CN102841542A

CN102841542A - In-loop simulation test bed for hardware of transmission control unit of dry-type dual clutch transmission

Info

Publication number: CN102841542A
Application number: CN2011102289703A
Authority: CN
Inventors: 赵治国; 仇江海; 章桐
Original assignee: Tongji University
Current assignee: Tongji University
Priority date: 2011-08-10
Filing date: 2011-08-10
Publication date: 2012-12-26
Anticipated expiration: 2031-08-10
Also published as: CN102841542B

Abstract

The invention relates to a hardware-in-the-loop simulation test bench for an electronic control unit of a dry-type dual-clutch automatic transmission, which includes a synchronizer executive motor, a PC, an AutoBox prototype controller, an electronic control unit TCU, a clutch executive motor, a driving control mechanism and a clutch assembly , the electronic control unit TCU is respectively connected with the synchronizer executive motor, PC, AutoBox prototype controller, clutch executive motor, driving manipulation mechanism, clutch assembly, and the described PC is connected with the AutoBox prototype controller, and the The clutch actuator motor is connected with the clutch assembly. Compared with the prior art, the present invention has the advantages of making the TCU operating conditions closer to the actual vehicle operating conditions, thereby making the prediction and evaluation of the dry DCT control strategy more accurate and the like.

Description

Hardware-in-the-loop simulation test bench for electronic control unit of dry dual-clutch automatic transmission

技术领域 technical field

本发明涉及一种自动变速器电控单元仿真试验台，尤其是涉及一种干式双离合器自动变速器电控单元硬件在环仿真试验台。The invention relates to a simulation test bench for an electronic control unit of an automatic transmission, in particular to a hardware-in-the-loop simulation test bench for an electronic control unit of a dry double-clutch automatic transmission.

背景技术 Background technique

干式双离合器自动变速器(Dual Clutch Transmission，简称DCT)由定轴式齿轮变速机构、传感器、电控单元(Transmission Control Unit，简称TCU)、同步器与双离合器执行机构组成。其作为一种新型的自动变速器，既继承了MT和AMT结构简单、传动效率高以及成本低等优点，又克服了MT和AMT换挡过程动力中断的不足，故越来越受到业界的关注，但国内对于这方面的研究仍处于起步阶段，其电控单元硬件在环仿真试验台更是寥寥无几。Dry dual clutch automatic transmission (Dual Clutch Transmission, referred to as DCT) is composed of a fixed shaft gear transmission mechanism, a sensor, an electronic control unit (Transmission Control Unit, referred to as TCU), a synchronizer and a dual clutch actuator. As a new type of automatic transmission, it not only inherits the advantages of simple structure, high transmission efficiency and low cost of MT and AMT, but also overcomes the lack of power interruption during the shifting process of MT and AMT, so it has attracted more and more attention from the industry. However, domestic research in this area is still in its infancy, and there are very few hardware-in-the-loop simulation test benches for electronic control units.

现有的DCT电控单元硬件在环仿真试验台，大都是基于xPC目标机与板卡的平台，其模型的下载与工具链的配置过程均比较繁琐，且没有类似于CANape或ControlDesk等测量标定工具来监控仿真试验的运行状态以及在线修改策略的控制参数或模型的匹配参数。另外，在现有的DCT电控单元硬件仿真试验台中，双离合器的执行电机大都为空载，即缺少实际的双离合器模块，故很难模拟真实的实车环境，而双离合器的协调控制又是DCT控制的关键和难点，从而导致试验台上测试并验证过的控制策略很难应用到实车中，且可能毫无指导作用。Most of the existing DCT electronic control unit hardware-in-the-loop simulation test benches are based on the xPC target machine and board platform. The download of the model and the configuration process of the tool chain are relatively cumbersome, and there is no measurement calibration similar to CANape or ControlDesk. tools to monitor the running status of the simulation test and modify the control parameters of the strategy or the matching parameters of the model online. In addition, in the existing DCT electronic control unit hardware simulation test bench, most of the executive motors of the dual clutch are unloaded, that is, the actual dual clutch module is lacking, so it is difficult to simulate the real vehicle environment, and the coordinated control of the dual clutch It is the key and difficult point of DCT control, which makes it difficult to apply the control strategy tested and verified on the test bench to the real vehicle, and may have no guiding effect.

发明内容 Contents of the invention

本发明的目的就是为了克服上述现有技术存在的缺陷而提供一种干式双离合器自动变速器电控单元硬件在环仿真试验台。The purpose of the present invention is to provide a hardware-in-the-loop simulation test bench for an electronic control unit of a dry dual-clutch automatic transmission in order to overcome the above-mentioned defects in the prior art.

本发明的目的可以通过以下技术方案来实现：The purpose of the present invention can be achieved through the following technical solutions:

一种干式双离合器自动变速器电控单元硬件在环仿真试验台，其特征在于，包括同步器执行电机、PC机、AutoBox原型控制器、电控单元TCU、离合器执行电机、驾驶操纵机构和离合器组件，所述的电控单元TCU分别与同步器执行电机、PC机、AutoBox原型控制器、离合器执行电机、驾驶操纵机构、离合器组件连接，所述的PC机与AutoBox原型控制器连接，所述的离合器执行电机与离合器组件连接；A hardware-in-the-loop simulation test bench for an electronic control unit of a dry-type dual-clutch automatic transmission, characterized in that it includes a synchronizer executive motor, a PC, an AutoBox prototype controller, an electronic control unit TCU, a clutch executive motor, a driving control mechanism, and a clutch Assemblies, the electronic control unit TCU is respectively connected with the synchronizer executive motor, PC, AutoBox prototype controller, clutch executive motor, driving manipulation mechanism, clutch assembly, and the described PC is connected with the AutoBox prototype controller, the The clutch actuator motor is connected with the clutch assembly;

PC机建立双离合器自动变速器不同工况下的动态仿真模型，该模型经RTW转化为C代码格式后下载到AutoBox原型控制器中；电控单元TCU固化干式DCT控制程序，并实时采集加速踏板、制动踏板以及挡杆位置的驾驶操纵信号，并利用CAN通信方式从AutoBox原型控制器的动态仿真模型中获取发动机转速、离合器从动盘转速、车速信息，来计算车辆的运行状态及选换挡时刻，从而控制AtuoBox原型控制器中的动态仿真模型的运行，来进一步确定同步器执行电机以及与离合器执行电机相连接的离合器组件的目标位置，并在离合器执行电机运行过程中实时采集位移反馈信号以实现对同步器和离合器位置的精确闭环控制。The dynamic simulation model of the dual-clutch automatic transmission under different working conditions is established by the PC, and the model is converted into C code format by RTW and downloaded to the AutoBox prototype controller; the electronic control unit TCU solidifies the dry DCT control program, and collects the accelerator pedal in real time , the brake pedal and the driving control signal of the position of the gear lever, and use the CAN communication method to obtain the engine speed, clutch driven disc speed, and vehicle speed information from the dynamic simulation model of the AutoBox prototype controller to calculate the running state and selection of the vehicle To control the operation of the dynamic simulation model in the AtuoBox prototype controller, to further determine the target position of the synchronizer actuator motor and the clutch assembly connected to the clutch actuator motor, and to collect real-time displacement feedback during the operation of the clutch actuator motor signal for precise closed-loop control of synchronizer and clutch positions.

所述的离合器执行电机、离合器组件均设有2个，所述的离合器组件包括离合器和作动机构。There are two clutch actuator motors and clutch assemblies, and the clutch assemblies include a clutch and an actuating mechanism.

当奇数挡换偶数挡时，所述的动态仿真模型包括汽车起步工况模型、奇数挡在挡稳定行驶工况模型、奇数挡在挡同时偶数挡同步器预先接合工况模型、奇数挡在挡且偶数挡同步器已接合工况模型和奇数挡与偶数挡切换过渡工况模型；When odd-numbered gears are changed to even-numbered gears, the dynamic simulation model includes a car starting condition model, an odd-numbered gear in gear and a stable driving mode model, an odd-numbered gear in gear while an even-numbered gear synchronizer is pre-engaging a working condition model, and an odd-numbered gear in gear. And the even-numbered gear synchronizer has been engaged working condition model and the odd-numbered gear and even-numbered gear switching transition working condition model;

1)所述的汽车起步工况模型如下：1) The described automobile starting condition model is as follows:

车辆首先处于驻车的状态，当驾驶员点火并松开制动踏板后，开始进入起步工况，采取单离合器接合起步，第一离合器的主、从动部分开始慢慢接合，选取状态变量x₁＝ω_e，x₂＝ω_s，控制量 $u = [\begin{matrix} T_{e} \\ T_{c 1 e} \end{matrix}] = [\begin{matrix} T_{e} \\ T_{ec 1} \end{matrix}],$ 得到起步工况下的状态空间表达式如下所示：The vehicle is in the parking state at first. When the driver ignites the ignition and releases the brake pedal, the vehicle starts to enter the starting condition. The single clutch is used to engage and start. The master and slave parts of the first clutch start to engage slowly. Select the state variable x ₁ ＝ω _e , x ₂ ＝ω _s , control amount $u = [\begin{matrix} T_{e} \\ T_{c 1 e} \end{matrix}] = [\begin{matrix} T_{e} \\ T_{ec} \\ 1 \end{matrix}],$ The state space expression obtained under the starting condition is as follows:

$[\begin{matrix} {\overset{\cdot &Center Dot;}{x x}}_{11} \\ {\overset{\cdot &Center Dot;}{x x}}_{22} \end{matrix}] = = [\begin{matrix} - - \frac{{b b}_{e e}}{{I I}_{e e}} & 00 \\ 00 & - - \frac{{b b}_{equ equal}}{{I I}_{equ equal}} \end{matrix}] [\begin{matrix} {x x}_{11} \\ {x x}_{22} \end{matrix}] + + [\begin{matrix} \frac{11}{{I I}_{e e}} & - - \frac{11}{{I I}_{e e}} \\ \frac{{i i}_{11} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} & 00 \end{matrix}] u u + + [\begin{matrix} 00 \\ - - \frac{{T T}_{r r}}{{I I}_{equ equal}} \end{matrix}] - - - - - - ((11))$

其中：in:

$\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + (({I I}_{m m} + + {I I}_{g g})) {i i}_{a a}^{22} η η + + {I I}_{c c 11} {i i}_{11}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + (({b b}_{m m} + + {b b}_{g g})) {i i}_{}^{a a} η η + + {b b}_{c c 11} {i i}_{11}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((22))$

式中，I_e为发动机输出轴及离合器主动部分的转动惯量；I_c1为C₁轴及其固定联接部分的转动惯量；I_m为中间轴m及其固定联接部分的转动惯量；I_s为输出轴s及主减速器主动部分的转动惯量；I_g为单个齿轮的转动惯量；T_e为发动机输出扭矩；T_c1e为C₁轴对发动机输出轴的反作用力矩；T_ec1为发动机输出轴传递给C₁轴的扭矩；T_r为转换到变速器输出轴处的车辆阻力矩；ω_e、ω_s分别为发动机输出轴及s轴的转速；b_e、b_c1、b_m、b_s、b_g分别发动机轴、C₁轴、m轴、s轴及单个齿轮的阻尼比；i₁、i_a分别为1挡速比及主减速器速比；η为齿轮传动效率；m、C_D、A分别为整车质量、风阻系数及迎风面积；v、α、r分别为车速、道路坡度及车轮半径；In the formula, I _e is the moment of inertia of the engine output shaft and the active part of the clutch; I _c1 is the moment of inertia of _C1 shaft and its fixed connection part; I _m is the moment of inertia of the intermediate shaft m and its fixed connection part; Is _is The moment of inertia of the output shaft s and the active part of the main reducer; I _g is the moment of inertia of a single gear; T _e is the output torque of the engine; T _c1e is the reaction torque of the _C1 shaft to the engine output shaft; T _ec1 is the transmission of the engine output shaft Torque for the C ₁ shaft; T _r is the vehicle resistance torque converted to the transmission output shaft; ω _e , ω _s are the rotational speeds of the engine output shaft and s shaft respectively; b _e , b _c1 , b _m , b _s , b _g is the damping ratio of the engine shaft, C ₁ shaft, m shaft, s shaft and a single gear respectively; i ₁ , i _a are the speed ratio of the 1st gear and the speed ratio of the final drive respectively; η is the gear transmission efficiency; m, C _D , A are vehicle mass, drag coefficient and windward area respectively; v, α, r are vehicle speed, road gradient and wheel radius respectively;

2)所述的奇数挡在挡稳定行驶工况模型如下：2) The odd-numbered gear is in gear and the stable driving condition model is as follows:

当第一离合器的主、从动盘转速同步时，起步或换挡完成，车辆进入奇数挡稳定行驶阶段，C₁轴与发动机的输出轴固联在一起，由于变速器结构的原因，当前奇数挡位不同，其状态空间表达式也有所不同，选取状态变量x＝ω_s，控制量u＝T_e，则其状态空间表达式如下所示：When the rotation speeds of the master and driven discs of the first clutch are synchronized, starting or shifting is completed, and the vehicle enters the stage of steady running in odd-numbered gears, and the C ₁ shaft is fixedly connected with the output shaft of the engine. Different bits have different state space expressions. Select state variable x=ω _s and control variable u=T _e , then the state space expression is as follows:

$\overset{\cdot &Center Dot;}{x x} = = - - \frac{{b b}_{equ equal}}{{I I}_{equ equal}} x x + + \frac{{i i}_{odd odd} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} u u - - \frac{{T T}_{r r}}{{I I}_{equ equal}} - - - - - - ((33))$

其中：in:

(a)当奇数挡为1、3挡时(a) When the odd-numbered gears are 1st and 3rd gears

$\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + (({I I}_{m m} + + {I I}_{g g})) {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + (({b b}_{m m} + + {b b}_{g g})) {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((44))$

(b)当奇数挡为5挡时(b) When the odd gear is the 5th gear

$\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + {I I}_{m m} {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e} + + {I I}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + {b b}_{m m} {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e} + + {b b}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((55))$

式中，i_odd为奇数挡速比；In the formula, i _odd is an odd gear ratio;

3)所述的奇数挡在挡同时偶数挡同步器预先接合工况模型如下：3) The odd-numbered gear is in gear while the even-numbered gear synchronizer pre-engages the working condition model as follows:

随着车速的不断变化，车辆有升挡或降挡的趋势，下一挡位同步器预先接合，与上一工况相比，增加了同步器的动态接合过程，相应的转动惯量和转矩发生了变化，选取状态变量x₁＝ω_c2，x₂＝ω_s，控制量 $u = [\begin{matrix} T_{t} \\ T_{e} \end{matrix}],$ 则其状态空间表达式如下所示：With the constant change of vehicle speed, the vehicle tends to upshift or downshift, and the synchronizer of the next gear is pre-engaged. Compared with the previous working condition, the dynamic engagement process of the synchronizer is increased, and the corresponding moment of inertia and torque changed, select the state variable x ₁ =ω _c2 , x ₂ =ω _s , the control quantity $u = [\begin{matrix} T_{t} \\ T_{e} \end{matrix}],$ Then its state space expression is as follows:

$[\begin{matrix} {\overset{\cdot \cdot}{x x}}_{11} \\ {\overset{\cdot \cdot}{x x}}_{22} \end{matrix}] = = [\begin{matrix} - - \frac{{b b}_{c c 22}}{{I I}_{c c 22}} & 00 \\ 00 & - - \frac{{b b}_{equ equal}}{{I I}_{equ equal}} \end{matrix}] [\begin{matrix} {x x}_{11} \\ {x x}_{22} \end{matrix}] + + [\begin{matrix} \frac{11}{{I I}_{c c 22}} & 00 \\ - - \frac{{i i}_{even even} {i i}_{a a}}{{I I}_{equ equal}} & \frac{{i i}_{odd odd} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} \end{matrix}] u u + + [\begin{matrix} 00 \\ - - \frac{{T T}_{r r}}{{I I}_{equ equal}} \end{matrix}] - - - - - - ((66))$

其中：in:

$\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + (({I I}_{m m} + + {I I}_{g g})) {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + {I I}_{g g} {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + (({b b}_{m m} + + {b b}_{g g})) {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + {b b}_{g g} {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((77))$

(b)当奇数挡为5挡时(b) When the odd gear is the 5th gear

$\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + {I I}_{m m} {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e} + + {I I}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + {I I}_{g g} {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + {b b}_{m m} {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e} + + {b b}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + {b b}_{g g} {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((88))$

式中，T_t为同步器主从动部分的作用力矩；I_c2为C₂轴的转动惯量；b_c2为C₂轴的阻尼比；ω_c2为C₂轴的转速；i_even为偶数挡速比；In the formula, T _t is the acting torque of the main and driven parts of the synchronizer; I _c2 is the moment of inertia of the C ₂ axis; b _c2 is the damping ratio of the C ₂ axis; ω _c2 is the speed of the C ₂ axis; i _even is the even gear Speed ratio;

4)奇数挡在挡且偶数挡同步器已接合工况模型如下：4) The working condition model of the odd-numbered gear in gear and the even-numbered gear synchronizer engaged is as follows:

下一挡位同步器完全接合后，同步器主、从动部分连同待接合的齿轮都固联在一起，自由度有所减少，相应的转动惯量和转矩也发生了变化，选取状态变量x＝ω_s，控制量u＝T_e，则其状态空间表达式如下所示：After the next gear synchronizer is fully engaged, the main and driven parts of the synchronizer and the gear to be engaged are fixedly connected together, the degree of freedom is reduced, and the corresponding moment of inertia and torque have also changed. Select the state variable x =ω _s , control variable u=T _e , then its state space expression is as follows:

$\overset{\cdot &Center Dot;}{x x} = = - - \frac{{b b}_{equ equal}}{{I I}_{equ equal}} x x + + \frac{{i i}_{odd odd} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} u u - - \frac{{T T}_{r r}}{{I I}_{equ equal}} - - - - - - ((99))$

其中：in:

(e)当奇数挡为1、3挡时(e) When the odd-numbered gears are 1st and 3rd gears

$\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + (({I I}_{m m} + + {I I}_{g g})) {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({I I}_{c c 22} + + {I I}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + (({b b}_{m m} + + {b b}_{g g})) {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({b b}_{c c 22} + + {b b}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((1010))$

(f)当奇数挡为5挡时(f) When the odd gear is the 5th gear

$\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + {I I}_{m m} {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e} + + {I I}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({I I}_{c c 22} + + {I I}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + {b b}_{m m} {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e} + + {b b}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({b b}_{c c 22} + + {b b}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((1111))$

5)奇数挡与偶数挡切换过渡工况模型如下：5) The transitional model of odd-numbered gears and even-numbered gears is as follows:

当满足换挡规律的换挡临界点时，与当前挡位联接的离合器开始逐渐分离，同时另一离合器开始慢慢接合，最终完成奇数挡与偶数挡的切换，选取状态变量x₁＝ω_e，x₂＝ω_s，控制量 $u = [\begin{matrix} Te \\ T_{c 1 e} \\ T_{c 2 e} \end{matrix}] = [\begin{matrix} Te \\ T_{ec 1} \\ T_{ec 2} \end{matrix}],$ 则其状态空间表达式如下所示：When the shift critical point of the shift schedule is met, the clutch connected to the current gear begins to gradually disengage, and the other clutch starts to slowly engage at the same time, and finally completes the switching between odd and even gears. Select the state variable x ₁ =ω _e , x ₂ =ω _s , control quantity $u = [\begin{matrix} Te \\ T_{c 1 e} \\ T_{c 2 e} \end{matrix}] = [\begin{matrix} Te \\ T_{ec 1} \\ T_{ec 2} \end{matrix}],$ Then its state space expression is as follows:

$[\begin{matrix} {\overset{\cdot &Center Dot;}{x x}}_{11} \\ {\overset{\cdot &Center Dot;}{x x}}_{22} \end{matrix}] = = [\begin{matrix} - - \frac{{b b}_{e e}}{{I I}_{e e}} & 00 \\ 00 & - - \frac{{b b}_{equ equal}}{{I I}_{equ equal}} \end{matrix}] [\begin{matrix} {x x}_{11} \\ {x x}_{22} \end{matrix}] + + [\begin{matrix} \frac{11}{{I I}_{e e}} & - - \frac{sgn sgn (({ω ω}_{e e} - - {ω ω}_{c c 11}))}{{I I}_{e e}} & - - \frac{sgn sgn (({ω ω}_{e e} - - {ω ω}_{c c 22}))}{{I I}_{e e}} \\ 00 & \frac{sgn sgn (({ω ω}_{e e} - - {ω ω}_{c c 11})) {i i}_{odd odd} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} & \frac{agn agn (({ω ω}_{e e} - - {ω ω}_{c c 22})) {i i}_{even even} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} \end{matrix}] u u + + [\begin{matrix} 00 \\ - - \frac{{T T}_{r r}}{{I I}_{equ equal}} \end{matrix}] - - - - - - ((1212))$

其中：in:

(g)当奇数挡为1、3挡时(g) When the odd-numbered gears are 1st and 3rd gears

$\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + (({I I}_{m m} + + {I I}_{g g})) {i i}_{a a}^{22} η η + + {I I}_{c c 11} {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({I I}_{c c 22} + + {I I}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + (({b b}_{m m} + + {b b}_{g g})) {i i}_{a a}^{22} η η + + {b b}_{c c 11} {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({b b}_{c c 22} + + {b b}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((1313))$

(h)当奇数挡为5挡时(h) When the odd gear is the 5th gear

$\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + {I I}_{m m} {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({I I}_{c c 22} + + {I I}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} {+ + b b}_{m m} {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({b b}_{c c 22} + + {b b}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((1414))$

式中，T_c2e为C₂轴对发动机输出轴的反作用力矩；T_ec2为发动机输出轴传递给C₂的扭矩。In the formula, _Tc2e is the reaction torque of the _C2 shaft to the engine output shaft; _Tec2 is the torque transmitted from the engine output shaft to _C2 .

所述的电控单元TCU固化干式DCT控制程序具体如下：The control program of the electric control unit TCU curing dry DCT is as follows:

通过RTW将控制策略模型转换为C代码，与底层驱动C代码相衔接后整体进行编译，最后再利用BDM方式或CAN方式将编译生成的最终机器码烧写到电控单元TCU的CPU中。The control strategy model is converted into C code through RTW, which is connected with the C code of the underlying driver and then compiled as a whole. Finally, the final machine code generated by compilation is programmed into the CPU of the electronic control unit TCU using BDM or CAN.

所述的控制策略模型包括信号输入与预处理模块、主策略模块以及信号输出与执行机构驱动模块，所述的主策略模块包括当前挡位判断子模块、执行机构状态检测子模块、目标挡位决策子模块以及整车状态切换子模块。The control strategy model includes a signal input and preprocessing module, a main strategy module, and a signal output and actuator drive module. The main strategy module includes a current gear judgment submodule, an actuator state detection submodule, a target gear Decision-making sub-module and vehicle state switching sub-module.

所述的控制策略模型和动态仿真模型均通过PC机中的CANape和ControlDesk进行测量与标定，所述的CANape采用基于CCP协议的CAN通信方式，所述的ControlDesk为基于AutoBox特定协议的串口通信方式，两者都可在PC机中建立相应的图形化显示界面以方便直观地测量和标定对应的变量与参数。Both the control strategy model and the dynamic simulation model are measured and calibrated by CANape and ControlDesk in the PC, the CANape adopts the CAN communication mode based on the CCP protocol, and the ControlDesk is a serial port communication mode based on the AutoBox specific protocol , both of which can establish a corresponding graphical display interface in the PC to measure and calibrate the corresponding variables and parameters conveniently and intuitively.

所述的同步器执行电机作为DCT的换挡作动器，并未匹配相应的负载，而只是在其输出轴端安装了一个角位移传感器以实现电机空载下的闭环控制。The synchronizer executive motor is used as the shift actuator of the DCT, and it does not match the corresponding load, but only an angular displacement sensor is installed at the output shaft end to realize the closed-loop control of the motor under no-load.

与现有技术相比，本发明具有以下优点：Compared with the prior art, the present invention has the following advantages:

1)试验台采用实车用电控单元TCU、双离合器组件及干式DCT执行电机等，TCU使用条件更加接近实车工况，从而对使干式DCT控制策略的预测与评价更加准确；1) The test bench adopts the actual vehicle electronic control unit TCU, dual clutch assembly and dry DCT executive motor, etc. The operating conditions of the TCU are closer to the actual vehicle conditions, so that the prediction and evaluation of the dry DCT control strategy are more accurate;

2)在电控单元开发的前期，采用该试验台可以预测和评估DCT车辆在各种不同工况下的控制性能，尤其可对极端危险工况下的控制策略进行测试与优化；2) In the early stage of the development of the electronic control unit, the test bench can be used to predict and evaluate the control performance of DCT vehicles under various working conditions, especially to test and optimize the control strategy under extremely dangerous working conditions;

3)利用真实双离合器及作动机构组件，可形成两套自动离合器硬件在环测试平台，从而即可单独优化与验证单离合器伺服控制策略，也可探讨起步或换挡过程双离合器协调控制策略；3) Using real dual clutches and actuator components, two sets of automatic clutch hardware-in-the-loop test platforms can be formed, so that single-clutch servo control strategies can be optimized and verified separately, and dual-clutch coordinated control strategies during start-up or shifting processes can also be explored ;

4)利用该试验台，可实现DCT车辆传动系各部件参数的优化匹配，也可模拟DCT样车加速性能、巡航及循环工况行驶时的燃油经济性能；4) Using this test bench, the optimal matching of parameters of various components of the DCT vehicle transmission system can be realized, and the acceleration performance of the DCT prototype vehicle, and the fuel economy performance during cruising and cycling conditions can also be simulated;

5)可反复测试TCU硬件功能和电路可靠性，缩短DCT控制系统的开发周期，也可人为设置故障，探讨TCU的故障诊断和容错控制能力；5) It can repeatedly test the TCU hardware function and circuit reliability, shorten the development cycle of the DCT control system, and can also artificially set faults to explore the fault diagnosis and fault-tolerant control capabilities of the TCU;

6)最终简化了TCU测试环境，并与实车测试相比，试验的重复性比较好。6) Finally, the TCU test environment is simplified, and compared with the real vehicle test, the repeatability of the test is better.

附图说明 Description of drawings

图1为本发明的结构示意图；Fig. 1 is a structural representation of the present invention;

图2为本发明的信号流程图；Fig. 2 is a signal flow chart of the present invention;

图3为本发明的5速DCT结构示意图；Fig. 3 is the 5-speed DCT structure schematic diagram of the present invention;

图4为本发明的电控单元硬件原理图。Fig. 4 is a schematic diagram of the hardware of the electronic control unit of the present invention.

具体实施方式 Detailed ways

下面结合附图和具体实施例对本发明进行详细说明。The present invention will be described in detail below in conjunction with the accompanying drawings and specific embodiments.

实施例Example

如图1、图2所示，一种干式双离合器自动变速器电控单元硬件在环仿真试验台，包括同步器执行电机1、PC机2、Autobox原型控制器5、电控单元TCU4、离合器执行电机、驾驶操纵机构3和离合器组件，所述的电控单元TCU4分别与同步器执行电机1、PC机2、Autobox原型控制器5、离合器执行电机、驾驶操纵机构3、离合器组件连接，所述的PC机2与Autobox原型控制器5连接，所述的离合器执行电机与离合器组件连接；As shown in Figure 1 and Figure 2, a hardware-in-the-loop simulation test bench for the electronic control unit of a dry dual-clutch automatic transmission includes a synchronizer execution motor 1, a PC 2, an Autobox prototype controller 5, an electronic control unit TCU4, and a clutch Executing motor, driving manipulation mechanism 3 and clutch assembly, described electronic control unit TCU4 is respectively connected with synchronizer executive motor 1, PC machine 2, Autobox prototype controller 5, clutch execution motor, driving manipulation mechanism 3, clutch assembly, all Described PC machine 2 is connected with Autobox prototype controller 5, and described clutch executive motor is connected with clutch assembly;

PC机2建立双离合器自动变速器不同工况下的动态仿真模型，该模型经RTW转化为C代码格式后下载到Autobox原型控制器5中；电控单元TCU4固化干式DCT控制程序，并实时采集加速踏板、制动踏板以及挡杆位置的驾驶操纵信号，并利用CAN通信方式从Autobox原型控制器5的动态仿真模型中获取发动机转速、离合器从动盘转速、车速信息，来计算车辆的运行状态及选换挡时刻，从而控制AtuoBox原型控制器中的动态仿真模型的运行，来进一步确定同步器执行电机1以及与离合器执行电机相连接的离合器组件的目标位置，并在离合器执行电机运行过程中实时采集位移反馈信号以实现对同步器和离合器位置的精确闭环控制。The PC 2 establishes the dynamic simulation model of the dual-clutch automatic transmission under different working conditions. The model is converted into C code format by RTW and downloaded to the Autobox prototype controller 5; the electronic control unit TCU4 solidifies the dry DCT control program and collects it in real time. Accelerator pedal, brake pedal and gear lever position driving manipulation signals, and use CAN communication to obtain engine speed, clutch driven disc speed, and vehicle speed information from the dynamic simulation model of Autobox prototype controller 5 to calculate the running state of the vehicle and select the shifting time, thereby controlling the operation of the dynamic simulation model in the AtuoBox prototype controller to further determine the target position of the synchronizer actuator motor 1 and the clutch assembly connected to the clutch actuator motor, and during the operation of the clutch actuator motor Real-time acquisition of displacement feedback signals to achieve precise closed-loop control of synchronizer and clutch positions.

所述的离合器执行电机、离合器组件均设有2个，分别为第一离合器执行电机6、第一离合器组件7、第一离合器执行电机8、第一离合器组件9，所述的离合器组件包括离合器和作动机构。Described clutch executive motor, clutch assembly are all provided with 2, are respectively the first clutch actuator motor 6, the first clutch assembly 7, the first clutch actuator motor 8, the first clutch assembly 9, and described clutch assembly comprises clutch and actuators.

在PC机2中建立DCT不同工况下的动态仿真模型时，为了使所建的动力学模型具有代表性，以图3所示的自主开发的5速DCT为分析对象。由图可知，DCT包括两个离合器(第一离合器和第二离合器)，两个离合器从动轴(C₁轴和C₂轴)，中间轴(m轴)，输出轴(s轴)，各挡位的主、被动齿轮以及3个同步器(1、3挡同步器，2、4挡同步器以及5挡同步器)。When establishing the dynamic simulation model of DCT under different working conditions in PC 2, in order to make the dynamic model built representative, the self-developed 5-speed DCT shown in Figure 3 is taken as the analysis object. It can be seen from the figure that DCT includes two clutches (first clutch and second clutch), two clutch driven shafts (C ₁ shaft and C ₂ shaft), intermediate shaft (m shaft), output shaft (s shaft), each The main and passive gears of the gears and 3 synchronizers (1st and 3rd gear synchronizers, 2nd and 4th gear synchronizers and 5th gear synchronizers).

根据DCT的工作原理，车辆行驶过程中DCT的运行状态可以分为多个不同的工况(以奇数挡换偶数挡为例)：汽车起步工况、奇数挡在挡稳定行驶工况、奇数挡在挡同时偶数挡同步器预先接合工况、奇数挡在挡且偶数挡同步器已接合工况以及奇数挡与偶数挡切换过渡工况。针对每个工况分别列出DCT的状态空间表达式，在Matlab/Simulink环境下建立其动态仿真模型，并与发动机模型以及整车纵向动力学模型一起构成DCT车辆的整个仿真模型。所述DCT不同工况下的动态仿真模型如下所示：According to the working principle of DCT, the operating state of DCT during vehicle driving can be divided into several different working conditions (taking odd-numbered gears and even-numbered gears as an example): car starting conditions, odd-numbered gears in stable driving conditions, odd-numbered gears The working condition of even-numbered gear synchronizer pre-engaged while in gear, the working condition of odd-numbered gear in gear and even-numbered gear synchronizer engaged, and the transitional working condition of odd-numbered gear and even-numbered gear switching. The state space expression of DCT is listed separately for each working condition, and its dynamic simulation model is established in the Matlab/Simulink environment, and together with the engine model and the vehicle longitudinal dynamics model, the entire simulation model of the DCT vehicle is formed. The dynamic simulation model of the DCT under different working conditions is as follows:

1)所述的汽车起步工况如下：1) The starting conditions of the car are as follows:

其中：in:

$\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + (({I I}_{m m} + + {I I}_{g g})) {i i}_{a a}^{22} η η + + {I I}_{c c 11} {i i}_{11}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + (({b b}_{m m} + + {b b}_{g g})) {i i}_{a a}^{22} η η + + {b b}_{c c 11} {i i}_{11}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((22))$

2)所述的奇数挡在挡稳定行驶工况如下：2) The odd-numbered gear is in gear and the stable driving conditions are as follows:

其中：in:

(b)当奇数挡为5挡时(b) When the odd gear is the 5th gear

式中，i_odd为奇数挡速比；In the formula, i _odd is an odd gear ratio;

3)所述的奇数挡在挡同时偶数挡同步器预先接合工况如下：3) The odd-numbered gear is in gear while the even-numbered gear synchronizer pre-engagement working condition is as follows:

其中：in:

(b)当奇数挡为5挡时(b) When the odd gear is the 5th gear

4)奇数挡在挡且偶数挡同步器已接合工况如下：4) The odd-numbered gear is in gear and the even-numbered gear synchronizer is engaged. The working conditions are as follows:

其中：in:

(i)当奇数挡为1、3挡时(i) When the odd-numbered gears are 1st and 3rd gears

(j)当奇数挡为5挡时(j) When the odd gear is the 5th gear

5)奇数挡与偶数挡切换过渡工况如下：5) The transitional conditions for switching between odd and even gears are as follows:

其中：in:

(k)当奇数挡为1、3挡时(k) When the odd-numbered gears are 1st and 3rd gears

(l)当奇数挡为5挡时(l) When the odd gear is the 5th gear

如图4所示，电控单元硬件包括MC9S12XDP512单片机处理模块41、电源管理模块42、信号调理模块43、电机驱动模块44、CAN通信模块45、SCI通信模块46，根据DCT控制系统的特点，基于FreeScale(飞思卡尔)16位单片机MC9S12XDP512，自行设计了DCT的电控单元TCU4，其内部固化的控制程序是由PC机2中Matlab/Stateflow环境下编写的策略软件以及CodeWarrior IDE集成开发环境下编写的底层驱动代码结合而来的。具体实现是通过RTW将控制策略部分模型转换为C代码，并在CodeWarrior IDE下与手写的底层驱动相衔接后整体进行编译，最后再利用BDM方式(P&E)或CAN方式(CANape)将编译生成的最终机器码烧写到电控单元TCU4的CPU中。As shown in Figure 4, the electronic control unit hardware includes MC9S12XDP512 single-chip processing module 41, power management module 42, signal conditioning module 43, motor drive module 44, CAN communication module 45, SCI communication module 46, according to the characteristics of the DCT control system, based on FreeScale (Freescale) 16-bit single-chip microcomputer MC9S12XDP512, designed DCT electronic control unit TCU4 by itself, and its internal solidified control program is written by strategy software written in Matlab/Stateflow environment in PC 2 and CodeWarrior IDE integrated development environment The underlying driver code is combined. The specific implementation is to convert part of the model of the control strategy into C code through RTW, and compile it as a whole after linking with the handwritten underlying driver under the CodeWarrior IDE, and finally use the BDM method (P&E) or CAN method (CANape) to compile the generated Finally, the machine code is programmed into the CPU of the electronic control unit TCU4.

电控单元TCU4中控制程序的策略部分主要由信号输入与预处理模块、主策略模块以及信号输出与执行机构驱动模块组成。而主策略模块又可具体分为当前挡位判断模块、执行机构状态检测模块、目标挡位决策模块以及整车状态切换模块等。其中，目标挡位的决策、整车状态的切换以及执行机构的驱动是整个策略的核心。The strategy part of the control program in the electronic control unit TCU4 is mainly composed of a signal input and preprocessing module, a main strategy module, and a signal output and actuator driving module. The main strategy module can be further divided into the current gear judgment module, the actuator state detection module, the target gear decision module, and the vehicle state switching module. Among them, the decision-making of the target gear, the switching of the vehicle state and the driving of the actuator are the core of the whole strategy.

TCU 4与AutoBox原型控制器5之间则采用CAN通信方式交互数据，其中TCU 4将加速与制动踏板信号、第一离合器与第二离合器传递的转矩信号、当前挡位与目标挡位信号以及模型运行控制信号等发送给AutoBox原型控制器5，而AutoBox原型控制器5发送给TCU 4的主要是车辆的状态信息，如发动机转速与转矩、第一离合器与第二离合器从动盘转速、车速等，TCU 4根据这些模拟车辆的信息，并通过数字IO及A/D转换模块采集驾驶员操作信号并识别其操作意图，实时决策车辆的运行状态，控制DCT同步器执行电机1、第一离合器执行电机6以及第二离合器执行电机8的有序、精确动作。CAN communication method is used to exchange data between TCU 4 and AutoBox prototype controller 5, in which TCU 4 transmits acceleration and brake pedal signals, torque signals transmitted by the first clutch and second clutch, current gear and target gear signals and the model operation control signal etc. are sent to the AutoBox prototype controller 5, and what the AutoBox prototype controller 5 sends to the TCU 4 is mainly the status information of the vehicle, such as the engine speed and torque, the speed of the first clutch and the second clutch driven disc , vehicle speed, etc., according to the information of these simulated vehicles, TCU 4 collects the driver’s operation signal through the digital IO and A/D conversion module and recognizes its operation intention, makes real-time decision on the running state of the vehicle, and controls the DCT synchronizer to execute the motor 1, the second The orderly and precise actions of the first clutch actuator motor 6 and the second clutch actuator motor 8 .

为提高同步器与离合器位置的跟踪精度，其执行电机均采用闭环控制，但两者控制的难易程度有很大的差别。在本发明所述的TCU硬件在环仿真试验台中，对于同步器执行电机1未匹配相应的负载，即同步器执行电机1为空载运行，故只需在其输出轴上加装角位移传感器，利用常规PID控制即可实现电机转角位置的精确控制。第一离合器执行电机6以及第二离合器执行电机8则由于真实离合器组件以及作动机构的介入而控制难度相对较大，具体表现为膜片弹簧的高度非线性、作动机构较低的加工精度以及整个系统存在的滞后现象，故常规PID已经很难满足控制要求，需采用模糊PID控制、模糊自适应控制、变结构控制、鲁棒控制等先进控制理论来实现离合器位置的精确伺服控制。In order to improve the tracking accuracy of the position of the synchronizer and the clutch, the executive motors adopt closed-loop control, but there is a big difference in the degree of difficulty of the control of the two. In the TCU hardware-in-the-loop simulation test bench of the present invention, the corresponding load is not matched for the synchronizer actuator motor 1, that is, the synchronizer actuator motor 1 is running without load, so it is only necessary to install an angular displacement sensor on its output shaft , the use of conventional PID control can achieve precise control of the motor angular position. The first clutch actuating motor 6 and the second clutch actuating motor 8 are relatively difficult to control due to the intervention of the real clutch assembly and the actuating mechanism, which is specifically manifested in the highly nonlinearity of the diaphragm spring and the low machining accuracy of the actuating mechanism And the hysteresis phenomenon of the whole system, so the conventional PID has been difficult to meet the control requirements, need to use fuzzy PID control, fuzzy adaptive control, variable structure control, robust control and other advanced control theories to realize the precise servo control of the clutch position.

第一离合器组件7和第二离合器组件9采用既有轿车用离合器模块及自主设计的作动机构(包括螺旋传动机构、螺旋助力弹簧等)，其与第一离合器执行电机6、第二离合器执行电机8、离合器位置及压力传感器、电控单元可组成独立的离合器控制系统，从而能够优化单离合器伺服控制策略和双离合器协调控制策略。The first clutch assembly 7 and the second clutch assembly 9 adopt the existing car clutch module and self-designed actuating mechanism (comprising screw transmission mechanism, helical booster spring, etc.), which are implemented with the first clutch actuator motor 6 and the second clutch actuator. The motor 8, the clutch position and pressure sensor, and the electronic control unit can form an independent clutch control system, so that the single-clutch servo control strategy and the dual-clutch coordinated control strategy can be optimized.

实时控制程序以及仿真模型的变量和参数通过上位机软件(CANape和ControlDesk)进行测量与标定，其中CANape采用的是基于CCP协议的CAN通信方式，而ControlDesk采用的则是基于AutoBox特定协议的串口通信方式。两者都可以在PC2机中建立相应的图形化显示界面以便直观地测量和标定所对应的变量和参数，可监控仿真试验的运行并分析试验结果。The variables and parameters of the real-time control program and the simulation model are measured and calibrated by the host computer software (CANape and ControlDesk). Among them, CANape uses the CAN communication method based on the CCP protocol, while ControlDesk uses the serial port communication based on the AutoBox specific protocol. Way. Both can establish a corresponding graphical display interface in the PC2 to intuitively measure and calibrate the corresponding variables and parameters, monitor the operation of the simulation test and analyze the test results.

通过以上环节，可开展TCU硬件在环仿真试验并实现对其控制策略的评价。Through the above links, the TCU hardware-in-the-loop simulation test can be carried out and the evaluation of its control strategy can be realized.

Claims

1. A dry-type double-clutch automatic transmission electronic control unit hardware-in-the-loop simulation test bench is characterized in that it includes a synchronizer executive motor, a PC, an AutoBox prototype controller, an electronic control unit TCU, a clutch executive motor, and a driving control mechanism And clutch assembly, described electronic control unit TCU is connected with synchronizer executive motor, PC, AutoBox prototype controller, clutch executive motor, driving control mechanism, clutch assembly respectively, and described PC is connected with AutoBox prototype controller, The clutch actuator motor is connected to the clutch assembly;

The dynamic simulation model of the dual-clutch automatic transmission under different working conditions is established by the PC, and the model is converted into C code format by RTW and downloaded to the AutoBox prototype controller; the electronic control unit TCU solidifies the dry DCT control program, and collects the accelerator pedal in real time , the brake pedal and the driving control signal of the position of the gear lever, and use the CAN communication method to obtain the engine speed, clutch driven disc speed, and vehicle speed information from the dynamic simulation model of the AutoBox prototype controller to calculate the running state and selection of the vehicle To control the operation of the dynamic simulation model in the AtuoBox prototype controller, to further determine the target position of the synchronizer actuator motor and the clutch assembly connected to the clutch actuator motor, and to collect real-time displacement feedback during the operation of the clutch actuator motor signal for precise closed-loop control of synchronizer and clutch positions.

2. A hardware-in-the-loop simulation test bench for an electronic control unit of a dry-type dual-clutch automatic transmission according to claim 1, wherein the clutch actuator motor and the clutch assembly are each provided with two, and the clutch Components include clutches and actuators.

3. A hardware-in-the-loop simulation test bench for a dry-type dual-clutch automatic transmission electronic control unit according to claim 1, wherein when the odd-numbered gear is changed to an even-numbered gear, the dynamic simulation model includes the vehicle starting condition model, odd-numbered gears in gear and stable driving condition model, odd-numbered gears in gear and even-numbered gears synchronizer pre-engaged condition model, odd-numbered gears in gear and even-numbered gears synchronizer engaged condition model, odd-numbered gears and even-numbered gears switching transition situation model;

1) The described automobile starting condition model is as follows:

The vehicle is in the parking state at first. When the driver ignites the ignition and releases the brake pedal, the vehicle starts to enter the starting condition. The single clutch is used to engage and start. The master and slave parts of the first clutch start to engage slowly. Select the state variable x ₁ ＝ω _e , x ₂ ＝ω _s , control amount

u = [\begin{matrix} T_{e} \\ T_{c 1 e} \end{matrix}] = [\begin{matrix} T_{e} \\ T_{ec 1} \end{matrix}],

The state space expression obtained under the starting condition is as follows:

[\begin{matrix} {\overset{\cdot &Center Dot;}{x x}}_{11} \\ {\overset{\cdot &Center Dot;}{x x}}_{22} \end{matrix}] = = [\begin{matrix} - - \frac{{b b}_{e e}}{{I I}_{e e}} & 00 \\ 00 & - - \frac{{b b}_{equ equal}}{{I I}_{equ equal}} \end{matrix}] [\begin{matrix} {x x}_{11} \\ {x x}_{22} \end{matrix}] + + [\begin{matrix} \frac{11}{{I I}_{e e}} & - - \frac{11}{{I I}_{e e}} \\ \frac{{i i}_{11} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} & 00 \end{matrix}] u u + + [\begin{matrix} 00 \\ - - \frac{{T T}_{r r}}{{I I}_{equ equal}} \end{matrix}] - - - - - - ((11))

in:

\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + (({I I}_{m m} + + {I I}_{g g})) {i i}_{a a}^{22} η η + + {I I}_{c c 11} {i i}_{11}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + (({b b}_{m m} + + {b b}_{g g})) {i i}_{a a}^{22} η η + + {b b}_{c c 11} {i i}_{11}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((22))

In the formula, I _e is the moment of inertia of the engine output shaft and the active part of the clutch; I _c1 is the moment of inertia of _C1 shaft and its fixed connection part; I _m is the moment of inertia of the intermediate shaft m and its fixed connection part; Is _is The moment of inertia of the output shaft s and the active part of the main reducer; I _g is the moment of inertia of a single gear; T _e is the output torque of the engine; T _c1e is the reaction torque of the _C1 shaft to the engine output shaft; T _ec1 is the transmission of the engine output shaft Torque for the C ₁ shaft; T _r is the vehicle resistance torque converted to the transmission output shaft; ω _e , ω _s are the rotational speeds of the engine output shaft and s shaft respectively; b _e , b _c1 , b _m , b _s , b _g is the damping ratio of the engine shaft, C ₁ shaft, m shaft, s shaft and a single gear respectively; i ₁ , i _a are the speed ratio of the 1st gear and the speed ratio of the final drive respectively; η is the gear transmission efficiency; m, C _D , A are vehicle mass, drag coefficient and windward area respectively; v, α, r are vehicle speed, road gradient and wheel radius respectively;

2) The odd-numbered gear is in gear and the stable driving condition model is as follows:

When the rotation speeds of the master and driven discs of the first clutch are synchronized, starting or shifting is completed, and the vehicle enters the stage of steady running in odd-numbered gears, and the C ₁ shaft is fixedly connected with the output shaft of the engine. Different bits have different state space expressions. Select state variable x=ω _s and control variable u=T _e , then the state space expression is as follows:

\overset{\cdot &Center Dot;}{x x} = = - - \frac{{b b}_{equ equal}}{{I I}_{equ equal}} x x + + \frac{{i i}_{odd odd} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} u u - - \frac{{T T}_{r r}}{{I I}_{equ equal}} - - - - - - ((33))

in:

(a) When the odd-numbered gears are 1st and 3rd gears

\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + (({I I}_{m m} + + {I I}_{g g})) {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + (({b b}_{m m} + + {b b}_{g g})) {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((44))

(b) When the odd gear is the 5th gear

\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + {I I}_{m m} {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e} + + {I I}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + {b b}_{m m} {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e} + + {b b}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((55))

In the formula, i _odd is an odd gear ratio;

3) The odd-numbered gear is in gear while the even-numbered gear synchronizer pre-engages the working condition model as follows:

With the constant change of vehicle speed, the vehicle tends to upshift or downshift, and the synchronizer of the next gear is pre-engaged. Compared with the previous working condition, the dynamic engagement process of the synchronizer is increased, and the corresponding moment of inertia and torque changed, select the state variable x ₁ =ω _c2 , x ₂ =ω _s , the control quantity

u = [\begin{matrix} T_{t} \\ T_{e} \end{matrix}],

Then its state space expression is as follows:

[\begin{matrix} {\overset{\cdot &Center Dot;}{x x}}_{11} \\ {\overset{\cdot &Center Dot;}{x x}}_{22} \end{matrix}] = = [\begin{matrix} - - \frac{{b b}_{c c 22}}{{I I}_{c c 22}} & 00 \\ 00 & - - \frac{{b b}_{equ equal}}{{I I}_{equ equal}} \end{matrix}] [\begin{matrix} {x x}_{11} \\ {x x}_{22} \end{matrix}] + + [\begin{matrix} \frac{11}{{I I}_{c c 22}} & 00 \\ - - \frac{{i i}_{even even} {i i}_{a a}}{{I I}_{equ equal}} & \frac{{i i}_{odd odd} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} \end{matrix}] u u + + [\begin{matrix} 00 \\ - - \frac{{T T}_{r r}}{{I I}_{equ equal}} \end{matrix}] - - - - - - ((66))

in:

(a) When the odd-numbered gears are 1st and 3rd gears

\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + (({I I}_{m m} + + {I I}_{g g})) {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + {I I}_{g g} {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + (({b b}_{m m} + + {b b}_{g g})) {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + {b b}_{g g} {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((77))

(b) When the odd gear is the 5th gear

\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + {I I}_{m m} {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e} + + {I I}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + {I I}_{g g} {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + {b b}_{m m} {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e} + + {b b}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + {b b}_{g g} {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((88))

In the formula, T _t is the acting torque of the main and driven parts of the synchronizer; I _c2 is the moment of inertia of the C ₂ axis; b _c2 is the damping ratio of the C ₂ axis; ω _c2 is the speed of the C ₂ axis; i _even is the even gear Speed ratio;

4) The working condition model of the odd-numbered gear in gear and the even-numbered gear synchronizer engaged is as follows:

After the next gear synchronizer is fully engaged, the main and driven parts of the synchronizer and the gear to be engaged are fixedly connected together, the degree of freedom is reduced, and the corresponding moment of inertia and torque have also changed. Select the state variable x =ω _s , control variable u=T _e , then its state space expression is as follows:

\overset{\cdot \cdot}{x x} = = - - \frac{{b b}_{equ equal}}{{I I}_{equ equal}} x x + + \frac{{i i}_{odd odd} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} u u - - \frac{{T T}_{r r}}{{I I}_{equ equal}} - - - - - - ((99))

in:

(a) When the odd-numbered gears are 1st and 3rd gears

\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + (({I I}_{m m} + + {I I}_{g g})) {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({I I}_{c c 22} + + {I I}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + (({b b}_{m m} + + {b b}_{g g})) {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({b b}_{c c 22} + + {b b}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((1010))

(b) When the odd gear is the 5th gear

\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + {I I}_{m m} {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{e e} + + {I I}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({I I}_{c c 22} + + {I I}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + {b b}_{m m} {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{e e} + + {b b}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({b b}_{c c 22} + + {b b}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((1111))

5) The transitional model of odd-numbered gears and even-numbered gears is as follows:

When the shift critical point of the shift schedule is met, the clutch connected to the current gear begins to gradually disengage, and the other clutch starts to slowly engage at the same time, and finally completes the switching between odd and even gears. Select the state variable x ₁ =ω _e , x ₂ =ω _s , control quantity

u = [\begin{matrix} Te \\ T_{c 1 e} \\ T_{c 2 e} \end{matrix}] = [\begin{matrix} Te \\ T_{ec 1} \\ T_{ec 2} \end{matrix}],

Then its state space expression is as follows:

[\begin{matrix} {\overset{\cdot &Center Dot;}{x x}}_{11} \\ {\overset{\cdot &Center Dot;}{x x}}_{22} \end{matrix}] = = [\begin{matrix} - - \frac{{b b}_{e e}}{{I I}_{e e}} & 00 \\ 00 & - - \frac{{b b}_{equ equal}}{{I I}_{equ equal}} \end{matrix}] [\begin{matrix} {x x}_{11} \\ {x x}_{22} \end{matrix}] + + [\begin{matrix} \frac{11}{{I I}_{e e}} & - - \frac{sgn sgn (({ω ω}_{e e} - - {ω ω}_{c c 11}))}{{I I}_{e e}} & - - \frac{sgn sgn (({ω ω}_{e e} - - {ω ω}_{c c 22}))}{{I I}_{e e}} \\ 00 & \frac{sgn sgn (({ω ω}_{e e} - - {ω ω}_{c c 11})) {i i}_{odd odd} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} & \frac{agn agn (({ω ω}_{e e} - - {ω ω}_{c c 22})) {i i}_{even even} {i i}_{a a} {η η}^{22}}{{I I}_{equ equal}} \end{matrix}] u u + + [\begin{matrix} 00 \\ - - \frac{{T T}_{r r}}{{I I}_{equ equal}} \end{matrix}] - - - - - - ((1212))

in:

(c) When the odd-numbered gears are 1st and 3rd gears

\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + (({I I}_{m m} + + {I I}_{g g})) {i i}_{a a}^{22} η η + + {I I}_{c c 11} {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({I I}_{c c 22} + + {I I}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} + + (({b b}_{m m} + + {b b}_{g g})) {i i}_{a a}^{22} η η + + {b b}_{c c 11} {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({b b}_{c c 22} + + {b b}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((1313))

(d) When the odd gear is the 5th gear

\{\begin{matrix} {I I}_{equ equal} = = {I I}_{s the s} + + {I I}_{m m} {i i}_{a a}^{22} η η + + (({I I}_{c c 11} + + {I I}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({I I}_{c c 22} + + {I I}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {b b}_{equ equal} = = {b b}_{s the s} {+ + b b}_{m m} {i i}_{a a}^{22} η η + + (({b b}_{c c 11} + + {b b}_{g g})) {i i}_{odd odd}^{22} {i i}_{a a}^{22} {η η}^{22} + + (({b b}_{c c 22} + + {b b}_{g g})) {i i}_{even even}^{22} {i i}_{a a}^{22} {η η}^{22} \\ {T T}_{r r} = = [[((f f cos cos α α + + sin sin α α)) mg mg + + \frac{{C C}_{D D.} {Av Av}^{22}}{21.15 21.15}]] r r / / {i i}_{a a} \end{matrix} - - - - - - ((1414))

In the formula, _Tc2e is the reaction torque of the _C2 shaft to the engine output shaft; _Tec2 is the torque transmitted from the engine output shaft to _C2 .

4. The electronic control unit hardware-in-the-loop simulation test bench of a dry dual-clutch automatic transmission according to claim 1, wherein the control program of the dry DCT solidified by the electronic control unit TCU is specifically as follows:

The control strategy model is converted into C code through RTW, which is connected with the C code of the underlying driver and then compiled as a whole. Finally, the final machine code generated by compilation is programmed into the CPU of the electronic control unit TCU using BDM or CAN.

5. A hardware-in-the-loop simulation test bench for a dry-type dual-clutch automatic transmission electronic control unit according to claim 4, wherein the control strategy model includes a signal input and preprocessing module, a main strategy module, and a signal The output and actuator driving module, the main strategy module includes a current gear judgment submodule, an actuator state detection submodule, a target gear decision submodule and a vehicle state switching submodule.

6. A kind of dry-type dual-clutch automatic transmission electronic control unit hardware-in-the-loop simulation test bench according to claim 4, it is characterized in that, described control strategy model and dynamic simulation model all pass CANape and ControlDesk in the PC For measurement and calibration, the CANape adopts the CAN communication method based on the CCP protocol, and the ControlDesk is a serial port communication method based on the AutoBox specific protocol, both of which can establish a corresponding graphical display interface in the PC to facilitate intuition Variables and parameters corresponding to ground measurement and calibration.

7. A hardware-in-the-loop simulation test bench for an electronic control unit of a dry-type dual-clutch automatic transmission according to claim 1, wherein the synchronizer actuator motor is used as the shift actuator of the DCT and does not match The corresponding load, but only an angular displacement sensor is installed at the output shaft end to realize the closed-loop control of the motor under no-load.