K p α p Calculation of K p As a braking torque gain coefficient, the hydraulic braking torque deficiency part is compensated by the pneumatic braking torque, the required displacement of the hydraulic pump/motor is calculated according to the formula V=2pi T/p, and according to different target displacements V, the hydraulic pump/motor is driven by the hydraulic pump/motor from V 1 ,V 2 -V 1 ,V 2 ,V 1 +V 2 ,V 3 -V 1 -V 2 ，V 3 -V 2 ，……，V 1 +V 2 +……V n The combination of the hydraulic pump/motor groups (14) closest to the scheme is selected, the reversing valve group (13) is controlled by the controller (29), the control of the displacement combination of the hydraulic pump/motor groups (14) is realized, and then the constant torque control is realized; when the hydraulic pump/motor speed is less than its minimum effective speed, the hydraulic system is completely shut off.
Compared with the prior art, the invention has the beneficial effects that:
the drive axle of the integrated hydraulic auxiliary pneumatic braking device enables the transfer case, the differential mechanism and the main speed reducer to be integrally driven, omits a drive shaft, shortens a driving route, improves the mechanical efficiency in a driving system, simultaneously completes the functions of distributing power, differentiating, driving wheels and the like to the hydraulic auxiliary braking system, ensures that the traditional system has compact structure, lightens the mass and is beneficial to the weight reduction of an automobile chassis.
Compared with the traditional hybrid power system, the drive axle of the integrated hydraulic auxiliary pneumatic brake device and the control method thereof solve the problems of high price, extremely sensitive oil pollution, poor reliability, slow variable response, zero drift, easy interference and the like of the traditional core secondary element, and solve the problems of easy transcoding error and hysteresis by adopting an electromagnetic reversing valve or an electrohydraulic reversing valve for control, and the traditional analog quantity control variable mode, particularly the problem that multiple A/D, D/A conversions are needed in servo control with feedback.
Compared with the traditional stepped variable system, the stepped variable system based on the dual-mode working characteristic of the digital hydraulic pump/motor can realize smaller variable gradients by using the same combined unit number or realize the same displacement adjustment range by using the fewer combined unit numbers, thereby effectively reducing the displacement gradients or expanding variable progression, having good effects on reducing variable pressure impact, improving system buffeting, greatly improving the action smoothness and stability of the stepped variable system, and greatly improving the service life of mechanical elements, the reliability of the system and the comfort of operators.
Drawings
Fig. 1 is a schematic structural view of a drive axle of an integrated hydraulic auxiliary pneumatic brake device according to the present invention.
In the figure: 1. an angular velocity sensor at the brake pedal, 2 a brake pedal, 3 an accelerator pedal, 4 an angular velocity sensor at the accelerator pedal, 5 a pressure sensor, 6 an accumulator, 7 a normally open shut-off valve, 8 a normally closed shut-off valve, 9 an overflow valve, 10 an oil tank, 11 a filter, 12 a thermometer, 13 a reversing valve group, 14 a hydraulic pump/motor group, 15 a flange, 16 a clutch, 17 a transfer case, 18 a left side wheel, 19 a left side friction brake, 20 a drive axle housing, the vehicle comprises a differential, 21-1, a differential housing, 21-2, differential planet shafts, 21-3, differential side gears one, 21-4, differential side gears two, 21-5, differential planet gears 22, final drive, 22-1, final drive driven gears 22-2, final drive gears 23, a final clutch, 24, an engine, 25, a gearbox, 26, a speed sensor, 27, a right friction brake, 28, right wheels, 29 and a controller.
Detailed description of the preferred embodiments
The invention is described in detail below with reference to the attached drawing figures:
referring to fig. 1, a drive axle integrated with a hydraulic auxiliary air brake device and a control method thereof comprise an original vehicle transmission system, wherein the original vehicle transmission system comprises an engine 24, a gearbox 25, a rotating speed sensor 26, a brake pedal 2, an angular velocity sensor 1 at the brake pedal, an accelerator pedal 3, an angular velocity sensor 4 at the accelerator pedal, a main clutch 23, a right wheel 28, a right friction brake 27, a left wheel 18, a left friction brake 19 and a hydraulic auxiliary brake system: the hydraulic pump/motor group 14, the clutch 16, the reversing valve group 13, the pressure sensor 5, the energy accumulator 6, the normally open stop valve 7, the normally closed stop valve 8, the overflow valve 9, the oil tank 10, the filter 11, the thermometer 12 and the drive axle integrating the functions of distributing power, differentiating, driving wheels and the like into a whole: the transfer case 17, the driving axle housing 20, the differential 21, the differential housing 21-1, the differential planetary gear shaft 21-2, the differential side gear one 21-3, the differential side gear two 21-4, the differential planetary gear 21-5, the final drive 22, the final drive driven bevel gear 22-1, the final drive bevel gear 22-2, the controller 29, and the flange 15.
In this embodiment, the differential 21 includes a differential case 21-1, a differential planetary gear shaft 21-2, a differential side gear one 21-3, a differential side gear two 21-4, and a differential planetary gear 21-5, and the final drive 22 includes a final drive bevel gear 22-1 and a final drive bevel gear 22-2. The driven bevel gears 22-1 of the main speed reducer are fixed on the flange of the differential case 21-1 by bolts or rivets (not shown), the journals of the planetary gear shafts 21-2 are embedded in holes formed by corresponding grooves on the end face of the differential case 21-1, two differential planetary gears 21-5 are sleeved on the journals on both sides in a floating manner, and are respectively meshed with the first differential side gear 21-3 and the second differential side gear 21-4, the journals of the side gears are respectively arranged in corresponding seat holes of the differential case 21-1 and are connected with the half shafts by splines, and the transfer case 17 is meshed with the driven bevel gears 22-1 of the main speed reducer.
The original vehicle transmission system consists of an engine 24, a gearbox 25, a rotation speed sensor 26, a brake pedal angular velocity sensor 1, a brake pedal 2, an accelerator pedal 3, an accelerator pedal angular velocity sensor 4, a main clutch 23, a right wheel 28, a right friction brake 27, a left wheel 18, a left friction brake 19 and the like, wherein the engine 24, the main clutch 23, the gearbox 25 and the rotation speed sensor 26 are sequentially and coaxially connected, an output shaft of the rotation speed sensor 26 is coaxially connected with a main speed reducer drive bevel gear 22-2 in a driving axle housing 20, the brake pedal 2, the brake pedal angular velocity sensor 1, the accelerator pedal 3 and the accelerator pedal angular velocity sensor 4 are arranged in a cab, a left wheel half axle is connected with the left wheel 18 through the left friction brake 19, and a right wheel half axle is connected with the right wheel 28 through the right friction brake 27.
In this embodiment, the clutch 16 is an electromagnetic clutch.
The output shaft of the transfer case 17 is fitted with the input hole of the clutch 16, the output hole of the clutch 16 is fitted with the shaft of the hydraulic pump/motor unit 14, and the hydraulic pump/motor unit 14 is fixed to the transaxle case 20 through the flange 15.
In this embodiment, the reversing valve used in the reversing valve group 13 is a three-position four-way electromagnetic reversing valve having a p-type median function, and the hydraulic pump/motor used in the hydraulic pump/motor group 14 is a gear pump motor.
The hydraulic pump/motor set 14 includes at least two hydraulic pump/motors of different displacement, each of which is connected by a through shaft. Each hydraulic pump/motor corresponds to one reversing valve, the P port of each hydraulic pump/motor is connected with the P port of the reversing valve, the T port of each reversing valve is connected with the T port of the corresponding hydraulic pump/motor, the hydraulic pump/motor is connected with the oil tank 10 after passing through the filter through the B port of the reversing valve, the A port of each reversing valve is connected with the total oil port, the total oil port is divided into two paths, one path of the total oil port is connected with the energy accumulator 6 through the frequently opened stop valve 7, and the other path of the total oil port is connected with the oil return tank 10 through the frequently closed stop valve 8. The fuel tank 10 is attached to a thermometer 12.
The digital output end of the controller 29 is respectively connected with the controlled end of the reversing valve and the controlled end of the clutch 16, the analog output end of the controller 29 is respectively connected with the controlled end of the pneumatic braking system (not shown) and the controlled end of the engine 24, and the analog input end is connected with the output end of the angular velocity sensor 1 at the brake pedal, the output end of the angular velocity sensor 4 at the accelerator pedal, the output end of the rotating speed sensor 26 and the output end of the pressure sensor 5.
The invention controls the working position of each reversing valve in the reversing valve group 13, and further controls the corresponding hydraulic pump/motor to work in a pump state, a motor state or an idle state respectively, so that mechanical-hydraulic energy is distributed and converted in the multistage variable digital hydraulic pump/motor, and the displacement is changed in a step manner. When the reversing valve works leftwards, the T port of the corresponding hydraulic pump/motor absorbs oil from the oil tank 10 through the reversing valve and works in the hydraulic pump state, and when the reversing valve works rightwards, high-pressure oil coaxially discharged by the hydraulic pump/motor in the hydraulic pump state or the energy accumulator 6 enters the corresponding hydraulic pump/motor through the A-T oil way of the reversing valve and drives the corresponding hydraulic pump/motor to work in the motor state. When the reversing valve is in the middle position, one part of oil liquid discharged by the corresponding hydraulic pump/motor enters the hydraulic pump/motor through the reversing valve and circulates in the pump to enable the hydraulic pump/motor to idle, and the other part of oil liquid flows back to the oil tank 10 after passing through the hydraulic pump/motor, so that heat dissipation is facilitated, and the corresponding hydraulic pump/motor is in an unloading state.
The expression of the effective displacement of the hydraulic pump/motor set 14 of the hydraulic auxiliary system according to the present invention is v=a 1 V 1 +a 2 V 2 +a 3 V 3 +……+a n V n ，a n The value of (2) is-1, 0 or 1, and n is a natural number greater than or equal to 2. To maintain the displacement gradient, the hydraulic pump/motor displacement is varied by V n ＝V 1 3 n-1 The displacement after combination can be 0, V 1 ,V 2 -V 1 ,V 2 ,V 1 +V 2 ,V 3 -V 1 -V 2 ，V 3 -V 2 ，……，V 1 +V 2 +……V n The value is taken in the range, and the displacement is the minimum displacement V 1 For step change, the variable range is 0 to (3) n -1)/2, the number of variable stages is (3) n +1)/2。
Principle of operation of a hydraulic auxiliary brake system:
when the hydraulic auxiliary braking system participates in the auxiliary whole vehicle braking system, the sum of the displacement of the hydraulic pump/motor in the pump working condition in the hydraulic pump/motor group 14 is larger than the sum of the displacement of the hydraulic pump/motor in the motor working condition, namely the hydraulic pump/motor group 14 can be equivalent to one hydraulic pump/motor in the pump working condition, and is coordinated with the original vehicle braking system to provide braking torque together, part of braking energy is recovered, the hydraulic pump/motor in the pump working condition absorbs oil from the oil tank 10 through a reversing valve and charges the oil to the accumulator 6 through the reversing valve, so that the kinetic energy of the vehicle is converted into liquid pressure energy to be stored in the accumulator 6; when the vehicle starts and accelerates, the accumulator 6 releases high-pressure oil to drive the hydraulic pump/motor group 14 to work under the motor working condition, the pressure of the liquid in the accumulator 6 is converted into kinetic energy, and the kinetic energy is coordinated with the original vehicle engine to provide the moment required by the vehicle when the vehicle starts or accelerates.
The control method of the drive axle of the integrated hydraulic auxiliary pneumatic brake device is characterized by comprising the following steps of:
signal detection, namely collecting four paths of analog signals through a sensor: angle alpha of accelerator pedal 3 m Angle alpha of brake pedal 2 p And judging and calculating data by the rotation speed v of the transmission shaft and the pressure p of the energy accumulator 6.
And the working condition selection is to judge the working state of the hydraulic system according to the acquired signals of the accelerator pedal 3 and the brake pedal 2.
When the accelerator pedal 3 has a signal output, i.e. the vehicle is in a driving process, and when the brake pedal 2 has a signal output, i.e. the vehicle is in a braking process.
The driving process control method comprises the following steps:
if the drive torque provided by the hydraulic hybrid system is capable of meeting the demand drive torque, the vehicle is driven solely by the hydraulic hybrid system, otherwise a supplemental drive torque is provided by the engine 24 to meet the demand torque.
When the rotation speed v of the transmission shaft exceeds a certain range, the electromagnetic clutch 16 is disconnected, the original vehicle driving system singly drives the vehicle, and the following control is continuously executed on the contrary:
calculating a target torque:
T＝K m α m (1) Wherein K is m For driving the gain factor;
calculating displacement demand v=2pi T/p (2);
according to different target displacement V, slave V 1 ,V 2 -V 1 ,V 2 ,V 1 +V 2 ,V 3 -V 1 -V 2 ，V 3 -V 2 ，……，V 1 +V 2 +……V n The combination of the hydraulic pump/motor group 14 closest to the scheme is selected, the reversing valve group 13 is controlled by the controller 29, the control of the displacement combination of the hydraulic pump/motor group 14 is realized, and then the constant torque starting is realized.
The braking process control method comprises the following steps:
this time is divided into two modes, emergency braking and service braking. The calculation formula of the braking strength is as follows:
wherein: g-gravity acceleration
When Z is more than or equal to 0.7, the system considers the vehicle to be in an emergency braking mode, and when the braking strength Z is less than 0.7, the system considers the vehicle to be in a service braking mode.
The control flow is as follows: firstly, judging the pressure of a hydraulic system, and if the pressure of the hydraulic system is larger than the highest working pressure of the system, disconnecting the electromagnetic clutch 16 and disconnecting the hydraulic system when the displacement of the hydraulic pump/motor group 14 is zero; secondly, when the pressure of the hydraulic system is normal, substituting the real-time speed v of the transmission shaft measured by the rotation speed sensor 26 into a formula (3) to calculate the braking strength; and finally, judging the magnitude of the braking intensity Z, if the braking intensity Z is more than or equal to 0.7, entering an emergency braking mode by the system, and if the braking intensity Z is less than 0.7, putting the braking system into a service braking mode.
Emergency braking mode control flow: the electromagnetic clutch 16 is engaged, the displacement of the hydraulic pump/motor set 14 is kept at a maximum value, and the pneumatic brake is calculated according to the corresponding braking percentage;
the control flow of the service braking mode comprises the following steps: firstly, judging whether the vehicle is in a forward state or not according to neutral gear and reverse gear states; secondly, judging whether the hydraulic system participates in braking according to the rotation speed of the secondary element: when the rotation speed of the hydraulic pump/motor is greater than the minimum effective rotation speed, the braking preferentially adopts hydraulic braking torque, and the braking torque is calculated according to the formula T=K p α p (4) Wherein K is p As the braking torque gain coefficient, the hydraulic braking torque deficiency part is compensated by the pneumatic braking torque, the required displacement of the hydraulic pump/motor is calculated according to the formula (2), and according to different target displacement V, the hydraulic pump/motor is driven by the hydraulic pump/motor to move from V 1 ,V 2 -V 1 ,V 2 ,V 1 +V 2 ,V 3 -V 1 -V 2 ，V 3 -V 2 ，……，V 1 +V 2 +……V n The combination of the hydraulic pump/motor group 14 closest to the scheme is selected, the reversing valve group 13 is controlled by the controller 29, the control of the displacement combination of the hydraulic pump/motor group 14 is realized, and then the constant torque control is realized; when the hydraulic pump/motor speed is less than its minimum effective speed, the hydraulic system is completely shut off.
The specific application example of the hydraulic pump/motor set 14 displacement combination method is as follows:
below, with n=3, v 1 =10ml/r (No. i), V 2 =30ml/r (No. ii), V 3 The hydraulic pump/motor set 14 displacement combination method of the present invention will be described with reference to an example of =90 mL/r (iii).
n＝3，V 1 =10ml/r (No. i), V 2 The equivalent of pump displacement and corresponding reversing valve states that can be produced are shown in table 1 for 30mL/r (No. ii), v3=90 mL/r (No. iii), and table 2 for motor displacement and corresponding reversing valve states ("+" indicates that the reversing valve is energized and "—" indicates that the reversing valve is de-energized).
TABLE 1
| 1DT | 1YA | 2DT | 2YA | 3DT | 3YA | Displacement (mL/r) |
| + | ─ | ─ | ─ | ─ | ─ | 10 |
| ─ | + | + | ─ | ─ | ─ | 20 |
| ─ | ─ | + | ─ | ─ | ─ | 30 |
| + | ─ | + | ─ | ─ | ─ | 40 |
| ─ | + | ─ | + | + | ─ | 50 |
| ─ | ─ | ─ | + | + | ─ | 60 |
| + | ─ | ─ | + | + | ─ | 70 |
| ─ | + | ─ | ─ | + | ─ | 80 |
| ─ | ─ | ─ | ─ | + | ─ | 90 |
| + | ─ | ─ | ─ | + | ─ | 100 |
| + | ─ | + | ─ | + | ─ | 110 |
| ─ | ─ | + | ─ | + | ─ | 120 |
| + | ─ | + | ─ | + | ─ | 130 |
TABLE 2
During auxiliary braking, the controller selects the actual pump motor displacement according to the calculated pump motor required displacement, and the selection program refers to the rounding principle. Referring to Table 1, when the pump motor displacement is calculated to be 5 to 14.9mL/r, when the pump motor displacement is controlled to be 10mL/r, when the pump motor displacement is controlled to be 15 to 24.9mL/r, the pump motor displacement is controlled to be 20mL/r, when the pump motor displacement is calculated to be 25 to 34.9mL/r, the pump motor displacement is controlled to be 30mL/r, when the pump motor displacement is calculated to be 35 to 44.9mL/r, the pump motor displacement is controlled to be 40mL/r, when the pump motor displacement is calculated to be 45 to 54.9mL/r, the pump motor displacement is controlled to be 50mL/r, when the pump motor displacement is calculated to be 55 to 64.9mL/r, the pump motor displacement is controlled to be 60mL/r, when the pump motor displacement is calculated to be 65-74.9mL/r, the pump motor displacement is controlled to be 70mL/r, when the pump motor displacement is calculated to be 75-84.9mL/r, the pump motor displacement is controlled to be 80mL/r, when the pump motor displacement is calculated to be 85-94.9mL/r, the pump motor displacement is controlled to be 90mL/r, when the pump motor displacement is calculated to be 95-104.9mL/r, the pump motor displacement is controlled to be 100mL/r, when the pump motor displacement is calculated to be 105-114.9mL/r, the pump motor displacement is controlled to be 110mL/r, when the pump motor displacement is calculated to be 115-124.9mL/r, the pump motor displacement is controlled to be 120mL/r, and when the pump motor displacement is calculated to be 125-134.9mL/r, the pump motor displacement is controlled to be 130mL/r.
In the auxiliary drive, the displacement combination method is the same as in the auxiliary brake, and refer to table 2.
The foregoing is only a preferred embodiment of the present invention, and the scope of the present invention is not limited to the foregoing examples, but all technical solutions belonging to the concept of the present invention are within the scope of the present invention. It should be noted that modifications and adaptations to the invention without departing from the principles thereof are intended to be within the scope of the invention as set forth in the following claims.
Claims (5)
1. The drive axle integrated with the hydraulic auxiliary air brake device is characterized by comprising an original vehicle transmission system, wherein the original vehicle transmission system comprises an engine (24), a gearbox (25), a rotating speed sensor (26), a brake pedal (2), a brake pedal angular velocity sensor (1), an accelerator pedal (3), an accelerator pedal angular velocity sensor (4), a main clutch (23), a right wheel (28), a right friction brake (27), a left wheel (18) and a left friction brake (19), and the hydraulic auxiliary brake system comprises the following components: the hydraulic pump/motor group (14), the clutch (16), the reversing valve group (13), the pressure sensor (5), the energy accumulator (6), the normally open stop valve (7), the normally closed stop valve (8), the overflow valve (9), the oil tank (10), the filter (11) and the thermometer (12), and the drive axle integrating functions of distributing power, differentiating, driving wheels and the like: a transfer case (17), a driving axle housing (20), a differential (21), a differential housing (21-1), a differential planetary gear shaft (21-2), a differential side gear I (21-3), a differential side gear II (21-4), a differential planetary gear (21-5), a main reducer (22), a main reducer driven bevel gear (22-1), a main reducer driving bevel gear (22-2), a controller (29) and a flange (15);
the differential (21) comprises a differential shell (21-1), a differential planetary gear shaft (21-2), a differential half-shaft gear I (21-3), a differential half-shaft gear II (21-4) and a differential planetary gear (21-5), and the main speed reducer (22) comprises a main speed reducer driven bevel gear (22-1) and a main speed reducer driving bevel gear (22-2); the driven bevel gear (22-1) of the main speed reducer is fixed on the flange of the differential case (21-1) by bolts or rivets, the journals of the planetary gear shafts (21-2) are embedded in holes formed by corresponding grooves on the end face of the differential case (21-1), two differential planetary gears (21-5) are sleeved on the journals on two sides in a floating mode, the differential planetary gears are respectively meshed with the first differential side gear (21-3) and the second differential side gear (21-4), the journals of the side gears are respectively arranged in corresponding seat holes of the differential case (21-1) and are connected with the half shafts by splines, and the transfer case (17) is meshed with the driven bevel gear (22-1) of the main speed reducer; an output shaft of the transfer case (17) is matched with an input hole of the clutch (16), an output hole of the clutch (16) is matched with a shaft of the hydraulic pump/motor set (14), and the hydraulic pump/motor set (14) is fixed on the driving axle housing (20) through a flange (15);
the hydraulic pump/motor group (14) comprises at least two hydraulic pump/motors with different displacement, and each hydraulic pump/motor is connected by a through shaft; each hydraulic pump/motor corresponds to one reversing valve in the reversing valve group (13), the P port of each hydraulic pump/motor is connected with the P port of the reversing valve, the T port of each reversing valve is connected with the T port of the corresponding hydraulic pump/motor, the hydraulic pump/motor is connected with the oil tank (10) after passing through the filter (11) through the B port of the reversing valve, the A port of each reversing valve is connected with the total oil port, the total oil port is divided into two paths, one path of the normally open stop valve (7) is connected with the energy accumulator (6), and the other path of the normally closed stop valve (8) is connected with the oil return tank (10);
the reversing valve adopted in the reversing valve group (13) is a three-position four-way electromagnetic reversing valve or an electro-hydraulic reversing valve with a p-type median function, or a combination of other valves which can achieve the same functional effect with the three-position four-way electromagnetic reversing valve or the electro-hydraulic reversing valve with the p-type median function;
the original vehicle transmission system consists of an engine (24), a gearbox (25), a rotation speed sensor (26), a brake pedal angular velocity sensor (1), a brake pedal (2), an accelerator pedal (3), an accelerator pedal angular velocity sensor (4), a main clutch (23), a right wheel (28), a right friction brake (27), a left wheel (18), a left friction brake (19) and the like, wherein the engine (24), the main clutch (23), the gearbox (25) and the rotation speed sensor (26) are coaxially connected in sequence, an output shaft of the rotation speed sensor (26) is coaxially connected with a main speed reducer driving bevel gear (22-2) in a driving axle housing (20), the brake pedal (2), the brake pedal angular velocity sensor (1), the accelerator pedal (3) and the accelerator pedal angular velocity sensor (4) are arranged in a driving cab, a left wheel half axle is connected with the left wheel (18) through the left friction brake (19), and a right wheel half axle is connected with the right wheel (28) through the right friction brake (27);
the digital output end of the controller (29) is respectively connected with the controlled end of the reversing valve in the reversing valve group (13) and the controlled end of the clutch (16), the analog output end of the controller (29) is respectively connected with the controlled end of the pneumatic braking system and the controlled end of the engine, and the analog input end is connected with the output end of the angular velocity sensor (1) at the brake pedal, the output end of the angular velocity sensor (4) at the accelerator pedal, the output end of the rotating speed sensor (26) and the output end of the pressure sensor (5).
2. The integrated hydraulic auxiliary pneumatic brake device transaxle of claim 1 wherein: the fuel tank (10) is provided with a thermometer (12) in an accessory way.
3. The integrated hydraulic auxiliary pneumatic brake device transaxle of claim 1 wherein: the clutch (16) is an electromagnetic clutch.
4. The integrated hydraulic auxiliary pneumatic brake device transaxle of claim 1 wherein: the expression of the effective displacement of the hydraulic pump/motor of the hydraulic auxiliary braking system is V=a 1 V 1 +a 2 V 2 +a 3 V 3 +……+a n V n ，a n The value of (2) is-1, 0 or 1, n is a natural number greater than or equal to 2, and the displacement of the hydraulic pump/motor is according to V in order to ensure that the displacement gradient is unchanged n ＝V 1 3 n-1 The displacement after combination can be 0, V 1 ,V 2 -V 1 ,V 2 ,V 1 +V 2 ,V 3 -V 1 -V 2 ，V 3 -V 2 ，……，V 1 +V 2 +……V n The value is taken in the range, and the displacement is the minimum displacement V 1 For step change, the variable range is 0 to (3) n -1)/2, the number of variable stages is (3) n +1)/2。
5. The method of controlling a transaxle of an integrated hydraulic auxiliary pneumatic brake device according to claim 1, comprising the steps of:
signal detection, namely collecting four paths of analog signals through a sensor: angle alpha of accelerator pedal (3) m Angle alpha of brake pedal (2) p Judging and calculating data according to the rotation speed v of the transmission shaft and the pressure p of the energy accumulator (6);
working condition selection, namely judging the working state of a hydraulic system according to the acquired signals of the accelerator pedal (3) and the brake pedal (2); when the accelerator pedal (3) has signal output, namely the vehicle is in a driving process, and when the brake pedal (2) has signal output, namely the vehicle is in a braking process;
the driving process control method comprises the following steps: if the drive torque provided by the hydraulic hybrid system is capable of meeting the demand drive torque, the vehicle is driven solely by the hydraulic hybrid system, otherwise a supplemental drive torque is provided by the engine (24) to meet the demand torque; when the rotation speed v of the transmission shaft exceeds a certain range, the clutch (16) is disconnected, the original vehicle driving system singly drives the vehicle, and the following control is continuously executed on the contrary: first, a target torque is calculated, t=k m α m Wherein K is m To drive the gain factor, next, the displacement demand is calculated as v=2pi T/p, and finally, according to the different target displacements V, V is calculated from V 1 ,V 2 -V 1 ,V 2 ,V 1 +V 2 ,V 3 -V 1 -V 2 ，V 3 -V 2 ，……，V 1 +V 2 +……V n The combination of the hydraulic pump/motor group 14 closest to the scheme is selected, the reversing valve group (13) is controlled by the controller (29), the control of the displacement combination of the hydraulic pump/motor group (14) is realized, and then the constant torque starting is realized;
the braking process control method comprises the following steps: firstly, judging the pressure of a hydraulic system, and if the pressure of the hydraulic system is larger than the highest working pressure of the system, disconnecting the clutch (16) and disconnecting the hydraulic system when the displacement of the hydraulic pump/motor group (14) is zero; secondly, when the pressure of the hydraulic system is normal, the real-time speed v of the transmission shaft measured by the rotation speed sensor (26) is substituted into a formula
Calculating the braking strength; finally, judging the magnitude of the braking strength Z,if the braking strength Z is more than or equal to 0.7, the system enters an emergency braking mode, and if the braking strength Z is less than 0.7, the braking system is in a service braking mode;
emergency braking mode control flow: the clutch (16) is engaged, the displacement of the hydraulic pump/motor set (14) is kept at a maximum value, and the pneumatic braking is calculated according to the corresponding braking percentage;
the control flow of the service braking mode comprises the following steps: firstly, judging whether the vehicle is in a forward state or not according to neutral gear and reverse gear states; secondly, judging whether the hydraulic system participates in braking according to the rotation speed of the secondary element: when the rotation speed of the hydraulic pump/motor is greater than the minimum effective rotation speed, the braking preferentially adopts hydraulic braking torque, and the braking torque is calculated according to the formula T=K p α p Calculation of K p As a braking torque gain coefficient, the hydraulic braking torque deficiency part is compensated by the pneumatic braking torque, the required displacement of the hydraulic pump/motor is calculated according to the formula V=2pi T/p, and according to different target displacements V, the hydraulic pump/motor is driven by the hydraulic pump/motor from V 1 ,V 2 -V 1 ,V 2 ,V 1 +V 2 ,V 3 -V 1 -V 2 ，V 3 -V 2 ，……，V 1 +V 2 +……V n The combination of the hydraulic pump/motor groups (14) closest to the scheme is selected, the reversing valve group (13) is controlled by the controller (29), the control of the displacement combination of the hydraulic pump/motor groups (14) is realized, and then the constant torque control is realized; when the hydraulic pump/motor speed is less than its minimum effective speed, the hydraulic system is completely shut off.
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