CN111306278B - Hydraulic mechanical continuously variable transmission of commercial vehicle and starting control method - Google Patents
Hydraulic mechanical continuously variable transmission of commercial vehicle and starting control method Download PDFInfo
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- CN111306278B CN111306278B CN202010278182.4A CN202010278182A CN111306278B CN 111306278 B CN111306278 B CN 111306278B CN 202010278182 A CN202010278182 A CN 202010278182A CN 111306278 B CN111306278 B CN 111306278B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 103
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
- F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
- F16H2061/0081—Fuzzy logic
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
- F16H2061/009—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method using formulas or mathematic relations for calculating parameters
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- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
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- Control Of Transmission Device (AREA)
Abstract
The invention designs and develops a hydraulic mechanical stepless speed changer of a commercial vehicle, and a mechanical input shaft; the first gear is sleeved on the mechanical input shaft and can rotate along with the mechanical input shaft; and is free to rotate about the mechanical input shaft; a hydraulic drive shaft disposed parallel to the mechanical input shaft; the second gear is sleeved on the hydraulic transmission shaft and meshed with the first gear, and can drive the hydraulic transmission shaft to rotate; the input end of the hydraulic speed regulating mechanism is connected with the hydraulic transmission shaft; the engine is used for providing rotary power for the mechanical input shaft, the mechanical input shaft can be driven to rotate, the hydraulic transmission shaft is driven to rotate, the rotary power is input by the engine, one part of the rotary power is transmitted to the mechanical transmission mechanism through the flow dividing mechanism, the other part of the rotary power is transmitted to the hydraulic speed regulating mechanism, and finally the rotary power is output after being synthesized through the flow converging mechanism, so that the mechanical transmission efficiency is stable, the structure is compact, the control is flexible, and the fuel economy is good under complex driving road conditions.
Description
Technical Field
The invention relates to the field of hydraulic mechanical continuously variable transmissions, in particular to a hydraulic mechanical continuously variable transmission of a commercial vehicle and a starting control method.
Background
Against the increasingly intense energy and environmental protection pressure, governments in various countries are successively sent out a great deal of policy measures to encourage the improvement of the energy utilization efficiency of vehicles. At present, the market trend is mainly pure electric vehicles, but before key technologies such as batteries and the like of the pure electric vehicles do not make major breakthrough, factors such as endurance mileage, battery life, cost and the like still severely limit the development of the pure electric vehicles, and the breakthrough of the technologies is not a matter of the first time. How to improve the energy density of the storage battery, prolong the service life, reduce the use cost and the like will afflict the development of the electric automobile for a long time. Fuel vehicles will still take the main part of the market for a considerable period of time.
Commercial vehicles are extremely widely used as the main force of road transportation. So if the fuel utilization efficiency of the commercial vehicle can be improved, the energy and environmental protection pressure can be greatly lightened. However, how to improve the transmission efficiency is a long-term problem as an important component of the vehicle. The transmission is used as a most critical ring in a transmission system, and the improvement of the transmission is greatly improved in transmission efficiency. Currently, commercial vehicle transmissions in China mainly use manual gears, and have a small part of AMT (automatic transmission) vehicles. The invention provides a novel HMCVT (hydraulic mechanical continuously variable transmission) suitable for a commercial vehicle, which is used for improving the working condition adaptability and the fuel utilization rate of the commercial vehicle. The HMCVT is applied to the tractor on the earliest large scale, can easily realize stepless speed change, and has extremely strong adaptability to complex terrains. But is quite rare for HMCVT applications in commercial vehicles, probably due to the inherent impression of inefficiency in fluid transmission. However, the commercial vehicle also faces complicated working conditions, and split transmission of the HMCVT just takes the transmission efficiency and stepless speed change into consideration, so that the split transmission is very suitable for being applied to the commercial vehicle on a large scale. Compared with an agricultural vehicle, the commercial vehicle does not need larger torque, and the running road condition is much simpler than the agricultural vehicle, so the commercial vehicle needs to be simplified and improved on the basis of the HMCVT for the tractor, is suitable for the special working condition characteristics of the commercial vehicle, and is beneficial to saving fuel.
Disclosure of Invention
The invention designs and develops a hydraulic mechanical stepless speed changer of a commercial vehicle, wherein power is input by an engine, is transmitted to a mechanical transmission mechanism through a shunt mechanism, is transmitted to a hydraulic speed regulating mechanism through another part, is finally synthesized through a confluence mechanism and is output, the mechanical transmission efficiency is stable, the structure is compact, the control is flexible, and the fuel economy is good under complex driving road conditions.
The invention also provides a control method of the hydraulic mechanical continuously variable transmission of the commercial vehicle, which can improve starting smoothness, shorten starting response time and better meet the starting intention of a driver.
The technical scheme provided by the invention is as follows:
a hydraulic mechanical continuously variable transmission for a commercial vehicle, comprising:
a mechanical input shaft;
the first gear is fixedly sleeved on the mechanical input shaft and can rotate along with the mechanical input shaft;
the mechanical transmission mechanism is sleeved on the mechanical input shaft in a hollow mode and can rotate freely around the mechanical input shaft;
a hydraulic drive shaft disposed parallel to the mechanical input shaft;
the second gear is fixedly sleeved on the hydraulic transmission shaft and meshed with the first gear, and can drive the hydraulic transmission shaft to rotate;
the input end of the hydraulic speed regulating mechanism is connected with the hydraulic transmission shaft;
the engine provides rotary power, can drive the mechanical input shaft to rotate and drive the hydraulic transmission shaft to rotate;
a planetary gear mechanism capable of converging rotational power of the mechanical transmission mechanism and the hydraulic speed adjusting mechanism and outputting the rotational power via an output end of the planetary gear mechanism;
a first clutch mechanism provided between the mechanical input shaft and the planetary gear mechanism, capable of selectively engaging or disengaging the mechanical input shaft with or from the planetary gear mechanism;
a second clutch mechanism provided between the mechanical input shaft and the planetary gear mechanism output end, capable of selectively engaging or disengaging the mechanical input shaft with or from the planetary gear mechanism output end;
a third clutch mechanism provided between the hydraulic power transmission shaft and the hydraulic speed adjusting mechanism, and capable of selectively coupling or uncoupling the hydraulic power transmission shaft and the hydraulic speed adjusting mechanism;
reversing the axle;
the fourth clutch mechanism is arranged between the output end of the hydraulic speed regulating mechanism and the reverse axle and can selectively combine or separate the reverse axle and the third clutch mechanism;
a power output shaft;
and a fifth clutch mechanism provided between the mechanical transmission mechanism and the power output shaft, and capable of selectively coupling or uncoupling the power output shaft and the mechanical transmission mechanism.
Preferably, the planetary gear mechanism includes:
a first ring gear;
the first sun gear is connected with an output shaft of the hydraulic speed regulating mechanism;
the plurality of first planet gears are distributed on the outer side of the first sun gear in a circumferential array and are meshed with the first sun gear and the first gear ring respectively;
the first planet carrier can receive the rotation power of the mechanical input shaft and drive the first planet gear to rotate around the first sun gear, so as to drive the first gear ring to rotate;
the second planet carrier is integrally connected with the first gear ring;
a second ring gear;
the second sun gear is connected with an output shaft of the hydraulic speed regulating mechanism;
the second planetary gears are rotatably supported on the second planet carrier, distributed on the outer side of the second sun gear in a circumferential array and meshed with the second sun gear and the second gear ring respectively;
and a planetary gear output shaft connected to the second carrier.
Preferably, the mechanical transmission mechanism includes:
at least one idler gear, which is sleeved on the mechanical input shaft in an idler manner and can freely rotate around the mechanical input shaft;
at least one hollow gear which is sleeved on the mechanical input shaft in a hollow manner and can freely rotate around the mechanical input shaft;
at least one planet carrier meshing gear which is fixedly sleeved on the first planet carrier and meshed with the idler gear;
and at least one connecting gear fixedly sleeved on the second gear ring and meshed with the hollow gear.
Preferably, the hydraulic speed regulating mechanism includes:
a variable displacement hydraulic pump connected to the hydraulic drive shaft;
and the hydraulic motor is communicated with the variable hydraulic pump, and the variable hydraulic pump can drive the hydraulic motor to rotate.
Preferably, the first clutch mechanism, the second clutch mechanism, the third clutch mechanism and the fourth clutch mechanism are all engagement clutches.
Preferably, the method further comprises: and the combined output mechanism is arranged between the reverse axle and the power output shaft.
A start control method of a hydraulic mechanical continuously variable transmission for a commercial vehicle, comprising:
inputting the loosening angle and the loosening speed of the brake pedal into a fuzzy controller, and obtaining an ideal transmission ratio which accords with the intention of a driver after analysis;
calculating the error of the ideal transmission ratio and the actual transmission ratio, and determining a switching function of the sliding control according to the error;
and obtaining a transmission ratio regulation and control calculation formula according to the sliding control switching function, so as to realize real-time regulation and control of the transmission ratio of the hydraulic mechanical stepless speed changer.
Preferably, the ambiguity set of the brake pedal release angle, the brake pedal release speed and the ideal transmission ratio is { VS, S, M, B, VB }, VS is small, S is small, M is medium, B is large, VB is large, the brake pedal release angle is divided into 5 ambiguity domains, respectively [0,12], [12,24], [24,36], [36,48], [48,60], the brake pedal release speed is divided into 5 ambiguity domains, respectively [0,15], [15,30], [30,45], [45,60], [60,75], the ideal transmission ratio is divided into 5 ambiguity domains, respectively [7.051,10], [10,14], [14,18], [18,22], and [22,26.274].
Preferably, the switching function of the sliding control is:
where s is the shift function of the slip control, e is the difference between the ideal gear ratio and the actual gear ratio, e=ε - ε * Epsilon is the ideal transmission ratio, epsilon * For the actual gear ratio, c is a coefficient.
Preferably, the gear ratio regulation calculation formula is:
wherein u is the displacement ratio, f= -0.00008136 x 1 -0.001416·x 2 ；x 1 Is a speed ratio, x 2 Is the derivative of the speed ratio; η is the mechanical efficiency.
The beneficial effects of the invention are that
The invention designs and develops a hydraulic mechanical stepless speed changer of a commercial vehicle, wherein power is input by an engine, is transmitted to a mechanical transmission mechanism through a shunt mechanism, is transmitted to a hydraulic speed regulating mechanism through another part, is finally synthesized through a confluence mechanism and is output, the mechanical transmission efficiency is stable, the structure is compact, the control is flexible, and the fuel economy is good under complex driving road conditions.
The invention provides a new HMCVT structure form which accords with the running working condition characteristics of a commercial vehicle, and develops a sliding mode variable structure starting control strategy based on the upper bound on the basis.
The invention is greatly improved on the basis of the traditional speed changer for the tractor, so that the HMCVT of the commercial vehicle can be freely switched among 3 modes of pure hydraulic drive, pure mechanical drive and hydraulic mechanical drive. Compared with the traditional AMT and manual gear mode, the automatic transmission device can better adapt to various driving conditions and improve fuel economy.
Compared with the traditional AMT and manual gear mode, the invention can improve the starting smoothness, shorten the starting response time, and more accord with the starting intention of a driver, thereby fundamentally improving the starting performance of the commercial vehicle.
The improved HMCVT is suitable for commercial vehicles, the transmission efficiency can be greatly improved, and the high-speed transmission can be popularized on a large scale, so that the energy and environmental protection pressure are greatly reduced.
Drawings
Fig. 1 is a schematic structural view of a hydraulic mechanical continuously variable transmission for a commercial vehicle according to the present invention.
FIG. 2 is a table of membership functions for fuzzy controllers according to the present invention.
Fig. 3 is a fuzzy inference output curved surface diagram according to the present invention.
Fig. 4 is a diagram of a sliding mode variable structure control framework according to the present invention.
Detailed Description
The present invention is described in further detail below with reference to the drawings to enable those skilled in the art to practice the invention by referring to the description.
As shown in fig. 1, the hydraulic mechanical continuously variable transmission for a commercial vehicle provided by the present invention includes: the device comprises a flow dividing mechanism, a flow converging mechanism, a mechanical transmission mechanism and a hydraulic speed regulating mechanism.
The flow dividing mechanism divides the rotation power of the engine to the mechanical input shaft 23 and the hydraulic transmission shaft 25, the mechanical input shaft 23 and the hydraulic transmission shaft 25 are arranged in parallel, and the first gear 1 is sleeved on the mechanical input shaft 23 and can rotate along with the mechanical input shaft 23; the second gear 2 is sleeved on the hydraulic transmission shaft 25 and meshed with the first gear 1, and can drive the hydraulic transmission shaft 25 to rotate; wherein, the rotation power provided by the engine can drive the mechanical input shaft 23 to rotate and drive the hydraulic transmission shaft 25 to rotate; and the split flow of the engine rotation power is realized.
The mechanical transmission mechanism is sleeved on the mechanical input shaft 23 in a hollow mode and can freely rotate around the mechanical input shaft 23; the input end of the hydraulic speed regulating mechanism is connected with a hydraulic transmission shaft 25.
The planetary gear mechanism can combine the rotary power of the mechanical transmission mechanism and the hydraulic speed regulating mechanism and output the rotary power through the output end of the planetary gear mechanism;
the first clutch mechanism is arranged between the mechanical input shaft 23 and the planetary gear mechanism, and can enable the mechanical input shaft 23 to be combined with or separated from the planetary gear mechanism;
the second clutch mechanism is arranged between the mechanical input shaft 23 and the output end of the planetary gear mechanism, and can enable the mechanical input shaft 23 to be combined with or separated from the output end of the planetary gear mechanism;
the third clutch mechanism is arranged between the hydraulic transmission shaft 25 and the hydraulic speed regulating mechanism and can combine or separate the hydraulic transmission shaft and the hydraulic speed regulating mechanism;
the fourth clutch mechanism is arranged between the output end of the hydraulic speed regulating mechanism and the reverse axle 28, and can enable the reverse axle to be combined with or separated from the third clutch mechanism;
a fifth clutch mechanism provided between the mechanical transmission mechanism and the power output shaft 24, capable of engaging and disengaging the power output shaft 24 with and from the mechanical transmission mechanism.
In another embodiment, the planetary gear mechanism is a double planetary row structure: a first ring gear 20; the first sun gear 16 is connected with an output shaft 26 of the hydraulic speed regulating mechanism; a plurality of first planet gears 18 distributed in a circumferential array on the outer side of the first sun gear 16 and meshed with the first sun gear 16 and the first ring gear 20, respectively; the first planet carrier 21 is connected with the first planet gear 18, the first planet gear 18 is rotatably supported on the first planet carrier 21, and the first planet carrier 21 can drive the first planet gear 18 to rotate around the first sun gear 16 so as to drive the first gear ring 20 to rotate;
the second planet carrier is integrally connected with the first gear ring; the second gear ring 22 and the second sun gear 17 are connected with an output shaft 26 of the hydraulic speed regulating mechanism; a plurality of second planet gears 19 are rotatably supported on the second planet carrier, distributed outside the second sun gear 17 in a circumferential array, and meshed with the second sun gear 17 and the second ring gear 22 respectively; the planetary gear output shaft 27 is connected to the second planet carrier.
In another embodiment, a mechanical transmission includes: at least one idler gear, which is rotatably sleeved on the mechanical input shaft 23 and can freely rotate around the mechanical input shaft 23; at least one hollow gear which is sleeved on the mechanical input shaft and can freely rotate around the mechanical input shaft; at least one carrier engaging gear which is fixedly fitted over the first carrier 21 and which engages with the idler gear; at least one connecting gear which is fixedly sleeved on the second gear ring 22 and is meshed with the hollow gear.
As one preferable mode, there are two idler gears, namely, a first idler gear 3 and a second idler gear 5, two idler gears, namely, a first idler gear 7 and a second idler gear 9, two planet carrier meshing gears, namely, a first planet carrier meshing gear 4 and a second planet carrier meshing gear 6, two connecting gears, namely, a first connecting gear 8 and a second connecting gear 10.
In another embodiment, a hydraulic governor mechanism includes: a variable displacement hydraulic pump 29 connected to the hydraulic drive shaft 25; the hydraulic motor 30 communicates with the variable displacement hydraulic pump 29, and the variable displacement hydraulic pump 29 can drive the hydraulic motor 30 to rotate.
In the preferred embodiment, the first clutch mechanism is two engaged clutches, respectively clutch C1 and clutch C2, disposed within the first idler gear 3 and the second idler gear 5, respectively, the second clutch mechanism is two engaged clutches, respectively clutch C3 and clutch C4, disposed within the first hollow gear 7 and the second hollow gear 9, respectively, the third clutch mechanism is clutch C8, and the fourth clutch mechanism is an engaged clutch, labeled clutch C9, and the fifth clutch mechanism is a engaged clutch, labeled clutch C5.
In another embodiment, the combination output mechanism is disposed between the reverse axle 28 and the power take-off shaft 24. The joint output mechanism includes:
the first reduction gear 12 is sleeved on an output shaft 27 of the planetary gear mechanism;
the first reduction idler gear 11 is sleeved on the power output shaft 24 in a hollow mode and meshed with the first reduction gear 11; the second reduction gear 15 is sleeved on the planetary gear mechanism output shaft 27; the second deceleration idler gear 13 is sleeved on the power output shaft 24 in an idle mode;
wherein the second reduction gear 15 and the second reduction idler gear 13 are positioned at both sides of the reverse axle 28 and are engaged with the reverse axle 28.
In another embodiment, first and second reduction idler gears 11 and 13 each have a clutch therein, labeled clutch C6 and clutch C7, respectively, capable of being selectively engaged with power take-off shaft 24.
The basic principle is that the power is input by the engine, and is output after being synthesized by the converging mechanism, one part of the power is transmitted to the mechanical transmission mechanism, and the other part of the power is transmitted to the hydraulic speed regulating mechanism. The device has the characteristics of simple structure, stable mechanical transmission efficiency, compact structure, flexible control and good fuel economy under complex driving road conditions.
The intelligent switching device is unique in that the transmission requirements of good road conditions and bad road conditions are fully considered, and the intelligent switching device can be intelligently switched between different modes. During starting and reversing, the HMCVT adopts pure hydraulic drive, and exerts the characteristics of soft hydraulic drive connection and high torque at low speed. At start, C6, C8, C9 are engaged. C5 is not engaged and the energy flow of the direct mechanical transmission is cut off. C1, C2, C3, C4 are not engaged, shutting off the energy flow of the hydromechanical combined drive. Meanwhile, the engagement of C8 and C9 is communicated with the energy flow of hydraulic transmission, so that the pure hydraulic transmission is realized. And C7, C8, C9 are engaged when reversing. Wherein engagement of C7 causes the reverse gear on shaft 6 (reverse shaft) to function, and engagement and disengagement principles of other clutches are the same as those in starting; when the road condition is good, pure mechanical transmission is adopted, the advantage of high mechanical transmission efficiency is exerted, and meanwhile, the defect of low hydraulic transmission efficiency is avoided. At this point, C8 separates, shutting off the energy flow to the hydraulic section. The engagement and disengagement of each clutch for each gear are shown in table 1. Particularly, the 5 th gear is a direct gear when the road condition is excellent, and only the C5 joint is adopted at the moment, so that direct gear transmission is realized; when the road conditions are worse, the hydraulic and mechanical combined driving is adopted, so that the transmission efficiency is higher, stepless speed change can be realized, and the hydraulic and mechanical combined driving device is favorable for adapting to various complex terrains. At this point C8 is engaged, communicating hydraulic section energy flow. Because the range of the transmission ratio of the hydraulic speed regulating mechanism for realizing stepless speed change is limited, the gear shifting is realized through the change of gears meshed by different gears, and the specific engagement and separation conditions of the clutches are shown in table 1.
The matching of clutch engagement and disengagement in various modes is shown in table 1:
table 1 clutch match table
"omicron" represents clutch engaged, and "" represents clutch disengaged.
As can be seen from the above table, the working section can be divided into a purely hydraulic section, a hydromechanical section and a purely mechanical section according to the energy flow form, and the hydromechanical section and the purely mechanical section can be divided into a plurality of zone gears according to the transmission ratio of the mechanical part. The transmission efficiency is improved through a mechanical transmission mechanism, the transmission ratio range is expanded through the cooperation of clutch separation and engagement, and the stepless speed change is realized through the regulation and control of the combination of the variable displacement hydraulic pump and the quantitative hydraulic motor. Compared with a commercial vehicle using an AMT or manual gear, the vehicle is better suitable for various driving conditions, and better fuel economy can be realized.
The clutch closure conditions are shown in table 1 for the above matches. The gear fit is as follows:
hydraulic mode starting: the energy flow is input from the input shaft, transmitted to the variable hydraulic pump 29 via the meshed gear 1 and gear 2, and the variable hydraulic pump 29 drives the fixed hydraulic motor 30, passes through the two planetary row driving shafts, and is output from the output shaft via the meshed gear 12 and gear 11.
Hydraulic mode reversing: the energy flow is input from the input shaft, transmitted to the variable displacement hydraulic pump 29 via the meshed gear 1 and gear 2, the variable displacement hydraulic pump 29 drives the constant displacement hydraulic motor 30, passes through the two planetary row driving shafts, and is output from the output shaft via the meshed gear 15, gear 14 and gear 13.
Hydromechanical mode 1 gear combination: the energy flow is divided into two paths after being input from the input shaft, and one path is mechanically transmitted to the two-stage planetary row through the meshed gears 7 and 8; one path is hydraulic transmission, which is transmitted to a variable hydraulic pump 29 via a meshed gear 1 and gear 2, and the variable hydraulic pump 29 drives a constant hydraulic motor 30 and is transmitted to a double-stage planetary gear set. Finally, the two-stage planetary gear is converged, passes through the shaft 27, and is output by the output shaft through the meshed gear 12 and gear 11.
Hydromechanical mode 2-gear combination: the energy flow is divided into two paths after being input from the input shaft, and one path is mechanically transmitted to the two-stage planetary row through the meshed gears 9 and 10; one path is hydraulic transmission, which is transmitted to a variable hydraulic pump 29 via a meshed gear 1 and gear 2, and the variable hydraulic pump 29 drives a constant hydraulic motor 30 and is transmitted to a double-stage planetary gear set. Finally, the two-stage planetary gear is converged, passes through the shaft 27, and is output by the output shaft through the meshed gear 12 and gear 11.
Hydromechanical mode 3-gear combination: the energy flow is divided into two paths after being input from an input shaft, and one path is mechanically transmitted to the two-stage planetary row through the meshed gears 3 and 4; one path is hydraulic transmission, which is transmitted to a variable hydraulic pump 29 via a meshed gear 1 and gear 2, and the variable hydraulic pump 29 drives a constant hydraulic motor 30 and is transmitted to a double-stage planetary gear set. Finally, the two-stage planetary gear is converged, passes through the shaft 27, and is output by the output shaft through the meshed gear 12 and gear 11.
Hydromechanical mode 4-gear combination: the energy flow is divided into two paths after being input from the input shaft, and one path is mechanically transmitted to the two-stage planetary row through the meshed gears 5 and 6; one path is hydraulic transmission, which is transmitted to a variable hydraulic pump 29 via a meshed gear 1 and gear 2, and the variable hydraulic pump 29 drives a constant hydraulic motor 30 and is transmitted to a double-stage planetary gear set. Finally, the two-stage planetary gear is converged, passes through the shaft 27, and is output by the output shaft through the meshed gear 12 and gear 11.
Mechanical mode 1 gear: the energy flow is input from the input shaft, transferred to the second planetary row of the double planetary row via the meshed gears 7 and 8, driven by the shaft 27, and output from the output shaft via the meshed gears 12 and 11.
Mechanical mode 2 gear: the energy flow is input from the input shaft, transferred to the second planetary row of the double planetary row via the meshed gears 9 and 10, driven by the shaft 27, and output from the output shaft via the meshed gears 12 and 11.
Mechanical mode 3 rd gear: the energy flow is input from the input shaft, transferred to the second planetary row of the double planetary row via the meshed gears 3 and 4, driven by the shaft 27, and output from the output shaft via the meshed gears 12 and 11.
Mechanical mode 4 gear: the energy flow is input from the input shaft, transferred to the second planetary row of the double planetary row via the meshed gears 5 and 6, driven by the shaft 27, and output from the output shaft via the meshed gears 12 and 11.
Mechanical mode 5 gear: this is a direct gear, with the energy flow being input from the input shaft and directly output from the output shaft.
A control method of a hydraulic mechanical stepless speed changer of a commercial vehicle is a sliding mode variable structure starting control method based on upper bound.
The starting control of a commercial vehicle with HMCVT is different from that of a general manual-gear commercial vehicle, and the whole starting process is only completed by a driver controlling a brake pedal, so that various traffic situations such as low-speed following, starting and warehousing and the like need to be dealt with, and smoothness of starting and sensitivity in case of sudden braking in case of emergency are ensured in the process.
When starting, a driver firstly presses a brake pedal, then starts the vehicle, puts down a hand brake, and finally opportunistically releases the brake pedal according to surrounding traffic conditions to release the vehicle. Unexpected situations can be encountered at any time in the process, and the braking of a proper degree needs to be recovered at any time according to actual situations. Therefore, the judgment of the intention of the driver is a key link, and in order to realize better starting quality, the intention of the driver needs to be monitored in real time to give accurate and correct judgment. Based on the determined driver intent, a quantified ideal gear ratio of the HMCVT can be given based on fuzzy reasoning. The invention provides a sliding mode variable structure starting control strategy based on upper bound in order to quickly, accurately and stably compensate deviation.
First, we take a commercial vehicle as an example, and determine the maximum gear ratio and the minimum gear ratio during starting according to the parameters of the commercial vehicle. The process is as follows:
wherein i is max Is the maximum transmission ratio; g is the maximum load; f is the rolling resistance coefficient; alpha max Is the maximum climbing angle; r is the rolling radius of the wheel; t (T) max Maximum torque for the engine; i.e 0 Is a main reduction ratio; η is the mechanical efficiency.
Wherein i is min Is the minimum transmission ratio; n is n daisu The idle speed of the engine; v is the starting speed.
Substituting the commercial vehicle specific parameters we can get = 7.051, = 26.274.
And then, the intention of the driver is identified, a fuzzy control method is adopted, the angle and the speed of releasing the brake pedal are taken as input, the ideal transmission ratio conforming to the intention of the driver is taken as output, and a driver intention identification model is built.
According to the actual conditions of the experimental vehicleForm, the rotation angle range of the brake pedal [0,60 DEG ]]Recorded as θ∈ [0,60 ]]The method comprises the steps of carrying out a first treatment on the surface of the According to the actual test situation, the angular velocity range of the driver stepping on the brake pedal is [0,75 ]]S, denoted asThe transmission ratio range during starting is known as [7.051,26.274 ]]Marked as i epsilon [7.051,26.274 ]]。
After determining the ranges of the respective variables, blurring processing is performed for the input variables θ andaccording to the actual experience in various driving conditions, the two input variables can be divided into 5 fuzzy domains, namely [0,12]]，[12,24]，[24,36]，[36,48]，[48,60]And [0,15]]，[15,30]，[30,45]，[45,60]，[60,75]The method comprises the steps of carrying out a first treatment on the surface of the The output variable i can be divided into 5 fuzzy domains as [7.051,10]]，[10,14]，[14,18]，[18,22]，[22,26.274]. For 5 fuzzy domains divided by the input variable and the output variable, the corresponding fuzzy languages are VS (small), S (small), M (medium), B (large) and VB (large) respectively.
Then the fuzzy fields of the input variable and the output variable are quantized, and according to the divided 5 areas, the fuzzy fields can be divided into 5 quantization levels, namely, the abscissa interval of the membership function is [0,5]Respectively obtaining quantization factors k θ ＝1/12，k i ＝1/18。
After the original data is subjected to blurring processing, a blurring rule is formulated, the output variable is a transmission ratio, and the meanings represented by 5 grades are respectively as follows: VS corresponds to slow start, S corresponds to normal steady start, M corresponds to rapid start, B corresponds to full load heavy start, and VB corresponds to limit conditions of full load heavy start on a slope. The two input variables, namely the angular displacement of the brake pedal and the angular speed of the brake pedal, more comprehensively reflect the intention of a driver, and simultaneously, the output can be in accordance with the ideal transmission ratio of the actual running condition. For the specific form of the rule, we sum up the fuzzy rule table as shown in table 2, based on the test calibration under NEDC cycle conditions:
TABLE 2 fuzzy rule TABLE
After the fuzzy rule table is determined, the membership function is determined, and in order to enable the fuzzy process to be accurate and rapid and have good real-time performance, the Gaussian membership function is used as the membership function of the input variable and the output variable.
2-3 show images of membership functions of all fuzzy variables, after determining membership functions, performing output variable defuzzification process, and obtaining an output curved surface diagram of the two-input one-output fuzzy inference system by adopting a relatively universal maximum and minimum method and according to fuzzy rules in Table 2.
Through the fuzzy reasoning process, the ideal transmission ratio which accords with the actual driving working condition can be determined, and the following problem of the ideal transmission ratio is solved.
The starting process belongs to a pure hydraulic mode. And we can get the mathematical model of the HMCVT start phase as:
wherein, the working volume is oil liquid; is the elastic modulus of oil; the load moment of inertia of the output shaft; is the rotational inertia of the motor shaft; viscous damping for the motor; a customized load torque for the output shaft; is the maximum displacement of the pump; is the displacement ratio of the pump; for quantifying motor displacement; characteristic parameters of the front planet row; characteristic parameters of the front planet row; the rotation speed of the output shaft; the rotation speed of the output shaft; is the total leakage coefficient; is the viscosity of oil; a gear ratio between the input shaft and the intermediate shaft; a gear ratio between the input shaft and the intermediate shaft; is the pressure difference between the high pressure oil circuit and the low pressure oil circuit.
The above formula can be further generalized and arranged to obtain:
wherein,sigma is the speed ratio. On the basis, the Laplace transform is performed to obtain:
the transfer function can be written with the displacement ratio epsilon of the pump as input and the speed ratio sigma as output as:
wherein,
according to the transfer function model, we can convert it into a form of a state space equation, which is:
x 2 ＝-0.00008136·x 1 -0.001416·x 2 +u；
that is, after the ideal transmission ratio is determined by a fuzzy control mode, tracking is performed by adopting a sliding mode variable structure method based on an upper bound. The design flow of the sliding mode variable structure controller is as follows:
the error of the ideal gear ratio and the actual gear ratio is first determined as:
e＝ε-ε * ；
and then determining a switching function of the sliding control as follows:
wherein c > 0, here the value is 0.7. The controller can be designed to: the transmission ratio regulation and control calculation formula is as follows:
wherein u is the displacement ratio, f= -0.00008136 x 1 -0.001416·x 2 ；x 1 Is a speed ratio, x 2 Is the derivative of the speed ratio; η is the mechanical efficiency.
The controller can be proven to be stable according to the lyapunov theorem. Therefore, the displacement ratio of the variable pump can be continuously adjusted and corrected according to the tracking error of the transmission ratio, and the transmission ratio of the whole HMCVT is regulated and controlled in real time.
The invention provides a new HMCVT structure form which accords with the running working condition characteristics of a commercial vehicle, and develops a sliding mode variable structure starting control strategy based on the upper bound on the basis.
The invention is greatly improved on the basis of the traditional speed changer for the tractor, so that the HMCVT of the commercial vehicle can be freely switched among 3 modes of pure hydraulic drive, pure mechanical drive and hydraulic mechanical drive. Compared with the traditional AMT and manual gear mode, the automatic transmission device can better adapt to various driving conditions and improve fuel economy.
Compared with the traditional AMT and manual gear mode, the invention can improve the starting smoothness, shorten the starting response time, and more accord with the starting intention of a driver, thereby fundamentally improving the starting performance of the commercial vehicle.
The improved HMCVT is suitable for commercial vehicles, the transmission efficiency can be greatly improved, and the high-speed transmission can be popularized on a large scale, so that the energy and environmental protection pressure are greatly reduced.
Although embodiments of the present invention have been disclosed above, it is not limited to the details and embodiments shown and described, it is well suited to various fields of use for which the invention would be readily apparent to those skilled in the art, and accordingly, the invention is not limited to the specific details and illustrations shown and described herein, without departing from the general concepts defined in the claims and their equivalents.
Claims (10)
1. A hydromechanical continuously variable transmission for a commercial vehicle, comprising:
the diversion mechanism diverts the rotary power of the engine to the mechanical input shaft;
the first gear is fixedly sleeved on the mechanical input shaft and can rotate along with the mechanical input shaft;
the mechanical transmission mechanism is sleeved on the mechanical input shaft in a hollow mode and can rotate freely around the mechanical input shaft;
a hydraulic drive shaft disposed parallel to the mechanical input shaft;
the second gear is fixedly sleeved on the hydraulic transmission shaft and meshed with the first gear, and can drive the hydraulic transmission shaft to rotate;
the input end of the hydraulic speed regulating mechanism is connected with the hydraulic transmission shaft;
the engine provides rotary power, can drive the mechanical input shaft to rotate and drive the hydraulic transmission shaft to rotate;
a planetary gear mechanism capable of converging rotational power of the mechanical transmission mechanism and the hydraulic speed adjusting mechanism and outputting the rotational power via an output end of the planetary gear mechanism;
a first clutch mechanism provided between the mechanical input shaft and the planetary gear mechanism, capable of selectively engaging or disengaging the mechanical input shaft with or from the planetary gear mechanism;
a second clutch mechanism provided between the mechanical input shaft and the planetary gear mechanism output end, capable of selectively engaging or disengaging the mechanical input shaft with or from the planetary gear mechanism output end;
a third clutch mechanism provided between the hydraulic power transmission shaft and the hydraulic speed adjusting mechanism, and capable of selectively coupling or uncoupling the hydraulic power transmission shaft and the hydraulic speed adjusting mechanism;
reversing the axle;
the fourth clutch mechanism is arranged between the output end of the hydraulic speed regulating mechanism and the reverse axle and can selectively combine or separate the reverse axle and the third clutch mechanism;
a power output shaft;
and a fifth clutch mechanism provided between the mechanical transmission mechanism and the power output shaft, and capable of selectively coupling or uncoupling the power output shaft and the mechanical transmission mechanism.
2. The commercial vehicle hydromechanical continuously variable transmission according to claim 1, wherein the planetary gear mechanism comprises:
a first ring gear;
the first sun gear is connected with an output shaft of the hydraulic speed regulating mechanism;
the plurality of first planet gears are distributed on the outer side of the first sun gear in a circumferential array and are meshed with the first sun gear and the first gear ring respectively;
the first planet carrier can receive the rotation power of the mechanical input shaft and drive the first planet gear to rotate around the first sun gear, so as to drive the first gear ring to rotate;
the second planet carrier is integrally connected with the first gear ring;
a second ring gear;
the second sun gear is connected with an output shaft of the hydraulic speed regulating mechanism;
the second planetary gears are rotatably supported on the second planet carrier, distributed on the outer side of the second sun gear in a circumferential array and meshed with the second sun gear and the second gear ring respectively;
and a planetary gear output shaft connected to the second carrier.
3. The commercial vehicle hydromechanical continuously variable transmission of claim 2, wherein the mechanical transmission comprises:
at least one idler gear, which is sleeved on the mechanical input shaft in an idler manner and can freely rotate around the mechanical input shaft;
at least one hollow gear which is sleeved on the mechanical input shaft in a hollow manner and can freely rotate around the mechanical input shaft;
at least one planet carrier meshing gear which is fixedly sleeved on the first planet carrier and meshed with the idler gear;
and at least one connecting gear fixedly sleeved on the second gear ring and meshed with the hollow gear.
4. The commercial vehicle hydromechanical continuously variable transmission of claim 3, wherein the hydraulic governor mechanism comprises:
a variable displacement hydraulic pump connected to the hydraulic drive shaft;
and the hydraulic motor is communicated with the variable hydraulic pump, and the variable hydraulic pump can drive the hydraulic motor to rotate.
5. The commercial vehicle hydromechanical continuously variable transmission of claim 1, wherein the first clutch mechanism, the second clutch mechanism, the third clutch mechanism and the fourth clutch mechanism are all on-coming clutches.
6. The commercial vehicle hydromechanical continuously variable transmission of claim 1, further comprising: and the combined output mechanism is arranged between the reverse axle and the power output shaft.
7. A start control method using the hydraulic mechanical continuously variable transmission for a commercial vehicle according to claim 1, comprising:
inputting the loosening angle and the loosening speed of the brake pedal into a fuzzy controller, and obtaining an ideal transmission ratio which accords with the intention of a driver after analysis;
calculating the error of the ideal transmission ratio and the actual transmission ratio, and determining a switching function of the sliding control according to the error;
and obtaining a transmission ratio regulation and control calculation formula according to the sliding control switching function, so as to realize real-time regulation and control of the transmission ratio of the hydraulic mechanical stepless speed changer.
8. The start control method of a hydraulic continuously variable transmission for a commercial vehicle according to claim 7, wherein the fuzzy sets of the brake pedal release angle, the brake pedal release speed and the ideal transmission ratio are { VS, S, M, B, VB }, VS being small, S being small, M being medium, B being large, VB being large, the brake pedal release angle being divided into 5 fuzzy fields [0,12], [12,24], [24,36], [36,48], [48,60], the brake pedal release speed being divided into 5 fuzzy fields [0,15], [15,30], [30,45], [45,60], [60,75], the ideal transmission ratio being divided into 5 fuzzy fields [7.051,10], [10,14], [14,18, 22], [22,26.274].
9. The start control method of a hydraulic mechanical continuously variable transmission for a commercial vehicle according to claim 8, wherein the shift function of the slip control is:
where s is the shift function of the slip control, e is the difference between the ideal gear ratio and the actual gear ratio, e=ε - ε * Epsilon is the ideal transmission ratio, epsilon * For the actual gear ratio, c is a coefficient.
10. The start control method of a hydraulic mechanical continuously variable transmission for a commercial vehicle according to claim 9, wherein the gear ratio control calculation formula is:
wherein u is the displacement ratio, f= -0.00008136 x 1 -0.001416·x 2 ；x 1 Is a speed ratio, x 2 Is the derivative of the speed ratio; η is the mechanical efficiency.
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| CN104149779A (en) * | 2014-07-08 | 2014-11-19 | 江苏大学 | Vehicle power matching system with hydraulic mechanical continuously-variable transmission |
| KR20150026474A (en) * | 2013-09-03 | 2015-03-11 | 엘에스엠트론 주식회사 | Transmission apparatus of vehicle and controlling method thereof |
| CN107143638A (en) * | 2017-05-02 | 2017-09-08 | 北京理工大学 | Hydraulic machinery is combined continuously variable transmittion |
| CN110953318A (en) * | 2019-11-06 | 2020-04-03 | 江苏大学 | Mechanical hydraulic composite transmission device and control method |
| CN211924834U (en) * | 2020-04-10 | 2020-11-13 | 吉林大学 | Hydraulic mechanical continuously variable transmission of commercial vehicle |
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Patent Citations (5)
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| KR20150026474A (en) * | 2013-09-03 | 2015-03-11 | 엘에스엠트론 주식회사 | Transmission apparatus of vehicle and controlling method thereof |
| CN104149779A (en) * | 2014-07-08 | 2014-11-19 | 江苏大学 | Vehicle power matching system with hydraulic mechanical continuously-variable transmission |
| CN107143638A (en) * | 2017-05-02 | 2017-09-08 | 北京理工大学 | Hydraulic machinery is combined continuously variable transmittion |
| CN110953318A (en) * | 2019-11-06 | 2020-04-03 | 江苏大学 | Mechanical hydraulic composite transmission device and control method |
| CN211924834U (en) * | 2020-04-10 | 2020-11-13 | 吉林大学 | Hydraulic mechanical continuously variable transmission of commercial vehicle |
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