CN107607329B - Series-parallel hydraulic hybrid electric vehicle simulation test bed - Google Patents
Series-parallel hydraulic hybrid electric vehicle simulation test bed Download PDFInfo
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- CN107607329B CN107607329B CN201711000859.2A CN201711000859A CN107607329B CN 107607329 B CN107607329 B CN 107607329B CN 201711000859 A CN201711000859 A CN 201711000859A CN 107607329 B CN107607329 B CN 107607329B
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Abstract
The invention provides a series-parallel hydraulic hybrid electric vehicle simulation test bed, which relates to the technical field of vehicles and comprises a material object rack and a real-time simulation system. By controlling different combination modes of a clutch and a brake in the material object rack, a series-parallel hydraulic hybrid electric vehicle with a single planet row configuration and a front planet row and rear row motor torque-increasing configuration can be simulated respectively, and an engine start mode, a pure hydraulic driving mode, a combined driving mode, a regenerative braking mode and a reverse mode can be realized in each configuration. The test bed provided by the invention can reduce the research and development test cost and time of the series-parallel hydraulic hybrid electric vehicle, improve the simulation precision, improve the universality of the test bed of the hydraulic hybrid electric vehicle and reduce the comprehensive cost.
Description
Technical Field
The invention relates to an automobile test bed, in particular to a series-parallel hydraulic hybrid electric vehicle simulation test bed.
Background
Hybrid technology is an energy saving solution that has been widely recognized at present. Hybrid vehicles are classified into hybrid vehicles of oil-electricity and hydraulic hybrid, depending on the power source. The energy storage device of the hybrid vehicle is required to recover and release a large amount of power in a short time, and the battery is limited in application to automobiles with larger mass, such as passenger cars, trucks and the like, due to lower power density; the hydraulic accumulator has high power density and is more and more widely applied to the fields of city passenger cars, heavy commercial vehicles and the like. The series-parallel hydraulic hybrid electric vehicle can realize the double decoupling of the torque and the rotating speed of the engine and the wheels through the planetary gear coupling mechanism, flexibly adjust the working point of the power source according to the working condition, and has higher comprehensive efficiency, so the research on the hybrid form is gradually increased, and the achievements are increasingly enriched. For example, chinese patent publication No. CN 102514474A, publication No. 2012-06-27, discloses a series-parallel hydraulic hybrid vehicle power system, which combines the advantages of series and parallel systems, and can adjust the operating point of an engine to be stabilized in an economic area by a power split device, thereby achieving the goals of low emission and low oil consumption.
The hydraulic hybrid power automobile is a relatively complex electromechanical-hydraulic integrated system, and in the early stage of the development of the whole automobile, if the whole automobile is directly built for a real-time test, the cost and the development period are greatly increased; the characteristics of system components are difficult to be completely reflected by adopting computer simulation, and the result is greatly different from the actual result. Therefore, in the early development of the hybrid electric vehicle, it is necessary to develop a method for performing semi-physical test simulation by fusing computer technology. In the semi-physical test simulation, a system key component needing to be researched for certain characteristics is a physical component, known characteristics or a component with performance not affecting a test result greatly are replaced by building a mathematical model or a graphical physical model through simulation software, a real-time simulator is used as a carrier to download the model into the simulation, and a controller is used for controlling the physical component of the system to act and acquiring a system state signal. Therefore, the development of the simulation test bed suitable for the series-parallel hydraulic hybrid electric vehicle has great practical application value. Chinese patent publication No. CN 104535337A, publication No. 2015-04-22, discloses a hydraulic hybrid simulation test bed, which can simulate road loads under different working conditions, and by controlling the states of a valve group and a pump/motor, switching among various modes such as hydraulic drive, combined drive, regenerative braking and the like is realized, the test cost is low and is not limited by environmental conditions, but the test bed can only simulate a series hydraulic hybrid vehicle, and the test bed uses a large number of hydraulic valve groups, the structure is complex, and the efficiency of a hydraulic system is relatively low.
Disclosure of Invention
The invention provides a series-parallel hydraulic hybrid electric vehicle simulation test bed which can overcome the defects of high cost, long time consumption and inaccurate computer simulation in the development and the test of a series-parallel hydraulic hybrid electric vehicle in the prior art, and can overcome the defects of single power system configuration and poor universality which can be simulated by the hydraulic hybrid electric vehicle simulation test bed in the prior art.
In order to solve the problems, the invention adopts the following technical scheme: the series-parallel hydraulic hybrid electric vehicle simulation test bed comprises a material object rack and a real-time simulation system.
The material object rack comprises a motor, a first two-position two-way electromagnetic directional valve, a second two-position two-way electromagnetic directional valve, a third two-position two-way electromagnetic directional valve, a front planet row, a rear planet row, a front planet row input shaft, a front planet row input gear, a rear planet row input shaft, a rear planet row input gear, a first hydraulic pump/motor, a second hydraulic pump/motor, a direct current dynamometer, a high-pressure energy accumulator, a low-pressure energy accumulator, a first coupler, a second coupler, a third coupler, a fourth coupler, a fifth coupler, a sixth coupler, a seventh coupler, an eighth coupler, a C1 clutch, a C2 clutch, a C3 brake, a first meshing gear, a second meshing gear, a hydraulic control one-way valve, a first hydraulic pipeline, a second hydraulic pipeline, a first pressure sensor, a second pressure sensor, a first rotating speed torque sensor, a second rotating speed torque sensor, a third rotating speed torque sensor, a fourth rotating speed torque sensor and a torsional vibration damper.
The front planet row is sleeved on the front planet row input shaft and comprises a front planet row sun gear, a front planet row planet carrier, a front planet row gear ring and four front planet row planet gears with the same structure, the front planet row sun gear and the front planet row input gear are integrated, and the front planet row input gear is in constant meshing connection with the second meshing gear; the rear planet row is sleeved on the rear planet row input shaft and comprises a rear planet row sun gear, a rear planet row planet carrier, a rear planet row gear ring and four rear planet row planet gears with the same structure, the rear planet row sun gear and the rear planet row input gear are integrated, and the rear planet row input gear is in constant meshing connection with the first meshing gear.
The end a of the C1 clutch is coaxially and fixedly connected with the input shaft of the rear planet row, and the end b of the C1 clutch is coaxially and fixedly connected with the planet carrier of the rear planet row; the end a of the C2 clutch is coaxially and fixedly connected with the input gear of the rear planet row, and the end b of the C2 clutch is coaxially and fixedly connected with the input shaft of the rear planet row; the fixed end of the C3 brake is fixedly connected with the rack, and the rotating end of the C3 brake is coaxially and fixedly connected with the rear planet row gear ring.
The P port and the A port of the first two-position two-way electromagnetic reversing valve are respectively connected with a second hydraulic pipeline and a K port (control port) of a hydraulic control one-way valve; the port P and the port A of the second two-position two-way electromagnetic reversing valve are respectively connected with a second hydraulic pipeline and a port P2 of a hydraulic control one-way valve, and a port P1 of the hydraulic control one-way valve is connected with a port a of a second hydraulic pump/motor; the port P and the port A of the third two-position two-way electromagnetic directional valve are respectively connected with a second hydraulic pipeline and the port a of the first hydraulic pump/motor; an oil outlet of the high-pressure energy accumulator is connected with a second hydraulic pipeline, and an oil outlet of the low-pressure energy accumulator is connected with a first hydraulic pipeline; and the port b of the first hydraulic pump/motor and the port b of the second hydraulic pump/motor are connected with a first hydraulic pipeline.
The real-time simulation system consists of a controller, a dSPACE simulator and an upper computer; the controller is connected with the material object rack through a wire, the controller is connected with the dSPACE simulator through a wire, and the upper computer is connected with the dSPACE simulator through an Ethernet wire.
The technical scheme is that the controller is connected with the material object rack through an electric wire, and the technical scheme is as follows:
a first pressure sensor, a second pressure sensor, a first rotating speed torque sensor, a second rotating speed torque sensor, a third rotating speed torque sensor and a fourth rotating speed torque sensor in the material object rack are respectively connected with an EAD00 terminal, an EAD01 terminal, an EAD02 terminal, an EAD03 terminal, an EAD04 terminal and an EAD05 terminal of a controller through electric wires; and a control terminal of a motor in the material object rack, a displacement control terminal of a first hydraulic pump/motor, a displacement control terminal of a second hydraulic pump/motor, a control terminal of a C1 clutch, a control terminal of a C2 clutch, a control terminal of a C3 brake, a control terminal of a first two-position two-way electromagnetic directional valve, a control terminal of a second two-position two-way electromagnetic directional valve, a control terminal of a third two-position two-way electromagnetic directional valve and a control terminal of a direct current dynamometer are respectively connected with a LA00 terminal, a LA01 terminal, a LA02 terminal, a LA03 terminal, a LA04 terminal, a LA05 terminal, a LA06 terminal, a LA07 terminal, a LA08 terminal and a LA09 terminal of a controller through electric wires.
The left end and the right end of the first rotating speed torque sensor in the technical scheme are respectively and coaxially connected with the motor and the torsional vibration damper through a first coupler and a second coupler, and the torsional vibration damper is coaxially connected with a front planet carrier through a front planet input shaft; the left end and the right end of the second rotating speed torque sensor are respectively and coaxially connected with the rear planet carrier and the direct current dynamometer through a third coupler and a fourth coupler; the left end and the right end of a third rotating speed torque sensor are respectively and coaxially connected with the first hydraulic pump/motor and the first meshing gear through a fifth coupler and a sixth coupler; the left end and the right end of the fourth rotating speed torque sensor are respectively and coaxially connected with the second hydraulic pump/motor and the second meshing gear through an eighth coupler and a seventh coupler.
In the technical scheme, the first pressure sensor is arranged on the second hydraulic pipeline, and the second pressure sensor is arranged on the first hydraulic pipeline; the front planet row input shaft is vertically and coaxially fixedly connected with the circumferential surface of the front planet row planet carrier; and the front planet row gear ring is coaxially and fixedly connected with the rear planet row input shaft.
Compared with the prior art, the invention has the beneficial effects that:
1. the simulation test bed for the series-parallel hydraulic hybrid electric vehicle is used in the research and development stage of the series-parallel hydraulic hybrid electric vehicle, and can improve the research and development efficiency and shorten the research and development period.
2. The simulation test bed for the series-parallel hydraulic hybrid electric vehicle is suitable for development and test of series-parallel hydraulic hybrid electric vehicles with different planetary gear coupling mechanism structural forms, has certain universality, and can reduce test cost.
3. The simulation test bed for the series-parallel hydraulic hybrid electric vehicle can simulate the running working condition of a real vehicle and different running states of the series-parallel hydraulic hybrid electric vehicle, and compared with pure software simulation, the authenticity and the accuracy of the test are improved.
Drawings
The invention is further described below with reference to the accompanying drawings:
FIG. 1 is a schematic structural composition diagram of a series-parallel hydraulic hybrid electric vehicle simulation test bed according to the present invention;
FIG. 2 is a schematic structural diagram of a material object rack in the simulation test bed of the series-parallel hydraulic hybrid electric vehicle according to the invention;
FIG. 3 is a state diagram of a C1 clutch, a C2 clutch and a C3 brake of the series-parallel hydraulic hybrid electric vehicle simulation test bed of the series-parallel hydraulic hybrid electric vehicle simulation single-planet-row configuration;
FIG. 4 is a C3 brake state diagram of the series-parallel hydraulic hybrid electric vehicle simulation test bed of the series-parallel hydraulic hybrid electric vehicle simulation front planet row + rear row motor torque-increasing configuration;
in FIG. 1, I is a material object rack, II is a real-time simulation system, 37 is a controller, 42 is a dSPACE simulator, and 43 is an upper computer;
in fig. 2, 1, an electric machine, 2, a first coupling, 3, a first rotational speed torque sensor, 4, a second coupling, 5, a torsional damper, 6, a front planetary row input gear, 7, a front planetary row sun gear, 8, a front planetary row carrier, 9, a front planetary row ring gear, 10, a front planetary row input shaft, 11, a rear planetary row input shaft, 12, a rear planetary row input gear, 13, a rear planetary row sun gear, 14, a rear planetary row planetary gear, 15, a rear planetary row ring gear, 16, a rear planetary row carrier, 17, c1 clutch, 18, c2 clutch, 19, a third coupling, 20, a second rotational speed torque sensor, 21, a fourth coupling, 22, a dc dynamometer, 23, a first hydraulic pump/motor, 24, a fifth shaft coupling, 25, a third rotating speed and torque sensor, 26, a sixth shaft coupling, 27, a first meshing gear, 28, a second meshing gear, 29, a seventh shaft coupling, 30, a fourth rotating speed and torque sensor, 31, an eighth shaft coupling, 32, a second hydraulic pump/motor, 33, a high-pressure accumulator, 34, a low-pressure accumulator, 35, a first hydraulic pipeline, 36, a second hydraulic pipeline, 37, a controller, 38, a hydraulic control one-way valve, 39, a first two-position two-way electromagnetic directional valve, 40, a first pressure sensor, 41, a second pressure sensor, 44, a front planet row, 45, C3 brake, 46, a second two-position two-way electromagnetic directional valve, 47 and a third two-position two-way electromagnetic directional valve.
Detailed Description
The invention is described in detail below with reference to the attached drawing figures:
referring to the attached figure 1, the series-parallel hydraulic hybrid electric vehicle simulation test bed comprises a material object rack I and a real-time simulation system II; the real-time simulation system II is composed of a controller 37, a dSPACE simulator 42, and an upper computer 43.
The dSPACE simulator 42 is a multifunctional platform integrating control system design, performance testing and semi-physical simulation, and includes a hardware part and a software part. The hardware part mainly comprises a data information processing board card and a hardware interface, and is mainly used for running a real-time simulation program and transmitting signals and generating interruption when necessary; the software part comprises control software ControlDesk and an analog hardware interface RTI. The ControlDesk is installed in the upper computer 43 and is used for registering the control board card, visually managing the system, and controlling the vehicle physical model in the dSPACE simulator 42 in real time. RTI converts the connection relation between the control algorithm in the simulation model and the automobile mathematical model into the I/O relation in the RTI library, and sets the corresponding parameters.
The controller 37 is HY-TTC200-CD-538K-2.4M-WD00-000 in model. The controller is a 32-bit controller and is provided with 448KBFLASH, 26KBRAM, two paths of CAN, one path of LIN and RS-232 interfaces; the software parts MPC555 and TTCDownloader of the controller 37 and the simulation software MATLAB/Simulink are installed in the upper computer 43, and a code file in the format of s19 is generated after a test bed control algorithm built in the MATLAB/Simulink is compiled and is burnt into the controller 37 through the TTCDownloader. The AD port of the controller 37 is connected with the DA port of the dSPACE simulator 42 by a wire, so that the analog signal of the vehicle physical model in the dSPACE simulator 42 is transmitted to the controller 37, and the output control signal of the controller 37 is received.
Referring to fig. 2, the material object rack I includes a motor 1, a first two-position two-way electromagnetic directional valve 39, a second two-position two-way electromagnetic directional valve 46, a third two-position two-way electromagnetic directional valve 47, a front planetary row, a rear planetary row, a front planetary row input shaft 10, a front planetary row input gear 6, a rear planetary row input shaft 11, a rear planetary row input gear 12, a first hydraulic pump/motor 23, a second hydraulic pump/motor 32, a direct current dynamometer 22, a high-pressure accumulator 33, a low-pressure accumulator 34, a first coupling 2, a second coupling 4, a third coupling 19, a fourth coupling 21, a fifth coupling 24, a sixth coupling 26, a seventh coupling 29, an eighth coupling 31, a C1 clutch 17, a C2 clutch 18, a C3 brake 45, a first meshing gear 27, a second meshing gear 28, a hydraulic check valve 38, a first hydraulic pipeline 35, a second hydraulic pipeline 36, a first pressure sensor 40, a second pressure sensor 41, a second rotation speed sensor 3, a second meshing gear 27, a third meshing gear 28, a second rotation speed sensor 25, a torque sensor 30, and a torque sensor.
Referring to fig. 2, the controller 37 monitors the operation state of the material rack i and sends control commands for controlling the torque and rotation speed of the electric motor 1, the engagement and disengagement of the C1 clutch 17, the C2 clutch 18, and the C3 brake 45, the displacement values of the first hydraulic pump/motor 23 and the second hydraulic pump/motor 32, the load or load torque and rotation speed of the dc dynamometer 22, and the opening and closing of the first two-position two-way electromagnetic directional valve 39, the second two-position two-way electromagnetic directional valve 46, and the second two-position two-way electromagnetic directional valve 47. In the material object rack I, a first pressure sensor 40, a second pressure sensor 41, a first rotating speed torque sensor 3, a second rotating speed torque sensor 20, a third rotating speed torque sensor 25 and a fourth rotating speed torque sensor 30 are respectively connected with an EAD00 terminal, an EAD01 terminal, an EAD02 terminal, an EAD03 terminal, an EAD04 terminal and an EAD05 terminal of a controller 37 through electric wires; a control terminal of the electric motor 1, a displacement control terminal of the first hydraulic pump/motor 11, a displacement control terminal of the second hydraulic pump/motor 16, a control terminal of the C1 clutch 17, a control terminal of the C2 clutch 18, a control terminal of the C3 brake 45, a control terminal of the first two-position two-way electromagnetic directional valve 39, a control terminal of the second two-position two-way electromagnetic directional valve 46, a control terminal of the third two-position two-way electromagnetic directional valve 47, and a control terminal of the dc dynamometer 22 are connected to a LA00 terminal, a LA01 terminal, a LA02 terminal, a LA03 terminal, a LA04 terminal, a LA05 terminal, a LA06 terminal, a LA07 terminal, a LA08 terminal, and a LA09 terminal of the controller through electric wires, respectively.
Referring to fig. 2, the front planetary row is sleeved on the front planetary row input shaft 10, the front planetary row comprises a front planetary row sun gear 7, a front planetary row planet carrier 8, a front planetary row gear ring 9 and four front planetary row planet gears 44 with the same structure, the four front planetary row planet gears 44 with the same structure are uniformly distributed on a circumference with equal radius from the rotary axis of the front planetary row planet carrier 8, the four front planetary row planet gears 44 are in rotary connection, the rotary axis of each front planetary row planet gear 44 is parallel to the rotary axis of the front planetary row planet carrier 8, the outer side of each front planetary row planet gear 44 is meshed with the inner teeth of the front planetary row gear ring 9, and the inner side of each front planetary row planet gear 44 is meshed with the front planetary row sun gear 7; the front planet row sun gear 7 is integrated with the front planet row input gear 6, and the front planet row input gear 6 is in constant meshed connection with the second meshing gear 28. The rear planet row is sleeved on the rear planet row input shaft 11 and comprises a rear planet row sun gear 13, a rear planet row planet carrier 16, a rear planet row gear ring 15 and four rear planet row planet gears 14 with the same structure, the four rear planet row planet gears 14 with the same structure are uniformly distributed on a circumference with equal radius from the revolving axis of the rear planet row planet carrier 16 and are in rotary connection, the revolving axis of each rear planet row planet gear 14 is parallel to the revolving axis of the rear planet row planet carrier 16, the outer side of each rear planet row planet gear 14 is meshed with the inner teeth of the rear planet row gear ring 15, and the inner side of each rear planet row planet gear 14 is meshed with the rear planet row sun gear 13; the rear planet row sun gear 13 is integral with the rear planet row input gear 12 and the rear planet row input gear 12 is in constant mesh with the first meshing gear 27. The front planet row input shaft 10 is vertically and coaxially fixedly connected with the circumferential surface of the front planet row planet carrier 8, and the front planet row gear ring 9 is coaxially and fixedly connected with the rear planet row input shaft 11.
Referring to fig. 2, an a end of the C1 clutch 17 is coaxially and fixedly connected with the rear planet row input shaft 11, and a b end is coaxially and fixedly connected with the rear planet row planet carrier 16; the end a of the C2 clutch 18 is coaxially and fixedly connected with the rear planet row input gear 12, and the end b is coaxially and fixedly connected with the rear planet row input shaft 11; the fixed end of the C3 brake 45 is fixedly connected with the rack, and the rotating end of the C3 brake is coaxially and fixedly connected with the rear planet row gear ring 15. The rear planet row input shaft 11 and the rear planet row planet carrier 16 are fixedly connected or completely separated through a C1 clutch 17, the rear planet row input shaft 11 and the rear planet row input gear 12 are fixedly connected or completely separated through a C2 clutch 18, and the rear planet row gear ring 15 and the rack are fixedly connected or completely separated through a C3 brake 45.
Referring to fig. 2, a P port and an a port of the first two-position two-way electromagnetic directional valve 39 are respectively connected to a K port (control port) of the second hydraulic pipe 36 and the pilot operated check valve 38; a port P and a port a of the second two-position two-way electromagnetic directional valve 46 are respectively connected with a port P2 of the second hydraulic pipeline 36 and the pilot operated check valve 38, and a port P1 of the pilot operated check valve 38 is connected with a port a of the second hydraulic pump/motor 32; the port P and the port a of the third two-position two-way electromagnetic directional valve 47 are respectively connected with the port a of the first hydraulic pump/motor 23 and the port P of the second hydraulic pipeline 36; an oil outlet of the high-pressure accumulator 33 is connected with a second hydraulic pipeline 36, and an oil outlet of the low-pressure accumulator 34 is connected with a first hydraulic pipeline 35; the b-port of the first hydraulic pump/motor 23 and the b-port of the second hydraulic pump/motor 32 are connected to a first hydraulic line 35.
Referring to fig. 2, the left end and the right end of a first rotating speed torque sensor 3 are respectively and coaxially connected with a motor 1 and a torsional vibration damper 5 through a first coupler 2 and a second coupler 4, and the torsional vibration damper 5 is coaxially connected with a front planet carrier 8 through a front planet input shaft 10; the left end and the right end of the second rotating speed torque sensor 20 are respectively and coaxially connected with the rear planet carrier 16 and the direct current dynamometer 22 through a third coupler 19 and a fourth coupler 21; the left end and the right end of a third rotating speed and torque sensor 25 are respectively coaxially connected with the first hydraulic pump/motor 23 and the first meshing gear 27 through a fifth coupler 24 and a sixth coupler 26; the left end and the right end of a fourth rotating speed torque sensor 30 are respectively coaxially connected with a second hydraulic pump/motor 32 and a second meshing gear 28 through an eighth coupler 31 and a seventh coupler 29. The first pressure sensor 40 is mounted on the second hydraulic pipe 36, and the second pressure sensor 41 is mounted on the first hydraulic pipe 35.
Referring to fig. 2, the dc dynamometer 22 may provide a load to simulate a road input of the vehicle in a driving mode, and may provide a power to simulate a road input of the vehicle in a braking mode according to a control signal of the controller 37.
The simulation test bed of the series-parallel hydraulic hybrid electric vehicle can simulate the working states of series-parallel hydraulic hybrid electric vehicles with different planetary gear configurations in different modes, and is described in detail with reference to the attached drawing 3:
referring to the attached figure 3, the parallel-series hydraulic hybrid electric vehicle simulation test bed can be used for simulating the working states of a single-planet-row-configuration parallel-series hybrid electric vehicle in different modes.
The C1 clutch 17 and the C2 clutch 18 are both engaged, the C3 brake 45 is disengaged, and the rear planet carrier as a whole is connected to the front planet carrier ring gear 9 via the rear planet carrier input shaft 11, so the entire test stand is considered to simulate a single planet carrier configuration.
1. Engine start mode
Referring to the attached figure 3, the simulation test bed for the series-parallel hydraulic hybrid electric vehicle is used for simulating the working state of a series-parallel hydraulic hybrid electric vehicle with a single-planet-row configuration in a parking starting mode. In this mode, the controller 37 sends out a control signal to make the displacement of the first hydraulic pump/motor 23 zero, the displacement of the second hydraulic pump/motor 32 positive (0,1) and working in a motor state, the first two-position two-way electromagnetic directional valve 39 is in the left position, the hydraulic control one-way valve 38 is in the two-way flow state, the second two-position two-way electromagnetic directional valve 46 is in the left position, and the third two-position two-way electromagnetic directional valve 47 is in the upper position. The high-pressure oil stored in the high-pressure accumulator 33 sequentially enters the port a of the second hydraulic pump/motor 32 through the second hydraulic pipeline 36, the second two-position two-way electromagnetic directional valve 46 and the hydraulic control one-way valve 38, enters the first hydraulic pipeline 35 through the port b of the second hydraulic pump/motor 32, and finally flows into the low-pressure accumulator 34. The hydraulic energy is converted into mechanical energy through the second hydraulic pump/motor 32, and the power transmission sequentially passes through the eighth coupler 31, the seventh coupler 29, the second meshing gear 28, the front planet row input gear 6, the front planet row sun gear 7, the front planet row planet carrier 8, the front planet row input shaft 10, the torsional vibration damper 5, the second coupler 4 and the first coupler 2 to reach the input shaft of the motor 1. Meanwhile, the rotating speed and torque values of the input shaft of the motor 1 and the output shaft of the second hydraulic pump/motor 32 are recorded in real time through the first rotating speed torque sensor 3 and the fourth rotating speed torque sensor 30 respectively; the first pressure sensor 40 and the second pressure sensor 41 record the hydraulic oil pressure in the high-pressure accumulator 33 and the low-pressure accumulator 34, respectively, in real time. The controller 37 outputs a signal to control the load moment of the direct current dynamometer 22, and sufficient load is provided for the front planet gear ring 9. The control of the operating point of the electric machine 1 by means of the output signal of the controller 37 allows to simulate the starting characteristics of different engines.
2. Pure hydraulic drive mode
Referring to the attached figure 3, the simulation test bed of the series-parallel hydraulic hybrid electric vehicle is used for simulating the working state of a series-parallel hydraulic hybrid electric vehicle with a single-planet-row configuration in a pure hydraulic driving mode. In this mode, the controller 37 sends out a control signal to make the displacement of the first hydraulic pump/motor 23 positive (0,1) and operate in a motor state, the displacement of the second hydraulic pump/motor 32 is zero, the first two-position two-way electromagnetic directional valve 39 is in the right position, the hydraulic control check valve 38 is in a one-way flow state (only from the P1 port to the P2 port), the second two-position two-way electromagnetic directional valve 46 is in the right position, and the third two-position two-way electromagnetic directional valve 47 is in the lower position. The high-pressure oil stored in the high-pressure accumulator 33 sequentially enters the port a of the first hydraulic pump/motor 23 through the second hydraulic pipeline 36 and the third two-position two-way electromagnetic directional valve 47, enters the first hydraulic pipeline 35 through the port b of the first hydraulic pump/motor 23, and finally flows into the low-pressure accumulator 34. The hydraulic energy is converted into mechanical energy through the first hydraulic pump/motor 23, and the power sequentially passes through the fifth coupler 24, the sixth coupler 26, the first meshing gear 27, the rear planet row input gear 12, the C2 clutch 18, the C1 clutch 17, the rear planet row planet carrier 16, the third coupling 19 and the fourth coupling 21 to reach the direct current dynamometer 22. Simultaneously, the rotating speed and torque values of the input shaft of the direct current dynamometer 22 and the output shaft of the first hydraulic pump/motor 23 are recorded in real time through the second rotating speed torque sensor 20 and the third rotating speed torque sensor 25 respectively; the first pressure sensor 40 and the second pressure sensor 41 record the hydraulic oil pressure in the high-pressure accumulator 33 and the low-pressure accumulator 34 respectively in real time. The controller 37 outputs signals to control the load moment and the rotating speed of the direct current dynamometer 22 to simulate different road surface condition inputs, so that different pure hydraulic driving characteristics are obtained. In this mode, the controller 37 does not output a control signal to the motor 1, and the motor 1 idles. The second hydraulic pump/motor 32 is also in an idle state.
3. Combined drive mode
Referring to the attached figure 3, the simulation test bed of the series-parallel hydraulic hybrid electric vehicle is used for simulating the working state of a series-parallel hydraulic hybrid electric vehicle with a single-planet-row configuration in a combined driving mode. In this mode, the controller 37 sends out a control signal to make the displacement values of the first hydraulic pump/motor 23 and the second hydraulic pump/motor 32 both positive (0 to 1), the first hydraulic pump/motor 23 operates in a motor state, the first two-position two-way electromagnetic directional valve 39 is in the left position, the hydraulic control one-way valve 38 is in a two-way flow state, the second two-position two-way electromagnetic directional valve 46 is in the left position, and the third two-position two-way electromagnetic directional valve 47 is in the lower position. There are two power transmission paths at this time: in the first path, power sequentially passes through the motor 1, the first coupler 2, the second coupler 4, the torsional vibration absorber 5, the front planet row input shaft 10, the front planet row planet carrier 8, the front planet row planet gear 44, the front planet row gear ring 9, the rear planet row input shaft 11, the C1 clutch 17 and the rear planet row planet carrier 16 to reach the direct current dynamometer 22; in the second path, power sequentially passes through the motor 1, the first coupler 2, the second coupler 4, the torsional vibration absorber 5, the front planetary row input shaft 10, the front planetary row planet carrier 8, the front planetary row planet gear 44 and the front planetary row gear ring 7, the front planetary row input gear 6, the second meshing gear 29, the seventh coupler 29 and the eighth coupler 31 to reach the input shaft of the second hydraulic pump/motor 32, the second hydraulic pump/motor 32 converts mechanical energy into hydraulic energy, high-pressure oil enters the second hydraulic pipeline 36 from the port a of the second hydraulic pump/motor 32 to be coupled with pressure oil in the high-pressure accumulator 33, enters the port a of the first hydraulic pump/motor 23 through the third two-position two-way electromagnetic directional valve 47, enters the first hydraulic pipeline 35 through the port b of the first hydraulic pump/motor 23 and finally flows into the low-pressure accumulator 34. The hydraulic energy is converted into mechanical energy through the first hydraulic pump/motor 23, and the mechanical energy sequentially passes through the fifth coupler 24, the sixth coupler 26, the first meshing gear 27, the rear planet row input gear 12, the C2 clutch 18, the C1 clutch 17, the rear planet row carrier 16, the third coupling 19 and the fourth coupling 21 to reach the direct current dynamometer 22. Meanwhile, the first rotating speed torque sensor 3, the second rotating speed torque sensor 20, the third rotating speed torque sensor 25 and the fourth rotating speed torque sensor 30 respectively record rotating speed torque values of an output shaft of the motor 1, an input shaft of the direct current dynamometer 22, an input shaft of the first hydraulic pump/motor 23 and an input shaft of the second hydraulic pump/motor in real time; the first pressure sensor 40 and the second pressure sensor 41 record the hydraulic oil pressure in the high-pressure accumulator 33 and the low-pressure accumulator 34, respectively, in real time. The controller 37 outputs signals to control the load moment and the rotating speed of the direct current dynamometer 22 to simulate different road condition inputs, so that different combined driving characteristics can be obtained.
In the combined drive mode, the second hydraulic pump/motor 32 may operate in the motor state according to the change in the rotational speed torque of the forward planetary carrier 8 and the forward planetary ring gear 9, so the controller 37 places the first two-way electromagnetic directional valve 39 in the left position, and places the pilot check valve 38 in the two-way communication state. Whether the second hydraulic pump/motor 32 will operate in a motoring mode or not is a function of the control strategy used by the vehicle being simulated and the invention will not be described in detail herein.
4. Regenerative braking mode
Referring to the attached figure 3, the simulation test bed of the series-parallel hydraulic hybrid electric vehicle is used for simulating the working state of a series-parallel hydraulic hybrid electric vehicle with a single planet row configuration in a regenerative braking mode. In this mode, the controller 37 sends out a control signal to make the displacement of the first hydraulic pump/motor 23 positive (0,1) and operate in the pump state, the displacement of the second hydraulic pump/motor 32 zero, the first two-position two-way electromagnetic directional valve 39 in the right position, the hydraulic control check valve 38 in the one-way flow state (only from the P1 port to the P2 port), the second two-position two-way electromagnetic directional valve 46 in the right position, and the third two-position two-way electromagnetic directional valve 47 in the lower position. The power reaches the first hydraulic pump/motor 23 through the direct current dynamometer 22, the fourth coupling 21, the third coupling 19, the rear planet carrier 16, the C1 clutch 17, the C2 clutch 18, the rear planet input gear 12, the first meshing gear 27, the sixth coupling 26, and the fifth coupling 24 in sequence. The first hydraulic pump/motor 23 converts mechanical energy into hydraulic energy for storage in the high pressure accumulator 33. Meanwhile, the second rotating speed torque sensor 20 and the third rotating speed torque sensor 25 respectively record the rotating speed torque values of the output shaft of the direct current dynamometer 22 and the input shaft of the first hydraulic pump/motor 23 in real time; the first pressure sensor 40 and the second pressure sensor 41 record the hydraulic oil pressure in the high-pressure accumulator 33 and the low-pressure accumulator 34, respectively, in real time. Different regenerative braking characteristics can be obtained by controlling the loading torque and the rotating speed of the direct current dynamometer 22 through the output signal of the controller 37 to simulate different road surface condition inputs. In this mode, the controller 37 does not output a control signal to the motor 1, and the motor 1 idles. The second hydraulic pump/motor 32 is also in an idling state.
5. Reverse mode
Referring to the attached figure 3, the parallel-series hydraulic hybrid electric vehicle simulation test bed provided by the invention is used for simulating the working state of a single-planet-row-configuration parallel-series hydraulic hybrid electric vehicle in a reversing mode. In this mode, the controller 37 sends out a control signal to make the displacement of the first hydraulic pump/motor 23 negative (-1,0) and operate in a motor state, the displacement of the second hydraulic pump/motor 32 is zero, the first two-position two-way electromagnetic directional valve 39 is in the right position, the hydraulic control check valve 38 is in a one-way flow state (only from the P1 port to the P2 port), the second two-position two-way electromagnetic directional valve 46 is in the right position, and the third two-position two-way electromagnetic directional valve 47 is in the lower position. Compared with the pure hydraulic driving mode, in the reverse mode, the first hydraulic pump/motor 23 is in the reverse rotation state, and the oil flow path, the power transmission path, the recording states of the sensors, the control mode of the dc dynamometer 22, and the like are completely the same as the pure hydraulic driving mode, and are not described herein again.
The working state and the power transmission path of each hydraulic valve under different modes when a single planet row configuration is simulated:
note: when the single-planet-row configuration is simulated, the C1 clutch 17 and the C2 clutch 18 are always combined, and the C3 brake is always separated. The power transmission path omits a coupler and a rotation speed and torque sensor numerical symbol.
Referring to the attached figure 4, the simulation test bed of the series-parallel hydraulic hybrid electric vehicle can be used for simulating the working states of a series-parallel hydraulic hybrid electric vehicle with a single-planet-row and rear-row motor torque-increasing configuration in different modes. The C3 brake 45 is combined to lock the rear planet row gear ring 15, and the whole system simulates a front planet row and rear row motor torque-increasing configuration. The C1 clutch 17 and the C2 clutch 18 can realize different torque increasing effects when working in different states.
1. Engine start mode
Referring to the attached figure 4, the simulation test bed for the series-parallel hydraulic hybrid electric vehicle is used for simulating the working state of a series-parallel hydraulic hybrid electric vehicle with a single planet row and motor torque-increasing configuration in an engine starting mode. The controller 37 sends out a control signal to make the displacement value of the first hydraulic pump/motor 23 zero, the displacement value of the second hydraulic pump/motor 32 positive (0-1) and working in a motor state, the C1 clutch 17 is in a separation state, the C2 clutch 18 is in a combination state, the first two-position two-way electromagnetic directional valve 39 is in a left position, the hydraulic control one-way valve 38 is in a two-way flow state, the second two-position two-way electromagnetic directional valve 46 is in a left position, and the third two-position two-way electromagnetic directional valve 47 is in an upper position. In this mode, the flow path and the power transmission path of the hydraulic oil, the recording states of the sensors, the control mode of the direct current dynamometer 22 and the like are completely the same as those of the parallel-series hydraulic hybrid electric vehicle simulation test bed for simulating the single-planet-row configuration in the engine start mode, and the description is omitted here.
2. Pure hydraulic drive mode
Referring to the attached figure 4, the simulation test bed of the series-parallel hydraulic hybrid electric vehicle is used for simulating the working state of a series-parallel hydraulic hybrid electric vehicle with a single-planet-row and motor torque-increasing configuration in a pure hydraulic driving mode. The controller 37 sends out a control signal to make the displacement value of the first hydraulic pump/motor 23 positive (0-1) and work in a motor state, the displacement of the second hydraulic pump/motor 32 is zero, the C1 clutch 17 and the C2 clutch 18 are both in a disengaged state, the first two-position two-way electromagnetic directional valve 39 is in the right position, the hydraulic control one-way valve 38 is in a one-way flow state (only from the P1 port to the P2 port), the second two-position two-way electromagnetic directional valve 46 is in the right position, and the third two-position two-way electromagnetic directional valve 47 is in the lower position. In this mode, the high-pressure oil stored in the high-pressure accumulator 33 sequentially enters the port a of the first hydraulic pump/motor 23 through the second hydraulic pipe 36 and the third two-position two-way electromagnetic directional valve 47, enters the first hydraulic pipe 35 through the port b of the first hydraulic pump/motor 23, and finally flows into the low-pressure accumulator 34. The hydraulic energy is converted into mechanical energy through the first hydraulic pump/motor 23, and the power sequentially passes through the fifth coupler 24, the sixth coupler 26, the first meshing gear 27, the rear planet row input gear 12, the rear planet row sun gear 13, the rear planet row planet gears 14, the rear planet row planet carrier 16, the third coupling 19 and the fourth coupling 21 to reach the direct current dynamometer 22. Simultaneously, the rotating speed and torque values of the input shaft of the direct current dynamometer 22 and the output shaft of the first hydraulic pump/motor 23 are recorded in real time through the second rotating speed and torque sensor 20 and the third rotating speed and torque sensor 25 respectively; the first pressure sensor 40 and the second pressure sensor 41 record the hydraulic oil pressure in the high-pressure accumulator 33 and the low-pressure accumulator 34, respectively, in real time. The controller 37 outputs signals to control the load moment and the rotating speed of the direct current dynamometer 22 to simulate different road surface condition inputs, and different pure hydraulic driving characteristics are obtained.
3. Combined drive mode
Referring to the attached figure 4, the simulation test bed for the series-parallel hydraulic hybrid electric vehicle is used for simulating the working state of a series-parallel hydraulic hybrid electric vehicle with a single planet row and rear row motor torque-increasing configuration in a combined driving mode. The controller 37 sends out a control signal to make the displacement values of the first hydraulic pump/motor 23 and the second hydraulic pump/motor 32 both positive (0-1), the first hydraulic pump/motor 23 operates in a motor state, the first two-position two-way electromagnetic directional valve 39 is in the left position, the hydraulic control one-way valve 38 is in a two-way flow state, the second two-position two-way electromagnetic directional valve 46 is in the left position, and the third two-position two-way electromagnetic directional valve 47 is in the lower position. With the C1 clutch 17 and the C2 clutch 18 in different engagement states, it is possible to simulate two combined drive modes, i.e., the HVT1 mode and the HVT2 mode.
The test stand simulates an HVT1 mode, or low speed HVT mode, when the C1 clutch 17 is disengaged and the C2 clutch 18 is engaged. At this time, there are two power transmission paths: in the first path, power sequentially passes through a motor 1, a first coupler 2, a second coupler 4, a torsional vibration absorber 5, a front planet row input shaft 10, a front planet row planet carrier 8, a front planet row planet gear 44, a front planet row gear ring 9, a rear planet row input shaft 11, a C2 clutch 18, a rear planet row sun gear 13, a rear planet row planet gear 14, a rear planet row planet carrier 16, a third coupler 19 and a fourth coupler 21 to reach the direct current dynamometer 22; in the second path, power sequentially passes through the motor 1, the first coupler 2, the second coupler 4, the torsional vibration absorber 5, the front planet row input shaft 10, the front planet row planet carrier 8, the front planet row planetary gear 44 and the front planet row gear ring 7, the front planet row input gear 6, the second meshing gear 29, the seventh coupler 29 and the eighth coupler 31 reach the input shaft of the second hydraulic pump/motor 32, the second hydraulic pump/motor 32 converts mechanical energy into hydraulic energy, high-pressure oil enters the second hydraulic pipeline 36 from the port a of the second hydraulic pump/motor 32 and is coupled with pressure oil in the high-pressure accumulator 33, enters the port a of the first hydraulic pump/motor 23 through the third two-position two-way electromagnetic directional valve 47, enters the first hydraulic pipeline 35 through the port b of the first hydraulic pump/motor 23 and finally flows into the low-pressure accumulator 34. The hydraulic energy is converted into mechanical energy through the first hydraulic pump/motor 23, and reaches the direct current dynamometer 22 through the fifth coupling 24, the sixth coupling 26, the first meshing gear 27, the rear planet row input gear 12, the rear planet row sun gear 13, the rear planet row planet gears 14, the rear planet row planet carrier 16, the third coupling 19 and the fourth coupling 21 in sequence.
The test stand simulates an EVT2 mode, or low speed HVT mode, when the C1 clutch 17 is engaged and the C2 clutch 18 is disengaged. At this time, there are also two power transmission paths: in the first path, power is transmitted to the direct current dynamometer 22 through the motor 1, the first coupler 2, the second coupler 4, the torsional vibration absorber 5, the front planet row input shaft 10, the front planet row planet carrier 8, the front planet row planet gears 44, the front planet row gear ring 9, the rear planet row input shaft 11, the C1 clutch 17, the rear planet row planet carrier 16, the third coupler 19 and the fourth coupler 21 in sequence; the second path is a composite transmission path, and the power transmission path thereof is the same as the second HVT1 mode path, and is not described herein again.
Meanwhile, the first rotating speed torque sensor 3, the second rotating speed torque sensor 20, the third rotating speed torque sensor 25 and the fourth rotating speed torque sensor 30 respectively record the rotating speed torque values of the output shaft of the motor 1, the input shaft of the direct current dynamometer 22, the input shaft of the first hydraulic pump/motor 23 and the input shaft of the second hydraulic pump/motor in real time, and the first pressure sensor 40 and the second pressure sensor 41 respectively record the hydraulic oil pressure in the high-pressure accumulator 33 and the low-pressure accumulator 34 in real time. The controller 37 outputs signals to control the load moment and the rotating speed of the direct current dynamometer 22 to simulate different road surface condition inputs, and different combined driving characteristics are obtained.
In the combined driving mode, the second hydraulic pump/motor 32 may operate in the motor state according to the change of the rotational speed and torque of the front planetary carrier 8 and the front planetary ring gear 9, so the controller 37 puts the third two-position two-way electromagnetic directional valve 39 in the left position, and the pilot-controlled check valve 38 in the two-way flow state. Whether the second hydraulic pump/motor 32 will operate in a motoring mode or not is a function of the control strategy used by the vehicle being simulated and the invention will not be described in detail herein.
4. Regenerative braking mode
Referring to the attached figure 4, the parallel-series hydraulic hybrid electric vehicle simulation test bed is used for simulating the working state of a single-planet-row and motor torque-increasing configuration parallel-series hydraulic hybrid electric vehicle in a regenerative braking mode. The controller 37 sends out a control signal to make the displacement of the first hydraulic pump/motor 23 positive (0-1) and work in a pump state, the displacement of the second hydraulic pump/motor 32 is zero, the C1 clutch 17 and the C2 clutch 18 are both in a disengaged state, the first two-position two-way electromagnetic directional valve 39 is in a right position, the hydraulic control one-way valve 38 is in a one-way flow state (only from the P1 port to the P2 port), the second two-position two-way electromagnetic directional valve 46 is in a right position, and the third two-position two-way electromagnetic directional valve 47 is in a lower position. The power reaches the first hydraulic pump/motor 23 through the direct current dynamometer 22, the fourth coupling 21, the third coupling 19, the rear planet carrier 16, the rear planet carrier 14, the rear planet sun gear 13, the rear planet input gear 12, the first meshing gear 27, the sixth coupling 26 and the fifth coupling 24 in sequence. The first hydraulic pump/motor 23 converts mechanical energy into hydraulic energy for storage in the high pressure accumulator 33. Meanwhile, the second rotating speed torque sensor 20 and the third rotating speed torque sensor 25 respectively record rotating speed torque values of an output shaft of the direct current dynamometer 22 and an input shaft of the first hydraulic pump/motor 23 in real time; the first pressure sensor 40 and the second pressure sensor 41 record the hydraulic oil pressure in the high-pressure accumulator 33 and the low-pressure accumulator 34, respectively, in real time. The loading torque and the rotating speed of the direct current dynamometer 22 are controlled by the signal output of the controller 37 to simulate different road surface condition inputs, so that different regenerative braking characteristics can be obtained.
5. Reverse mode
Referring to the attached figure 4, the simulation test bed of the series-parallel hydraulic hybrid electric vehicle is used for simulating the working state of a series-parallel hydraulic hybrid electric vehicle with a single-planet-row and rear-row motor torque-increasing configuration in a reverse mode. The controller 37 sends out control signals to make the displacement value of the first hydraulic pump/motor 23 negative (-1-0) and operate in the motor state, and the displacement of the second hydraulic pump/motor 32 is zero. The C1 clutch 17 and the C2 clutch 18 are both in a disengaged state, the first two-position two-way electromagnetic directional valve 39 is in the right position, the hydraulic control one-way valve 38 is in a one-way flow state (only from the P1 port to the P2 port), the second two-position two-way electromagnetic directional valve 46 is in the right position, and the third two-position two-way electromagnetic directional valve 47 is in the lower position. Compared with the pure hydraulic driving mode, in the reverse mode, the first hydraulic pump/motor 23 is in a reverse rotation state, and the control modes of the oil flow path, the power transmission path, the direct current dynamometer 22 and the like are completely the same as the pure hydraulic driving mode, and are not described herein again.
Simulating the working states and power transmission paths of all hydraulic valves and clutches in different modes when the front planet row and the rear row motor are in torque-increasing configuration:
note: when the torque-increasing configuration of a single-planet row and a rear row motor is simulated, the C3 brake is always combined. The digital signs of the coupler and the rotating speed and torque sensor are omitted from the power transmission path.
The simulation test bed for the series-parallel hydraulic hybrid electric vehicle can be used for simulating the working states of series-parallel hydraulic hybrid electric vehicles with different planetary gear configurations in different modes and testing the performance of hydraulic elements.
1. Displacement response of hydraulic pump and energy charging characteristic test of energy accumulator
The first two-position two-way electromagnetic directional valve 39 is positioned at the right position, the second two-position two-way electromagnetic directional valve 46 is positioned at the right position, the third two-position two-way electromagnetic directional valve 47 is positioned at the lower position, the C1 clutch 17 and the C2 clutch 18 are combined, the C3 clutch is separated, the dynamometer 22 outputs constant rotating speed or constant torque, and the first hydraulic pump/motor 23 works in a pump state. The controller 37 controls the displacement change of the first hydraulic pump/motor 23, and simultaneously the third rotational speed and torque sensor 25 records the rotational speed and torque change of the input shaft of the first hydraulic pump/motor 23 in real time, and the first pressure sensor 40 and the second pressure sensor 41 record the pressure change of the port a (high pressure accumulator) and the port b (low pressure accumulator) of the first hydraulic pump/motor 23 in real time respectively.
2. Hydraulic motor response and energy accumulator discharge characteristic test
The controller causes the first two-position two-way electromagnetic directional valve 39 to be positioned at the right position, the second two-position two-way electromagnetic directional valve 46 to be positioned at the right position, the third two-position two-way electromagnetic directional valve 47 to be positioned at the lower position, the C1 clutch 17 and the C2 clutch 18 are both engaged, the C3 clutch is disengaged, and the first hydraulic pump/motor 23 operates in a motor state. The controller 37 controls the load rotation speed and torque variation of the dc dynamometer 22, and simultaneously the third rotation speed and torque sensor 25 records the rotation speed and torque variation of the input shaft of the first hydraulic pump/motor 23 in real time, and the first pressure sensor 40 and the second pressure sensor 41 record the pressure variation of the port a (high pressure accumulator) and the port b (low pressure accumulator) of the first hydraulic pump/motor 23 in real time, respectively.
The existing products of the system elements need to be selected according to design parameters and design requirements.
Claims (2)
1. A series-parallel hydraulic hybrid electric vehicle simulation test bed: including object rack (I) and real-time simulation system (II), its characterized in that:
the material object rack (I) comprises a motor (1), a first two-position two-way electromagnetic directional valve (39), a second two-position two-way electromagnetic directional valve (46), a third two-position two-way electromagnetic directional valve (47), a front planet row, a rear planet row, a front planet row input shaft (10), a front planet row input gear (6), a rear planet row input shaft (11), a rear planet row input gear (12), a first hydraulic pump/motor (23), a second hydraulic pump/motor (32), a direct current dynamometer (22), a high-pressure energy accumulator (33), a low-pressure energy accumulator (34), a first coupler (2), a second coupler (4), a third coupler (19), a fourth coupler (21), a fifth coupler (24), a sixth coupler (26), a seventh coupler (29), an eighth coupler (31), a C1 clutch (17), a C2 clutch (18), a C3 brake (45), a first meshing gear (27), a second meshing gear (28), a hydraulic control one-way valve (38), a first pipeline (35), a second hydraulic pressure sensor (40), a second torque sensor (25), a second hydraulic pressure sensor (40), a third pipeline torque sensor (41), a torque sensor (25), a third hydraulic pressure sensor (40), a third hydraulic pressure sensor (25), a third hydraulic pressure sensor (35), a third hydraulic pressure sensor (25) and a third hydraulic pressure sensor (35) which are arranged in a third hydraulic pump and a third hydraulic pump, A fourth rotational speed torque sensor (30) and a torsional damper (5);
the left end and the right end of the first rotating speed torque sensor (3) are respectively and coaxially connected with the motor (1) and the torsional vibration damper (5) through a first coupler (2) and a second coupler (4), and the torsional vibration damper (5) is coaxially connected with the front planet row planet carrier (8) through a front planet row input shaft (10); the left end and the right end of a second rotating speed torque sensor (20) are respectively and coaxially connected with the rear planet row planet carrier (16) and the direct current dynamometer (22) through a third coupler (19) and a fourth coupler (21); the left end and the right end of a third rotating speed and torque sensor (25) are respectively and coaxially connected with a first hydraulic pump/motor (23) and a first meshing gear (27) through a fifth coupler (24) and a sixth coupler (26); the left end and the right end of a fourth rotating speed torque sensor (30) are respectively and coaxially connected with a second hydraulic pump/motor (32) and a second meshing gear (28) through an eighth coupler (31) and a seventh coupler (29);
the first pressure sensor (40) is arranged on the second hydraulic pipeline (36), and the second pressure sensor (41) is arranged on the first hydraulic pipeline (35); the front planet row input shaft (10) is vertically and coaxially fixedly connected with the circumferential surface of the front planet row planet carrier (8); the front planet row gear ring (9) is coaxially and fixedly connected with the rear planet row input shaft (11);
the front planet row is sleeved on a front planet row input shaft (10), the front planet row comprises a front planet row sun gear (7), a front planet row planet carrier (8), a front planet row gear ring (9) and four front planet row planet gears (44) with the same structure, the front planet row sun gear (7) and the front planet row input gear (6) are integrated, and the front planet row input gear (6) is in constant meshing connection with the second meshing gear (28); the rear planet row is sleeved on a rear planet row input shaft (11), the rear planet row comprises a rear planet row sun gear (13), a rear planet row planet carrier (16), a rear planet row gear ring (15) and four rear planet row planet gears (14) with the same structure, the rear planet row sun gear (13) and the rear planet row input gear (12) are integrated, and the rear planet row input gear (12) is in constant meshing connection with a first meshing gear (27);
the end a of the C1 clutch (17) is coaxially and fixedly connected with the rear planet row input shaft (11), and the end b is coaxially and fixedly connected with the rear planet row planet carrier (16); the end a of the C2 clutch (18) is coaxially and fixedly connected with the rear planet row input gear (12), and the end b is coaxially and fixedly connected with the rear planet row input shaft (11); the fixed end of the C3 brake (45) is fixedly connected with the rack, and the rotating end of the C3 brake is coaxially and fixedly connected with the rear planet row gear ring (15);
the P port and the A port of the first two-position two-way electromagnetic directional valve (39) are respectively connected with the K port of the second hydraulic pipeline (36) and the hydraulic control one-way valve (38); the P port and the A port of the second two-position two-way electromagnetic directional valve (46) are respectively connected with the P2 port of the second hydraulic pipeline (36) and the P1 port of the hydraulic control one-way valve (38), and the P1 port of the hydraulic control one-way valve (38) is connected with the a port of the second hydraulic pump/motor (32); the P port and the A port of the third two-position two-way electromagnetic directional valve (47) are respectively connected with the second hydraulic pipeline (36) and the a port of the first hydraulic pump/motor (23); an oil outlet of the high-pressure accumulator (33) is connected with a second hydraulic pipeline (36), and an oil outlet of the low-pressure accumulator (34) is connected with a first hydraulic pipeline (35); the port b of the first hydraulic pump/motor (23) and the port b of the second hydraulic pump/motor (32) are connected with a first hydraulic pipeline (35);
the real-time simulation system (II) consists of a controller (37), a dSPACE simulator (42) and an upper computer (43); the controller (37) is connected with the material object rack (I) through a wire, the controller (37) is connected with the dSPACE simulator (42) through a wire, and the upper computer (43) is connected with the dSPACE simulator (42) through an Ethernet wire.
2. The series-parallel hydraulic hybrid electric vehicle simulation test bed according to claim 1, wherein the controller (37) is connected with the material object rack (I) through an electric wire, which means that:
a first pressure sensor (40), a second pressure sensor (41), a first rotating speed torque sensor (3), a second rotating speed torque sensor (20), a third rotating speed torque sensor (25) and a fourth rotating speed torque sensor (30) in the material object rack (I) are respectively connected with an EAD00 terminal, an EAD01 terminal, an EAD02 terminal, an EAD03 terminal, an EAD04 terminal and an EAD05 terminal of a controller (37) through electric wires; the control terminal of the motor (1) in the material object rack (I), the displacement control terminal of the first hydraulic pump/motor (23), the displacement control terminal of the second hydraulic pump/motor (32), the control terminal of the C1 clutch (17), the control terminal of the C2 clutch (18), the control terminal of the C3 brake (45), the control terminal of the first two-position two-way electromagnetic reversing valve (39), the control terminal of the second two-position two-way electromagnetic reversing valve (46), the control terminal of the third two-position two-way electromagnetic reversing valve (47) and the control terminal of the direct current dynamometer (22) are respectively connected with the LA00 terminal, the LA01 terminal, the LA02 terminal, the LA03 terminal, the LA04 terminal, the LA05 terminal, the LA06 terminal, the LA07 terminal, the LA08 terminal and the LA09 terminal of the controller (37) through electric wires.
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