CN108087346A - A kind of hub hydraulic motor driving system accumulator flow control method - Google Patents
A kind of hub hydraulic motor driving system accumulator flow control method Download PDFInfo
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- CN108087346A CN108087346A CN201711345037.8A CN201711345037A CN108087346A CN 108087346 A CN108087346 A CN 108087346A CN 201711345037 A CN201711345037 A CN 201711345037A CN 108087346 A CN108087346 A CN 108087346A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B1/00—Installations or systems with accumulators; Supply reservoir or sump assemblies
- F15B1/02—Installations or systems with accumulators
- F15B1/04—Accumulators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/001—Servomotor systems with fluidic control
Abstract
The present invention provides a kind of hub hydraulic motor driving system accumulator flow control method, belong to oil-liquid hybrid electric vehicle control field, it is determined including vehicle front-wheel target drive torque, fixed displacement motor inlet pressure is determined based on front-wheel target drive torque, that is accumulator oil outlet pressure realizes the flow control of accumulator set pressure by DA control valves.The accumulator flow control method by the research to each component of accumulator assistant mode, excavates out the algebraic relation between front-wheel target drive torque and accumulator flow；Feedback control is carried out to fixed displacement motor inlet pressure in addition, being adjusted using increment type PID, realizes the on-line control of accumulator flow.Under the control of the control method, output driving torque energy and the front-wheel target drive torque of fixed displacement motor reach consistent, on the premise of accumulator power-assisted effect is ensured, are converted into mechanical energy by the hydraulic energy of accumulator is as much as possible, improve vehicle economy.
Description
Technical field
The present invention relates to a kind of hub hydraulic motor driving system accumulator flow control methods, belong to oil-liquid hybrid electric
Field of automobile control.
Background technology
In recent years, automobile industry is fast-developing, and application of the secondary adjusting hydrostatic drive technology in conventional truck obtains weight
Quantum jump, this technology gradually cause domestic and international research institution and the great attention of automaker.At home to hydraulic pressure skill
Application study of the art on automobile is concentrated mainly on colleges and universities, and relevant hydraulic-driven technology application is mostly moved in energy-saving and environment-friendly fluid
In terms of power coupled system, including parallel connection, series-parallel connection liquid-driving mixed power system etc., hydraulic brake technology application also more to be confined to brake
When hydraulic pressure perform configuration aspects research.At abroad, hydraulic-driven technology is applied to Eaton companies of the U.S. car and city is public
Hand over various types of vehicles such as car；Mitsubishi Corporation of Japan and M.A.N companies of Germany apply hydraulic energy-accumulating system public in city
It hands on car, and is used in the multiple cities in Europe and North America.
This patent is based on the hub motor hydraulic pressure auxiliary drive and brake energy recovering system patent applied in group, China
Patent publication No discloses a kind of hub hydraulic motor driving system for CN 105459978 A, date of publication 2016-04-06
Accumulator flow control method.Energy storage member of the accumulator as hub hydraulic motor driving system has driving power-assisted
With the function of energy regenerating.But due to large energy accumulation device from it is great, of high cost, arrangement is difficult, complete vehicle curb weight is big etc.
Factor, using less on real vehicle.In addition, the accumulator Power assisted control of real vehicle application is more extensive, only by accumulator
Bleeder valve is opened to drive front-wheel power-assisted, and the output torque of front-wheel is caused to be more than demand torque, makes driving wheel skidding or preceding rotation
Speed is too fast and drags rear wheel, causes power-assisted effect unobvious and energy dissipation.Therefore, the energy of accumulator how is rationally controlled
Amount makes the hydraulic energy of accumulator is as much as possible to be converted into the emphasis that mechanical energy is this patent research.
The content of the invention
The object of the present invention is to provide one kind to be applied to accumulator tapping control system by control process, has cost
Low, the characteristics of realtime control is good, and can effectively solve current control method and can not realize the hub motor hydraulic pressure of optimal control
Drive system accumulator flow control method, technology contents are：
The first step is probed into the relation of front-wheel target drive torque and fixed displacement motor inlet pressure, is specifically included：
Step 1.1：Fixed displacement motor output shaft is connected with wheel semiaxis, and the output torque of motor is wheel torque, by energy
Conservation theorem is measured to understand：
Δ pQ=Tωωωη (1.1)
Wherein, Δ p is poor for motor inlet and outlet pressure, unit Pa；Q be motor flow, unit m3/s；TωFor wheel driving force
Square, unit Ngm；ωωFor wheel angular velocity of rotation, unit rad/s；η is machinery driving efficiency.
Step 1.2：The pass of the relation formula and motor rotary speed and vehicle wheel rotational speed of motor displacement, rotating speed and motor flow is obtained
It is formula：
Wherein, D is motor displacement, units/ml/r；nmFor motor rotary speed, unit r/min；nωFor vehicle wheel rotational speed, unit r/
min。
Step 1.3：Formula (1.2), formula (1.3) is brought into formula (1.1) to obtain：
Known fixed displacement motor output shaft is connected with wheel semiaxis, i.e.,Obtain following formula：
The relation of the front-wheel target torque and fixed displacement motor inlet pressure is shown in formula (1.5), the i.e. discharge capacity in motor
Constant, on the premise of machinery driving efficiency is constant, motor inlet pressure determines front-wheel target drive torque, and present problem just turns
Turn to the target drive torque of front-wheel when seeking accumulator power-assisted.
Second step determines front-wheel target drive torque, specifically includes：
Step 2.1：Complete vehicle quality is identified based on least square recursive models, specific method includes：
Vehicle Longitudinal Dynamic Model is：
Ft=Fw+mgf+mgi+δma (2.1)
Wherein,
In formula, FtFor vehicle driving force；FwFor air drag；M is previous moment complete vehicle quality；F is coefficient of rolling resistance；i
For the gradient；δ is correction coefficient of rotating mass；TtqFor engine output shaft torque；igFor transmission gear ratio；i0For main reducing gear speed
Than；ηtFor mechanical efficiency of power transmission；R is vehicle wheel roll radius；CDFor air resistance coefficient；A is front face area；V is current vehicle speed.
Change into least squares formalism：
Ft-Fw=m (gf+gi+ δ a)+e (2.4)
Wherein, if Ftw=Ft-FwFor system output quantity, a_e=gf+gi+ δ a are observable data vector, and θ=m is to treat
The systematic parameter of identification, e are process white noise.
According to least square recursion method, the least square recursive models of load identification are obtained：
γ (k)=P (k-1) a_e (k) [a_e (k) P (k-1) a_e (k)+u (k)]-1 (2.6)
Wherein, forgetting factor is chosen by following rule：
U (t)=1-0.050.98t (2.8)
The least square recursive models can rapidly and accurately determine complete vehicle quality.
Step 2.2：Vehicle barycenter terrain clearance determines that specific method includes：
Wherein, G0For gross empty vehicle mass；h0For the barycenter terrain clearance of gross empty vehicle mass；GpFor cargo gross mass；hpFor goods
The barycenter terrain clearance of object gross mass；GaFor vehicle gross mass, Ga=G0+GP。
Step 2.3：Determining for front-wheel target drive torque, based on Full Vehicle Dynamics model, square is taken to front and back wheel earth point：
W1L+Fwhg+mg sinαhg+mahg- mg cos α B=0 (2.10)
-W2L+Fwhg+mg sinαhg+mahg+ mg cos α A=0 (2.11)
During accumulator power-assisted, speed is relatively low and assumes it is at the uniform velocity to travel, and the reaction of bearing that front and back wheel is obtained is：
W1=mg/L (cos α B-sin α hg) (2.12)
W2=mg/L (cos α A+sin α hg) (2.13)
Wherein, W1For the reaction of bearing of front-wheel；W2For the reaction of bearing of trailing wheel；α is onboard sensor and ramp algorithm for estimating
The gradient of obtained vehicle institute track；M is complete vehicle quality, estimates to obtain by the least square method recursive models of step 2.1；
hgFor height of center of mass, determine that method obtains by the vehicle barycenter terrain clearance of step 2.2；A is distance of the barycenter to front axle；B is
Barycenter is to the distance of rear axle；L is the distance between two axis；A is vehicle acceleration；FwFor air drag.
Defining driving torque distribution coefficient isThe driving torque that meaning is assigned to front axle accounts for vehicle driving
The ratio of torque.
The front-wheel drive torque determines that method is：The driving pedal signal of driver is parsed first, and obtaining vehicle needs
Torque is asked, driving torque distribution coefficient is multiplied by with vehicle demand torqueObtain actual front-wheel target drive torque.By formula
(1.5) know, fixed displacement motor inlet pressure can be obtained according to front-wheel target drive torque, which is accumulator oil outlet oil circuit
Pressure.
3rd step：DA control valves are added in accumulator vent line, accumulator oil outlet pressure is controlled, specifically includes：
Step 3.1：Probe into the relation of DA control valve outlet pressures and inlet pressure and spring force.When input pressure is P1,
Flow is Q1Fluid when, damping sheet both sides generate pressure differential deltap P, the pressure difference overcome spring force promote spool move to left, make control
Window is opened, pressure output control P3Fluid, P at this time3Difference in areas Δ A=A is acted on again1-A2On, generating one makes valve
Core moves to right the feedback force of closing control window, and at this moment spool is in equilbrium position.If ignore stable state axial direction hydraulic power on spool
It influences, then the homeostasis condition of spool work is：
P1A0=P2A3+P3(A1-A2)+F (3.1)
If Δ P=P1-P2, Δ A=A1-A2, A0=A3, then：
Wherein, P1For DA valve inlet pressures；P2For oil liquid pressure after damping sheet；P3For the control pressure of DA valves output；F is
Spring force；Δ P is P1With P2Pressure differential；Δ A is A1With A2Difference in areas.
After the DA valve arrangement sizes determine, control pressure only the pressure differential deltap P that is generated with pressure oil at damping sheet and
Spring force is related.
Step 3.2：Since damping sheet throttling pore is thin wall small hole, the contraction of liquid stream influenced by tube wall it is small, therefore
Front and rear pressure difference at throttle orifice is unrelated with dielectric viscosity, then the flow for flowing through aperture is：
Wherein, CqFor discharge coefficient；ATFor throttling pore area,ρ is hydraulic oil density；d0For damping hole
Diameter.
Step 3.3：It brings formula (3.3) into formula (3.2), and arranges：
If
The formula is DA valve output pressures P3With input flow rate Q1Relational expression, input flow rate is that accumulator is put
Liquid valve output flow, output pressure are fixed displacement motor inlet pressure.
4th step designs the PID controller of fixed displacement motor inlet pressure, specifically includes：
The grade signal that is measured by sensor, accelerator pedal signal acquire motor oil inlet goal pressure and pressure sensor
The difference of the motor oil inlet actual pressure measured is：
e1(t)=Pt-Pr (4.1)
Wherein, e1(t) it is pressure differential；PtFor motor oil inlet goal pressure；PrFor motor oil inlet actual pressure.
In this way, the pid algorithm under continuous state can be write as：
Wherein, k1For proportionality coefficient；Ti1For integration time constant；Td1For derivative time constant.
After above formula discretization, obtain：
It can further obtain that formula is adjusted to accumulator flow using motor inlet pressure as desired value：
u1(k)=u1(k-1)+Ae1e1(k)-Be1e1(k-1)+Ce1e1(k-2) (4.4)
Wherein, u1(k) correction value of the motor inlet pressure of output is adjusted for PID；u1(k-1) it is last moment PID tune
Save the motor inlet pressure correction value of output；e1(k-2)、e1(k-1)、e1(k) it is the error amount of pressure differential three times recently；T is
Sampling time.
The PID controller can be realized adjusts amendment in real time to motor inlet pressure i.e. DA control valves control pressure,
The flow that the output of accumulator bleeder valve is made to be adapted with operating mode.
The beneficial effects of the invention are as follows：
(1) relation between front-wheel target drive torque and accumulator flow is excavated out, and is added in accumulator vent line
DA control valves realize the control of accumulator flow.
(2) adjusted using increment type PID and feedback control is carried out to fixed displacement motor inlet pressure, by motor oil inlet
The real time monitoring of pressure realizes the accurate control of accumulator flow, improves the accuracy of control algolithm.
(3) under the control of the control method, fixed displacement motor output driving torque energy reaches consistent with front-wheel target torque,
On the premise of accumulator power-assisted effect is ensured, mechanical energy is converted by the hydraulic energy of accumulator is as much as possible, is improved whole
Vehicle economy.
Description of the drawings
Fig. 1 is hydraulic hub motor system structure chart of the present invention.
Fig. 2 is accumulator control valve group picture of the present invention.
Fig. 3 is accumulator booster vehicle simplified model figure of the present invention.
Fig. 4 is accumulator DA control valve structure charts of the present invention.
Fig. 5 is increment type PID feedback controller of the present invention.
Fig. 6 is hub hydraulic motor driving system accumulator flow control method flow chart of the present invention.
Specific embodiment
The invention will be further described below in conjunction with the accompanying drawings：
A kind of hub hydraulic motor driving system accumulator flow control method, based on a kind of hub motor hydraulic-driven system
System, as shown in Figure 1, including 1. engines, 2. clutches, 3. speed changers, 4. axis drive bridges, 5. rear axle drive axles, 6. axis
Driving wheel, 7. rear axle driving wheels, 8. power takeoffs, 9. universal joints, 10. hydraulic pump modules, 11. fuel tanks, 12. hydraulic control valve groups,
13. accumulator control valve group, 14. accumulators, 15. fixed displacement motors.
The output shaft of engine 1 and the input shaft of clutch 2 are mechanically connected, and the output shaft of clutch 2 is defeated with speed changer 3
Enter shaft mechanical connection, output shaft and the axis drive bridge 4 of speed changer 3 are mechanically connected, axis drive bridge 4 and 6 machine of axis drive wheel
Tool connects, and axis drive bridge 4 is mechanically connected with rear axle drive axle 5, and rear axle drive axle 5 is mechanically connected with rear axle driving wheel 7.
Power takeoff 8 is mounted on the output shaft of engine 1, and power takeoff 8 is mechanically connected with universal joint 9, universal joint 9 and hydraulic pressure
Pump group part 10 is mechanically connected, and hydraulic pump module 10 is connected with 11 pipeline of fuel tank, and hydraulic pump module 10 is managed with hydraulic control valve group 12
Road connects, and hydraulic control valve group 12 is connected with 13 pipeline of accumulator control valve group, and accumulator control valve group 13 is managed with accumulator 14
Road connects, and hydraulic control valve group 12 is connected with 15 pipeline of fixed displacement motor, and output shaft and half shaft mechanical of front-wheel of fixed displacement motor 15 connect
It connects.
Accumulator control valve group 13 is as shown in Fig. 2, including two-position two-way solenoid valve VS6, check valve CV1, bi-bit bi-pass electricity
Magnet valve VS5, check valve CV2, DA control valve.Port ACC1 is connected with 12 pipeline of hydraulic control valve group, port ACC2 and accumulator
14 pipelines connect.Hydraulic oil is through port ACC1, pipeline L1, two-position two-way solenoid valve VS6, check valve CV1, end during accumulator filling liquid
Mouth ACC2 enters accumulator 14；Hydraulic oil is through port ACC2, pipeline L2, check valve CV2, bi-bit bi-pass electromagnetism during accumulator tapping
Valve VS5, DA control valve, port ACC1 enter hydraulic control valve group 12.
A kind of hub hydraulic motor driving system accumulator flow control method of the present invention, as shown in fig. 6, it is special
Sign is：
The first step is probed into the relation of front-wheel target drive torque and fixed displacement motor inlet pressure, is specifically included：
Step 1.1：Fixed displacement motor output shaft is connected with wheel semiaxis, and the output torque of motor is wheel torque, by energy
Conservation theorem is measured to understand：
Δ pQ=Tωωωη (1.1)
Wherein, Δ p is poor for motor inlet and outlet pressure, unit Pa；Q be motor flow, unit m3/s；TωFor wheel driving force
Square, unit Ngm；ωωFor wheel angular velocity of rotation, unit rad/s；η is machinery driving efficiency.
Step 1.2：The pass of the relation formula and motor rotary speed and vehicle wheel rotational speed of motor displacement, rotating speed and motor flow is obtained
It is formula：
Wherein, D is motor displacement, units/ml/r；nmFor motor rotary speed, unit r/min；nωFor vehicle wheel rotational speed, unit r/
min。
Step 1.3：Formula (1.2), formula (1.3) is brought into formula (1.1) to obtain：
Known fixed displacement motor output shaft is connected with wheel semiaxis, i.e.,Obtain following formula：
The relation of the front-wheel target torque and fixed displacement motor inlet pressure is shown in formula (1.5), the i.e. discharge capacity in motor
Constant, on the premise of machinery driving efficiency is constant, motor inlet pressure determines front-wheel target drive torque, and present problem just turns
Turn to the target drive torque of front-wheel when seeking accumulator power-assisted.
Second step determines front-wheel target drive torque, specifically includes：
Step 2.1：Complete vehicle quality is identified based on least square recursive models, specific method includes：
Vehicle Longitudinal Dynamic Model is：
Ft=Fw+mgf+mgi+δma (2.1)
Wherein,
In formula, FtFor vehicle driving force；FwFor air drag；M is previous moment complete vehicle quality；F is coefficient of rolling resistance；i
For the gradient；δ is correction coefficient of rotating mass；TtqFor engine output shaft torque；igFor transmission gear ratio；i0For main reducing gear speed
Than；ηtFor mechanical efficiency of power transmission；R is vehicle wheel roll radius；CDFor air resistance coefficient；A is front face area；V is current vehicle speed.
Change into least squares formalism：
Ft-Fw=m (gf+gi+ δ a)+e (2.4)
Wherein, if Ftw=Ft-FwFor system output quantity, a_e=gf+gi+ δ a are observable data vector, and θ=m is to treat
The systematic parameter of identification, e are process white noise.
According to least square recursion method, the least square recursive models of load identification are obtained：
γ (k)=P (k-1) a_e (k) [a_e (k) P (k-1) a_e (k)+u (k)]-1(2.6)
Wherein, forgetting factor is chosen by following rule：
U (t)=1-0.050.98t (2.8)
The least square recursive models can rapidly and accurately determine complete vehicle quality.
Step 2.2：Vehicle barycenter terrain clearance determines that specific method includes：
Wherein, G0For gross empty vehicle mass；h0For the barycenter terrain clearance of gross empty vehicle mass；GpFor cargo gross mass；hpFor goods
The barycenter terrain clearance of object gross mass；GaFor vehicle gross mass, Ga=G0+GP。
Step 2.3：Front-wheel target drive torque determines, based on Full Vehicle Dynamics model, as shown in figure 3, to front and back wheel
Earth point takes square：
W1L+Fwhg+mg sinαhg+mahg- mg cos α B=0 (2.10)
-W2L+Fwhg+mg sinαhg+mahg+ mg cos α A=0 (2.11)
During accumulator power-assisted, speed is relatively low and assumes it is at the uniform velocity to travel, and the reaction of bearing that front and back wheel is obtained is：
W1=mg/L (cos α B-sin α hg) (2.12)
W2=mg/L (cos α A+sin α hg) (2.13)
Wherein, W1For the reaction of bearing of front-wheel；W2For the reaction of bearing of trailing wheel；α is onboard sensor and ramp algorithm for estimating
The gradient of obtained vehicle institute track；M is complete vehicle quality, estimates to obtain by the least square method recursive models of step 2.1；
hgFor height of center of mass, determine that method obtains by the vehicle barycenter terrain clearance of step 2.2；A is distance of the barycenter to front axle；B is
Barycenter is to the distance of rear axle；L is the distance between two axis；A is vehicle acceleration；FwFor air drag.
Defining driving torque distribution coefficient isThe driving torque that meaning is assigned to front axle accounts for vehicle driving
The ratio of torque.
The front-wheel drive torque determines that method is：The driving pedal signal of driver is parsed first, and obtaining vehicle needs
Torque is asked, driving torque distribution coefficient is multiplied by with vehicle demand torqueObtain actual front-wheel target drive torque.By formula
(1.5) know, fixed displacement motor inlet pressure can be obtained according to front-wheel target drive torque, which is accumulator oil outlet oil circuit
Pressure.
3rd step：DA control valves are added in accumulator vent line, control accumulator oil outlet pressure.It specifically includes：
Step 3.1：Probe into the relation of DA control valve outlet pressures and inlet pressure and spring force.The structure of DA control valves is such as
Shown in Fig. 4, when input pressure is P1, flow Q1Fluid when, generate pressure differential deltap P in damping sheet both sides, which overcomes spring
It pushes movable valve plug to move to left, opens control window, pressure output control P3Fluid, P at this time3Difference in areas Δ A=is acted on again
A1-A2On, generating one makes the feedback force that spool moves to right closing control window, and at this moment spool is in equilbrium position.If ignore spool
The influence of upper stable state axial direction hydraulic power, then the homeostasis condition that spool works are：
P1A0=P2A3+P3(A1-A2)+F (3.1)
If Δ P=P1-P2, Δ A=A1-A2, A0=A3, then：
Wherein, P1For DA valve inlet pressures；P2For oil liquid pressure after damping sheet；P3For the control pressure of DA valves output；F is
Spring force；Δ P is P1With P2Pressure differential；Δ A is A1With A2Difference in areas.
After the DA valve arrangement sizes determine, control pressure only the pressure differential deltap P that is generated with pressure oil at damping sheet and
Spring force is related.
Step 3.2：Since damping sheet throttling pore is thin wall small hole, the contraction of liquid stream influenced by tube wall it is small, therefore
Front and rear pressure difference at throttle orifice is unrelated with dielectric viscosity, then the flow for flowing through aperture is：
Wherein, CqFor discharge coefficient；ATFor throttling pore area,ρ is hydraulic oil density；d0For damping hole
Diameter.
Step 3.3：It brings formula (3.3) into formula (3.2), and arranges：
If
The formula is DA valve output pressures P3With input flow rate Q1Relational expression, input flow rate is that accumulator is put
Liquid valve output flow, output pressure are fixed displacement motor inlet pressure.
4th step designs the PID controller of fixed displacement motor inlet pressure, as shown in figure 5, specifically including：
The grade signal that is measured by sensor, accelerator pedal signal acquire motor oil inlet goal pressure and pressure sensor
The difference of the motor oil inlet actual pressure measured is：
e1(t)=Pt-Pr (4.1)
Wherein, e1(t) it is pressure differential；PtFor motor oil inlet goal pressure；PrFor motor oil inlet actual pressure.
In this way, the pid algorithm under continuous state can be write as：
Wherein, k1For proportionality coefficient；Ti1For integration time constant；Td1For derivative time constant.
After above formula discretization, obtain：
It can further obtain that formula is adjusted to accumulator flow using motor inlet pressure as desired value：
u1(k)=u1(k-1)+Ae1e1(k)-Be1e1(k-1)+Ce1e1(k-2) (4.4)
Wherein, u1(k) correction value of the motor inlet pressure of output is adjusted for PID；u1(k-1) it is last moment PID tune
Save the motor inlet pressure correction value of output；e1(k-2)、e1(k-1)、e1(k) it is the error amount of pressure differential three times recently；T is
Sampling time.
The PID controller can be realized adjusts amendment in real time to motor inlet pressure i.e. DA control valves control pressure,
The flow that the output of accumulator bleeder valve is made to be adapted with operating mode.
Claims (2)
1. a kind of hub hydraulic motor driving system accumulator flow control method, it is characterised in that：
The first step is probed into the relation of front-wheel target drive torque and fixed displacement motor inlet pressure, is specifically included：
Step 1.1：Fixed displacement motor output shaft is connected with wheel semiaxis, and the output torque of motor is wheel torque, is kept by energy
Constant reason is understood：
Δ pQ=Tωωωη (1.1)
Wherein, Δ p is poor for motor inlet and outlet pressure, unit (Pa)；Q be motor flow, unit (m3/s)；TωFor wheel driving force
Square, unit (Ngm)；ωωFor wheel angular velocity of rotation, unit (rad/s)；η is machinery driving efficiency；
Step 1.2：Relation formula and the relation of motor rotary speed and vehicle wheel rotational speed that motor displacement, rotating speed and motor flow is obtained are public
Formula：
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Wherein, D is motor displacement, unit (ml/r)；nmFor motor rotary speed, unit (r/min)；nωFor vehicle wheel rotational speed, unit (r/
min)；
Step 1.3：Formula (1.2), formula (1.3) is brought into formula (1.1) to obtain：
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Known fixed displacement motor output shaft is connected with wheel semiaxis, i.e.,Obtain following formula：
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The relation of the front-wheel target torque and fixed displacement motor inlet pressure is shown in formula (1.5), i.e., known front-wheel target drives
Torque can obtain motor inlet pressure, and present problem translates into the target drive torque of front-wheel when seeking accumulator power-assisted；
Second step determines front-wheel target drive torque, specifically includes：
Step 2.1：Complete vehicle quality is identified based on least square recursive models, specific method includes：
Vehicle Longitudinal Dynamic Model is：
Ft=Fw+mgf+mgi+δma (2.1)
Wherein,
<mrow>
<msub>
<mi>F</mi>
<mi>t</mi>
</msub>
<mo>=</mo>
<mfrac>
<mrow>
<msub>
<mi>T</mi>
<mrow>
<mi>t</mi>
<mi>q</mi>
</mrow>
</msub>
<msub>
<mi>i</mi>
<mi>g</mi>
</msub>
<msub>
<mi>i</mi>
<mn>0</mn>
</msub>
<msub>
<mi>&eta;</mi>
<mi>t</mi>
</msub>
</mrow>
<mi>r</mi>
</mfrac>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>2.2</mn>
<mo>)</mo>
</mrow>
</mrow>
<mrow>
<msub>
<mi>F</mi>
<mi>w</mi>
</msub>
<mo>=</mo>
<mfrac>
<mrow>
<msub>
<mi>C</mi>
<mi>D</mi>
</msub>
<msup>
<mi>Av</mi>
<mn>2</mn>
</msup>
</mrow>
<mn>21.15</mn>
</mfrac>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>2.3</mn>
<mo>)</mo>
</mrow>
</mrow>
In formula, FtFor vehicle driving force；FwFor air drag；M is previous moment complete vehicle quality；F is coefficient of rolling resistance；I is slope
Degree；δ is correction coefficient of rotating mass；TtqFor engine output shaft torque；igFor transmission gear ratio；i0For speed ratio of main reducer；ηt
For mechanical efficiency of power transmission；R is vehicle wheel roll radius；CDFor air resistance coefficient；A is front face area；V is current vehicle speed；
Change into least squares formalism：
Ft-Fw=m (gf+gi+ δ a)+e (2.4)
Wherein, if Ftw=Ft-FwFor system output quantity, a_e=gf+gi+ δ a are observable data vector, and θ=m is to be identified
Systematic parameter, e be process white noise；
According to least square recursion method, the least square recursive models of load identification are obtained：
<mrow>
<mover>
<mi>m</mi>
<mo>^</mo>
</mover>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>)</mo>
</mrow>
<mo>=</mo>
<mover>
<mi>m</mi>
<mo>^</mo>
</mover>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>-</mo>
<mn>1</mn>
<mo>)</mo>
</mrow>
<mo>+</mo>
<mi>&gamma;</mi>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>)</mo>
</mrow>
<mo>&lsqb;</mo>
<msub>
<mi>F</mi>
<mrow>
<mi>t</mi>
<mi>w</mi>
</mrow>
</msub>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>)</mo>
</mrow>
<mo>-</mo>
<mi>a</mi>
<mo>_</mo>
<mi>e</mi>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>)</mo>
</mrow>
<mover>
<mi>m</mi>
<mo>^</mo>
</mover>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>-</mo>
<mn>1</mn>
<mo>)</mo>
</mrow>
<mo>&rsqb;</mo>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>2.5</mn>
<mo>)</mo>
</mrow>
</mrow>
γ (k)=P (k-1) a_e (k) [a_e (k) P (k-1) a_e (k)+u (k)]-1 (2.6)
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<mi>P</mi>
<mrow>
<mo>(</mo>
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<mo>)</mo>
</mrow>
<mo>=</mo>
<mfrac>
<mn>1</mn>
<mrow>
<mi>u</mi>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>)</mo>
</mrow>
</mrow>
</mfrac>
<mo>&lsqb;</mo>
<mi>I</mi>
<mo>-</mo>
<mi>&gamma;</mi>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>)</mo>
</mrow>
<mi>a</mi>
<mo>_</mo>
<mi>e</mi>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>)</mo>
</mrow>
<mo>&rsqb;</mo>
<mi>P</mi>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>-</mo>
<mn>1</mn>
<mo>)</mo>
</mrow>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>2.7</mn>
<mo>)</mo>
</mrow>
</mrow>
Wherein forgetting factor is chosen by following rule：
U (t)=1-0.050.98t (2.8)
The least square recursive models can rapidly and accurately determine complete vehicle quality；
Step 2.2：Vehicle barycenter terrain clearance determines that specific method includes：
<mrow>
<msub>
<mi>h</mi>
<mi>g</mi>
</msub>
<mo>=</mo>
<mfrac>
<mrow>
<msub>
<mi>G</mi>
<mn>0</mn>
</msub>
<msub>
<mi>h</mi>
<mn>0</mn>
</msub>
<mo>+</mo>
<msub>
<mi>G</mi>
<mi>p</mi>
</msub>
<msub>
<mi>h</mi>
<mi>p</mi>
</msub>
</mrow>
<msub>
<mi>G</mi>
<mi>a</mi>
</msub>
</mfrac>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>2.9</mn>
<mo>)</mo>
</mrow>
</mrow>
Wherein, G0For gross empty vehicle mass；h0For the barycenter terrain clearance of gross empty vehicle mass；GpFor cargo gross mass；hpIt is total for cargo
The barycenter terrain clearance of quality；GaFor vehicle gross mass, (Ga=G0+GP)；
Step 2.3：Determining for front-wheel target drive torque, based on Full Vehicle Dynamics model, square is taken to front and back wheel earth point：
W1L+Fwhg+mgsinαhg+mahg- mgcos α B=0 (2.10)
-W2L+Fwhg+mgsinαhg+mahg+ mgcos α A=0 (2.11)
During accumulator power-assisted, speed is relatively low and assumes it is at the uniform velocity to travel, and the reaction of bearing that front and back wheel is obtained is：
W1=mg/L (cos α B-sin α hg) (2.12)
W2=mg/L (cos α A+sin α hg) (2.13)
Wherein, W1For the reaction of bearing of front-wheel；W2For the reaction of bearing of trailing wheel；α obtains for onboard sensor and ramp algorithm for estimating
Vehicle institute track the gradient；M is complete vehicle quality, estimates to obtain by the least square method recursive models of step 2.1；hgFor
Height of center of mass determines that method obtains by the vehicle barycenter terrain clearance of step 2.2；A is distance of the barycenter to front axle；B is barycenter
To the distance of rear axle；L is the distance between two axis；A is vehicle acceleration；FwFor air drag；
Defining driving torque distribution coefficient isThe driving torque that meaning is assigned to front axle accounts for vehicle driving torque
Ratio；
The front-wheel drive torque determines that method is：The driving pedal signal of driver is parsed first, is obtained vehicle demand and is turned
Square is multiplied by driving torque distribution coefficient with vehicle demand torqueObtain actual front-wheel target drive torque；By formula (1.5)
Know, fixed displacement motor inlet pressure can be obtained according to front-wheel target drive torque, which is accumulator oil outlet oil circuit pressure；
3rd step：DA control valves are added in accumulator vent line, accumulator oil outlet pressure is controlled, specifically includes：
Step 3.1：The relation of DA control valve outlet pressures and inlet pressure and spring force is probed into, when input pressure is (P1), flow
For (Q1) fluid when, damping sheet both sides generate pressure difference (Δ P), the pressure difference overcome spring force promote spool move to left, make control
Window is opened, and pressure output control is (P3) fluid, (P at this time3) and act on difference in areas (Δ A=A1-A2) on, generate one
A feedback force that spool is made to move to right closing control window, at this moment spool is in equilbrium position, if ignoring stable state axial liquid on spool
The influence of power, then the homeostasis condition that spool works are：
P1A0=P2A3+P3(A1-A2)+F (3.1)
If Δ P=P1-P2, Δ A=A1-A2, A0=A3, then：
<mrow>
<msub>
<mi>P</mi>
<mn>3</mn>
</msub>
<mo>=</mo>
<mfrac>
<msub>
<mi>A</mi>
<mn>3</mn>
</msub>
<mrow>
<mi>&Delta;</mi>
<mi>A</mi>
</mrow>
</mfrac>
<mi>&Delta;</mi>
<mi>P</mi>
<mo>-</mo>
<mfrac>
<mn>1</mn>
<mrow>
<mi>&Delta;</mi>
<mi>A</mi>
</mrow>
</mfrac>
<mi>F</mi>
<mo>=</mo>
<msub>
<mi>k</mi>
<mn>1</mn>
</msub>
<mi>&Delta;</mi>
<mi>P</mi>
<mo>-</mo>
<msub>
<mi>k</mi>
<mn>2</mn>
</msub>
<mi>F</mi>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>3.2</mn>
<mo>)</mo>
</mrow>
</mrow>
Wherein, P1For DA valve inlet pressures；P2For oil liquid pressure after damping sheet；P3For the control pressure of DA valves output；F is spring
Power；Δ P is P1With P2Pressure differential；Δ A is A1With A2Difference in areas；
After the DA valve arrangement sizes determine, pressure difference (Δ P) and bullet that control pressure is only generated with pressure oil at damping sheet
Spring force is related；
Step 3.2：Since damping sheet throttling pore is thin wall small hole, the contraction of liquid stream is influenced small by tube wall, therefore is throttled
Front and rear pressure difference at hole is unrelated with dielectric viscosity, then the flow for flowing through aperture is：
<mrow>
<msub>
<mi>Q</mi>
<mn>1</mn>
</msub>
<mo>=</mo>
<msub>
<mi>C</mi>
<mi>q</mi>
</msub>
<msub>
<mi>A</mi>
<mi>T</mi>
</msub>
<msqrt>
<mrow>
<mfrac>
<mn>2</mn>
<mi>&rho;</mi>
</mfrac>
<mi>&Delta;</mi>
<mi>P</mi>
</mrow>
</msqrt>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>3.3</mn>
<mo>)</mo>
</mrow>
</mrow>
Wherein, CqFor discharge coefficient；ATFor throttling pore area,ρ is hydraulic oil density；d0It is straight for damping hole
Footpath；
Step 3.3：It brings formula (3.3) into formula (3.2), and arranges：
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<msub>
<mi>P</mi>
<mn>3</mn>
</msub>
<mo>=</mo>
<msub>
<mi>k</mi>
<mn>1</mn>
</msub>
<mfrac>
<mrow>
<mn>8</mn>
<mi>&rho;</mi>
</mrow>
<mrow>
<msup>
<mi>&pi;</mi>
<mn>2</mn>
</msup>
<msubsup>
<mi>C</mi>
<mi>q</mi>
<mn>2</mn>
</msubsup>
<msubsup>
<mi>d</mi>
<mn>0</mn>
<mn>4</mn>
</msubsup>
</mrow>
</mfrac>
<msubsup>
<mi>Q</mi>
<mn>1</mn>
<mn>2</mn>
</msubsup>
<mo>-</mo>
<msub>
<mi>k</mi>
<mn>2</mn>
</msub>
<mi>F</mi>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>3.4</mn>
<mo>)</mo>
</mrow>
</mrow>
If：
<mrow>
<msub>
<mi>P</mi>
<mn>3</mn>
</msub>
<mo>=</mo>
<msub>
<mi>k</mi>
<mn>1</mn>
</msub>
<msub>
<mi>k</mi>
<mn>3</mn>
</msub>
<mfrac>
<msubsup>
<mi>Q</mi>
<mn>1</mn>
<mn>2</mn>
</msubsup>
<msubsup>
<mi>d</mi>
<mn>0</mn>
<mn>4</mn>
</msubsup>
</mfrac>
<mo>-</mo>
<msub>
<mi>k</mi>
<mn>2</mn>
</msub>
<mi>F</mi>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>3.5</mn>
<mo>)</mo>
</mrow>
</mrow>
The formula is DA valve output pressures (P3) and input flow rate (Q1) relational expression, input flow rate is that accumulator is put
Liquid valve output flow, output pressure are fixed displacement motor inlet pressure；
4th step designs the PID controller of fixed displacement motor inlet pressure, specifically includes：
The grade signal that is measured by sensor, accelerator pedal signal acquires motor oil inlet goal pressure and pressure sensor measures
The difference of motor oil inlet actual pressure be：
e1(t)=Pt-Pr (4.1)
Wherein, e1(t) it is pressure differential；PtFor motor oil inlet goal pressure；PrFor motor oil inlet actual pressure；
In this way, the pid algorithm under continuous state can be write as：
<mrow>
<msub>
<mi>u</mi>
<mn>1</mn>
</msub>
<mrow>
<mo>(</mo>
<mi>t</mi>
<mo>)</mo>
</mrow>
<mo>=</mo>
<msub>
<mi>k</mi>
<mn>1</mn>
</msub>
<mo>&lsqb;</mo>
<msub>
<mi>e</mi>
<mn>1</mn>
</msub>
<mrow>
<mo>(</mo>
<mi>t</mi>
<mo>)</mo>
</mrow>
<mo>+</mo>
<mfrac>
<mn>1</mn>
<msub>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mn>1</mn>
</mrow>
</msub>
</mfrac>
<msubsup>
<mo>&Integral;</mo>
<mn>0</mn>
<mi>t</mi>
</msubsup>
<msub>
<mi>e</mi>
<mn>1</mn>
</msub>
<mrow>
<mo>(</mo>
<mi>t</mi>
<mo>)</mo>
</mrow>
<mi>d</mi>
<mi>t</mi>
<mo>+</mo>
<msub>
<mi>T</mi>
<mrow>
<mi>d</mi>
<mn>1</mn>
</mrow>
</msub>
<mfrac>
<mrow>
<msub>
<mi>de</mi>
<mn>1</mn>
</msub>
<mrow>
<mo>(</mo>
<mi>t</mi>
<mo>)</mo>
</mrow>
</mrow>
<mrow>
<mi>d</mi>
<mi>t</mi>
</mrow>
</mfrac>
<mo>&rsqb;</mo>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>4.2</mn>
<mo>)</mo>
</mrow>
</mrow>
Wherein, k1For proportionality coefficient；Ti1For integration time constant；Td1For derivative time constant；
After above formula discretization, obtain：
<mrow>
<msub>
<mi>u</mi>
<mn>1</mn>
</msub>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>)</mo>
</mrow>
<mo>=</mo>
<msub>
<mi>k</mi>
<mn>1</mn>
</msub>
<mo>&lsqb;</mo>
<msub>
<mi>e</mi>
<mn>1</mn>
</msub>
<mrow>
<mo>(</mo>
<mi>k</mi>
<mo>)</mo>
</mrow>
<mo>+</mo>
<mfrac>
<mi>T</mi>
<msub>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mn>1</mn>
</mrow>
</msub>
</mfrac>
<munderover>
<mo>&Sigma;</mo>
<mrow>
<mi>j</mi>
<mo>=</mo>
<mn>0</mn>
</mrow>
<mi>k</mi>
</munderover>
<mi>e</mi>
<mrow>
<mo>(</mo>
<mi>t</mi>
<mo>)</mo>
</mrow>
<mo>+</mo>
<mfrac>
<msub>
<mi>T</mi>
<mrow>
<mi>d</mi>
<mn>1</mn>
</mrow>
</msub>
<mi>T</mi>
</mfrac>
<mrow>
<mo>(</mo>
<msub>
<mi>e</mi>
<mn>1</mn>
</msub>
<mo>(</mo>
<mi>k</mi>
<mo>)</mo>
<mo>-</mo>
<msub>
<mi>e</mi>
<mn>1</mn>
</msub>
<mo>(</mo>
<mrow>
<mi>k</mi>
<mo>-</mo>
<mn>1</mn>
</mrow>
<mo>)</mo>
<mo>)</mo>
</mrow>
<mo>&rsqb;</mo>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>4.3</mn>
<mo>)</mo>
</mrow>
</mrow>
It can further obtain that formula is adjusted to accumulator flow using motor inlet pressure as desired value：
u1(k)=u1(k-1)+Ae1e1(k)-Be1e1(k-1)+Ce1e1(k-2) (4.4)
<mrow>
<msub>
<mi>A</mi>
<mrow>
<mi>e</mi>
<mn>1</mn>
</mrow>
</msub>
<mo>=</mo>
<msub>
<mi>k</mi>
<mn>1</mn>
</msub>
<mo>+</mo>
<msub>
<mi>k</mi>
<mn>1</mn>
</msub>
<mfrac>
<mi>T</mi>
<msub>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mn>1</mn>
</mrow>
</msub>
</mfrac>
<mo>+</mo>
<msub>
<mi>k</mi>
<mn>1</mn>
</msub>
<mfrac>
<msub>
<mi>T</mi>
<mrow>
<mi>d</mi>
<mn>1</mn>
</mrow>
</msub>
<mi>T</mi>
</mfrac>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>4.5</mn>
<mo>)</mo>
</mrow>
</mrow>
<mrow>
<msub>
<mi>B</mi>
<mrow>
<mi>e</mi>
<mn>1</mn>
</mrow>
</msub>
<mo>=</mo>
<msub>
<mi>k</mi>
<mn>1</mn>
</msub>
<mo>+</mo>
<mn>2</mn>
<msub>
<mi>k</mi>
<mn>1</mn>
</msub>
<mfrac>
<msub>
<mi>T</mi>
<mrow>
<mi>d</mi>
<mn>1</mn>
</mrow>
</msub>
<mi>T</mi>
</mfrac>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>4.6</mn>
<mo>)</mo>
</mrow>
</mrow>
<mrow>
<msub>
<mi>C</mi>
<mrow>
<mi>e</mi>
<mn>1</mn>
</mrow>
</msub>
<mo>=</mo>
<mfrac>
<msub>
<mi>T</mi>
<mrow>
<mi>d</mi>
<mn>1</mn>
</mrow>
</msub>
<mi>T</mi>
</mfrac>
<mo>-</mo>
<mo>-</mo>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mn>4.7</mn>
<mo>)</mo>
</mrow>
</mrow>
Wherein, u1(k) correction value of the motor inlet pressure of output is adjusted for PID；u1(k-1) adjusted for last moment PID defeated
The motor inlet pressure correction value gone out；e1(k-2)、e1(k-1)、e1(k) it is the error amount of pressure differential three times recently；T is sampling
Time.
2. a kind of hub hydraulic motor driving system accumulator flow control method according to claim 1, feature exist
In：A kind of method based on front-wheel target drive torque control accumulator flow is given, specific implementation is to turn target drives
Square reflects onto the inlet pressure of fixed displacement motor, and accumulator bleeder valve is controlled by controlling the inlet pressure of fixed displacement motor
Flow；The PID controller of design can be realized adjusts amendment in real time to motor inlet pressure i.e. DA control valves control pressure, makes
Accumulator bleeder valve exports the flow being adapted with operating mode.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109695693A (en) * | 2018-12-29 | 2019-04-30 | 吉林大学 | A kind of wheel hub liquid drive system and its control method that differential between taking turns may be implemented |
| CN110065480A (en) * | 2019-05-23 | 2019-07-30 | 南京航空航天大学 | A kind of line traffic control electronic hydraulic brake system and control method based on accumulator compensation |
| CN113847297A (en) * | 2021-10-19 | 2021-12-28 | 徐工消防安全装备有限公司 | Electric load sensing system and control method thereof |
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| CN105459978B (en) * | 2016-01-21 | 2018-05-15 | 吉林大学 | Hydraulic pressure process auxiliary drive and brake energy recovering system |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN109695693A (en) * | 2018-12-29 | 2019-04-30 | 吉林大学 | A kind of wheel hub liquid drive system and its control method that differential between taking turns may be implemented |
| CN110065480A (en) * | 2019-05-23 | 2019-07-30 | 南京航空航天大学 | A kind of line traffic control electronic hydraulic brake system and control method based on accumulator compensation |
| CN110065480B (en) * | 2019-05-23 | 2023-07-11 | 南京航空航天大学 | Wire control electronic hydraulic brake system based on accumulator compensation and control method |
| CN113847297A (en) * | 2021-10-19 | 2021-12-28 | 徐工消防安全装备有限公司 | Electric load sensing system and control method thereof |
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