[go: up one dir, main page]
More Web Proxy on the site http://driver.im/

CN115013520B - AMT gearbox intermediate shaft braking control method, device and controller - Google Patents

AMT gearbox intermediate shaft braking control method, device and controller Download PDF

Info

Publication number
CN115013520B
CN115013520B CN202210688891.9A CN202210688891A CN115013520B CN 115013520 B CN115013520 B CN 115013520B CN 202210688891 A CN202210688891 A CN 202210688891A CN 115013520 B CN115013520 B CN 115013520B
Authority
CN
China
Prior art keywords
real
time
slope
duty ratio
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202210688891.9A
Other languages
Chinese (zh)
Other versions
CN115013520A (en
Inventor
孙晓鹏
孟建平
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Weichai Power Co Ltd
Weifang Weichai Power Technology Co Ltd
Original Assignee
Weichai Power Co Ltd
Weifang Weichai Power Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Weichai Power Co Ltd, Weifang Weichai Power Technology Co Ltd filed Critical Weichai Power Co Ltd
Priority to CN202210688891.9A priority Critical patent/CN115013520B/en
Publication of CN115013520A publication Critical patent/CN115013520A/en
Application granted granted Critical
Publication of CN115013520B publication Critical patent/CN115013520B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/02—Fluid pressure
    • F16D2121/04—Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/02—Fluid-pressure mechanisms
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/72—Wind turbines with rotation axis in wind direction

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The embodiment of the application provides a method, a device and a controller for controlling the braking of an intermediate shaft of an AMT gearbox, wherein the method comprises the following steps: storing an initial value in a corresponding relation between a duty ratio and a rotation speed falling slope; acquiring a real-time speed difference between the rotating speed of a gear and the rotating speed of a joint sleeve in the braking process of the brake valve; judging whether the real-time speed difference exceeds a preset speed difference range; if yes, determining a real-time expected value of a rotation speed descending slope corresponding to the real-time speed difference, and then determining an expected duty ratio; the brake valve is controlled to brake the intermediate shaft according to the expected duty ratio, the actual value of the rotating speed falling slope under the expected duty ratio is obtained, the actual value is stored in the corresponding relation between the duty ratio and the rotating speed falling slope, and the step of obtaining the real-time speed difference between the rotating speed of the gear and the rotating speed of the joint sleeve in the braking process of the brake valve is returned; if not, the brake valve is controlled to stop braking the intermediate shaft. The application prevents the problems of overshoot and insufficient braking of the intermediate shaft by flexibly controlling the braking valve.

Description

AMT gearbox intermediate shaft braking control method, device and controller
Technical Field
The embodiment of the application relates to the technical field of intermediate shaft braking control, in particular to an AMT gearbox intermediate shaft braking control method, an AMT gearbox intermediate shaft braking control device and a controller.
Background
In the vehicle with an AMT (Automated Mechanical Transmission, an electric control mechanical self-setting transmission) gearbox, if the rotating speed of a gear to be engaged is higher than the rotating speed of a joint sleeve during upshift, the gear is easy to be meshed and obvious gear shifting impact is caused by directly upshift, so that the rotating speed of the gear to be engaged needs to be braked through a brake valve during upshift of the vehicle, and the difference between the rotating speed of the gear to be engaged and the rotating speed of the joint sleeve is in a preset difference range.
Currently, in the prior art, when a brake valve is used for braking, a fixed duty ratio is generally set for the brake valve, so that the braking time of the brake valve is equal in each braking period, and the braking interval time between every two braking periods is also equal.
However, the inventors found that the prior art has at least the following technical problems: when the intermediate shaft is braked by adopting a brake valve according to a fixed duty ratio, if the braking slope is too large, the condition of braking overshoot is easy to occur, so that the synchronous rotating speed overshoot and inter-tooth impact are caused; or the gear shifting time is prolonged due to the fact that the braking slope is too small and the intermediate shaft is not braked enough.
Disclosure of Invention
The embodiment of the application provides a method, a device and a controller for controlling braking of an intermediate shaft of an AMT (automated mechanical transmission) gearbox, which are used for solving the problems of overshoot or insufficient braking generated when a braking valve brakes the intermediate shaft of the gearbox.
In a first aspect, the application provides a method for controlling braking of an intermediate shaft of an AMT gearbox, comprising the steps of:
Storing an initial value in a corresponding relation between a duty ratio and a rotation speed falling slope;
acquiring a real-time speed difference between the rotating speed of a gear and the rotating speed of a joint sleeve in the braking process of the brake valve;
judging whether the real-time speed difference exceeds a preset speed difference range;
If so, determining a real-time expected value of a rotation speed descending slope corresponding to the real-time speed difference according to the real-time speed difference, and determining an expected duty cycle according to the real-time expected value and a stored value in a corresponding relation between the duty cycle and the rotation speed descending slope;
controlling the brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of a rotating speed falling slope under the expected duty ratio, storing the actual value into a corresponding relation between the duty ratio and the rotating speed falling slope, and returning to the step of acquiring a real-time speed difference between the rotating speed of the gear and the rotating speed of the joint sleeve in the braking process of the brake valve;
And if not, controlling the brake valve to stop braking the intermediate shaft.
In one possible implementation manner, the storing the initial value in the correspondence relationship between the duty cycle and the rotation speed decreasing slope includes:
When the intermediate shaft is in a brake canceling state, acquiring a natural slope of the natural drop of the rotating speed of the intermediate shaft when the duty ratio of the brake valve is 0%, and storing the natural slope in a corresponding relation between the duty ratio and the rotating speed drop slope in a first initial value;
acquiring an initial speed difference between the gear rotating speed of the intermediate shaft and the rotating speed of the joint sleeve at the brake enabling moment of the brake valve, and determining an initial expected value of the rotating speed drop slope of the intermediate shaft according to the initial speed difference;
And if the initial expected value is larger than the first initial value, controlling the brake valve to perform initial braking on the intermediate shaft according to an initial braking duty ratio, acquiring a rotation speed descending slope under the initial braking duty ratio, and storing the rotation speed descending slope in a corresponding relation between the duty ratio and the rotation speed descending slope by a second initial value.
In one possible implementation manner, the calculation formula for determining the real-time expected value of the rotation speed drop slope corresponding to the real-time speed difference according to the real-time speed difference is as follows:
Kesp＝(Δv-Δv’)/Δt
Wherein K esp is a real-time expected value of a rotational speed decrease slope corresponding to the real-time speed difference, Δv is the real-time speed difference, Δv' is the preset speed difference, and Δt is a preset braking duration.
In one possible implementation manner, the determining the desired duty cycle according to the real-time desired value and a stored value in a correspondence between the duty cycle and a rotation speed decreasing slope includes:
Inquiring a stored value in a corresponding relation between the duty ratio and the rotation speed descending slope according to the real-time expected value, determining a stored first rotation speed descending slope which is closest to the real-time expected value and smaller than the real-time expected value, and a stored second rotation speed descending slope which is closest to the real-time expected value and larger than the real-time expected value, and acquiring a first duty ratio corresponding to the first rotation speed descending slope and a second duty ratio corresponding to the second rotation speed descending slope;
And carrying out interpolation calculation according to the real-time expected value, the first rotating speed descending slope, the first duty ratio, the second rotating speed descending slope and the second duty ratio to obtain the expected duty ratio.
In one possible implementation manner, the calculation formula for interpolating according to the real-time expected value, the first rotation speed decreasing slope, the first duty cycle, the second rotation speed decreasing slope and the second duty cycle is as follows:
Wherein PWM esp is a desired duty cycle, K esp is a real-time desired value of a rotational speed falling slope corresponding to the real-time speed difference, K 1 is the first rotational speed falling slope, K 2 is a second rotational speed falling slope, PWM 1 is a first duty cycle, and PWM 2 is a second duty cycle.
In one possible implementation, after the initial speed difference between the gear speed of the intermediate shaft and the joint sleeve speed at the brake valve brake enabling moment is obtained, and an initial expected value of the rotational speed decrease slope of the intermediate shaft is determined according to the initial speed difference:
And if the difference value between the initial expected value and the preset threshold value is smaller than or equal to the first initial value, controlling the brake valve to stop braking the intermediate shaft.
In one possible implementation, the initial braking duty cycle is 100%.
In one possible implementation, if not, the braking valve is controlled to stop braking the intermediate shaft, and then: and periodically clearing the corresponding relation between the duty ratio and the rotation speed descending slope stored in the braking process of the brake valve.
In a second aspect, the present application provides an AMT gearbox intermediate shaft brake control device, comprising:
the storage module is used for storing an initial value in the corresponding relation between the duty ratio and the rotation speed descending slope;
the acquisition module is used for acquiring the real-time speed difference between the rotating speed of the gear and the rotating speed of the joint sleeve in the braking process of the brake valve;
the judging module is used for judging whether the real-time speed difference exceeds a preset speed difference range;
The calculation module is used for determining a real-time expected value of a rotation speed descending slope corresponding to the real-time speed difference according to the real-time speed difference if the real-time speed difference exceeds a preset speed difference range, and determining an expected duty ratio according to the real-time expected value and a stored value in a corresponding relation between the duty ratio and the rotation speed descending slope;
the control module is used for controlling the brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of the rotating speed falling slope under the expected duty ratio, storing the actual value into a corresponding relation between the duty ratio and the rotating speed falling slope, and returning to the step of acquiring the real-time speed difference between the rotating speed of the gear and the rotating speed of the joint sleeve in the braking process of the brake valve;
and the control module is also used for controlling the brake valve to stop braking the intermediate shaft if the real-time speed difference does not exceed the preset speed difference range.
In a third aspect, the present application provides a controller comprising: at least one processor and memory;
the memory stores computer-executable instructions;
the at least one processor executes computer-executable instructions stored in the memory, causing the at least one processor to perform the AMT gearbox countershaft brake control method as described in the first aspect above.
In a fourth aspect, the present application provides a computer readable storage medium having stored therein one piece of computer executable instructions which, when executed by a processor, implement an AMT gearbox countershaft brake control method as described in the first aspect above.
In a fifth aspect, the present application provides a computer program product comprising a computer program which, when executed by a processor, implements an AMT gearbox countershaft brake control method as described in the first aspect above.
According to the AMT gearbox intermediate shaft braking control method, device and controller, according to the real-time expected value of the speed reduction slope of the intermediate shaft and the corresponding relation between the duty ratio and the speed reduction slope in the braking process of the braking valve, the expected duty ratio is determined, and the braking valve is controlled to brake the intermediate shaft according to the expected duty ratio until the real-time speed difference is within the preset speed difference range, so that flexible braking of the intermediate shaft is achieved, and the problems of braking overload and insufficient braking of the intermediate shaft are avoided.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions of the prior art, the drawings that are needed in the embodiments or the description of the prior art will be briefly described below, it will be obvious that the drawings in the following description are some embodiments of the present application, and that other drawings can be obtained according to these drawings without inventive effort to a person skilled in the art.
FIG. 1 is a schematic diagram of an AMT gearbox in an upshift according to an embodiment of the present application;
FIG. 2 is a schematic diagram of an architecture of an intermediate shaft brake control system of an AMT gearbox according to an embodiment of the present application;
FIG. 3 is a schematic flow chart of a method for controlling braking of an intermediate shaft of an AMT gearbox according to an embodiment of the present application;
fig. 4 is a second schematic flow chart of a method for controlling braking of an intermediate shaft of an AMT gearbox according to an embodiment of the present application;
FIG. 5 is a schematic diagram of an intermediate shaft brake control device for an ATM transmission according to an embodiment of the present application;
fig. 6 is a schematic hardware structure of the controller provided in the embodiment of the invention in fig. 6.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
At present, when an AMT gearbox is mounted on a vehicle, during upshift, the rotation speed of an input shaft of the gearbox is increased, the rotation speeds of an intermediate shaft and a gear to be engaged on the intermediate shaft are also increased, the rotation speeds of an output shaft of the gearbox and a joint sleeve on the output shaft are original low-gear rotation speeds, at this time, the rotation speeds of the joint gears are higher than the rotation speeds of the joint sleeve, if the vehicle is directly shifted to a high gear, tooth striking is easy to occur, and therefore, the rotation speeds of the joint gears need to be reduced until a difference value between the rotation speeds of the gears and the rotation speeds of the joint sleeve is within a preset difference value range. When the difference between the real-time rotational speed of the gear and the engagement sleeve is negative, an execution mechanism of automatic upshift of the gearbox is triggered. Therefore, a transmission without a synchronizer is required to brake the intermediate shaft using a brake valve. The inventor finds that the brake valve in the prior art is mostly a pneumatic control valve, so in the braking process of the brake valve on the intermediate shaft, the brake valve brakes the intermediate shaft according to a fixed brake duty ratio because the initial difference between the rotating speed of the gear to be engaged and the rotating speed of the engagement sleeve is large, if the brake duty ratio is large, the problem of synchronous rotating speed overshoot is generated, and if the brake duty ratio is small, the problem of gear shifting time prolongation caused by insufficient braking is easy to occur.
In order to solve the technical problems, the embodiment of the application provides the following technical scheme that the real-time expected duty ratio is determined based on the real-time expected value of the rotation speed descending slope and the corresponding relation between the duty ratio and the rotation speed descending slope, and then the brake valve is controlled to brake the central shaft according to the expected duty ratio until the real-time speed difference is within the preset speed difference range. In the braking process of the braking valve, the intermediate shaft is braked according to the real-time expected duty ratio, so that flexible braking of the intermediate shaft is realized, and overshoot and insufficient braking of the intermediate shaft are prevented.
Fig. 1 is a schematic structural diagram of an AMT gearbox according to an embodiment of the application, as shown in fig. 1, an upshift mechanism 10 of the AMT gearbox comprises: a brake valve 101, an intermediate shaft 102, a gear 103 to be engaged, and an engagement sleeve 104. Wherein the brake valve 101 is used for braking the intermediate shaft 102; the intermediate shaft 102 has a plurality of engagement gears thereon for connecting an input shaft and an output shaft of the transmission through the engagement gears; the gear 103 to be engaged is an up-shifted meshing gear on the intermediate shaft 102 for transmitting power to an output shaft of the transmission, and the engagement sleeve 104 is mounted on the output shaft of the transmission for connecting a shift lever of the vehicle and the output shaft of the transmission, and the rotation speed of the engagement sleeve 104 is the same as that of the output shaft of the transmission.
Fig. 2 is a schematic architecture diagram of an AMT gearbox intermediate shaft brake control system according to an embodiment of the present application, as shown in fig. 2, the system includes: an AMT gearbox 11 and a controller 12. The AMT gearbox 11 is provided with an intermediate shaft and a brake valve, and the controller 12 controls the output duty ratio of the brake valve to brake the intermediate shaft of the AMT gearbox. The controller 12 may be an ECU (Electronic Control Unit ), a TCU (TELEMATICS CONTROL UNIT, telematics control unit) communicatively coupled to the ECU, or other controller having similar functionality.
Fig. 3 is a schematic flow chart of a method for controlling braking of an intermediate shaft of an AMT gearbox according to an embodiment of the application. The execution body of the embodiment of the present application may be a controller in the embodiment shown in fig. 2, which is not particularly limited, and as shown in fig. 3, the intermediate shaft brake control method of the AMT gearbox includes:
S301: an initial value is stored in a correspondence relation between the duty ratio and the rotation speed decreasing slope.
In the embodiment of the application, the duty ratio is the ratio of the braking time to one braking period, and the whole braking duration of the braking valve consists of a plurality of braking periods. The initial value is the duty cycle and the corresponding rotational speed drop slope.
The duty ratio and the corresponding initial value of the rotational speed decreasing slope are at least two, one of the duty ratios takes a smaller value and the other takes a larger value. For example, the duty ratio is 0% and its corresponding rotational speed decrease slope Ka, and the duty ratio is 95% and its corresponding rotational speed decrease slope Kb.
Specifically, the method can receive the duty ratio and the corresponding rotation speed descending slope which are input by the user on the computer terminal and are determined by different duty ratios according to the real vehicle test, and store the duty ratio and the corresponding rotation speed descending slope into the corresponding relation between the duty ratio and the rotation speed descending slope.
S302: and acquiring the real-time speed difference between the rotating speed of the gear and the rotating speed of the joint sleeve in the braking process of the brake valve.
In the embodiment of the application, a rotating speed sensor is arranged in the AMT gearbox and is used for collecting the real-time rotating speed of the gear and the joint sleeve.
Specifically, the real-time speed difference between the gear rotating speed and the joint sleeve rotating speed is obtained by receiving the gear rotating speed and the joint sleeve rotating speed acquired in real time by the rotating speed sensor and making the difference between the gear rotating speed and the joint sleeve rotating speed.
S303: and judging whether the real-time speed difference exceeds a preset speed difference range. If yes, step S304 is executed, and if no, step S306 is executed.
In the embodiment of the application, the preset speed difference range is a range of intervals formed by taking positive and negative values of the preset speed difference, and the preset speed difference range is preset and stored in the controller.
For example, if the preset speed difference in the preset speed difference range is 50 rpm, the preset speed difference range is positive 50 rpm to negative 50 rpm, and if the real-time speed difference is 20 rpm, the real-time speed difference is within the preset speed difference range.
Specifically, whether the real-time speed difference is within the preset speed difference range is searched and compared, if yes, step S303 is executed, and if not, step S306 is executed.
S304: according to the real-time speed difference, a real-time expected value of the rotation speed descending slope corresponding to the real-time speed difference is determined, and according to the real-time expected value and a stored value in the corresponding relation between the duty ratio and the rotation speed descending slope, the expected duty ratio is determined.
Specifically, according to the real-time speed difference, a real-time expected value of the rotation speed drop slope corresponding to the real-time speed difference is determined, and the calculation formula is as follows:
Kesp＝|Δv-Δv’|/Δt
Wherein K esp is a real-time expected value of a rotation speed falling slope corresponding to a real-time speed difference, deltav is a real-time speed difference, deltav' is a preset speed difference, deltat is a preset braking duration, wherein the preset speed difference and the preset braking duration are both data pre-stored in a memory and are the speed difference and the braking duration when the upshift requirement is met.
For example, at the moment of brake valve braking enabling, the gear speed of the intermediate shaft is 2000 rpm, the speed of the engagement sleeve is 1500 rpm, then the real-time speed difference Δv=2000 rpm-1500 rpm=500 rpm, the preset speed difference is 50 rpm, the preset braking duration is 2 seconds, and K esp = (450 rpm)/2 seconds=225 rpm/second is calculated according to the above calculation formula.
In the embodiment of the application, the time node corresponding to the real-time expected slope is the time node for acquiring the real-time speed difference. And under the time node, carrying out interpolation calculation according to the real-time expected value and a stored value in the corresponding relation between the duty ratio and the rotation speed descending slope to obtain the expected duty ratio.
S305: and controlling the brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of the rotation speed drop slope under the expected duty ratio, storing the actual value into a corresponding relation between the duty ratio and the rotation speed drop slope, and returning to the step S302.
In the embodiment of the application, the actual value of the rotation speed drop slope is obtained according to the actual speed difference, and the actual speed difference is obtained in the process that the brake valve brakes according to the expected duty ratio.
Specifically, after the desired duty ratio is obtained, a control signal is sent out to control the brake valve to brake the intermediate shaft according to the obtained desired duty ratio, in the braking process, the actual speed difference of the rotation speed falling slope is obtained, the actual value of the rotation speed falling slope is obtained according to the actual speed difference, the actual value is stored in the corresponding relation between the duty ratio and the rotation speed falling slope, then the step S302 is returned, the steps S302 and the following steps are executed until the judging result of the step S303 is no in the circulating process of the steps S302 to S305.
S306: the control brake valve stops braking the intermediate shaft.
In the embodiment of the application, the brake valve is provided with a brake piece and an electric control, wherein the brake piece can be a friction plate and a steel plate which are used in combination, the friction plate is connected with the intermediate shaft through a connecting piece, the connecting piece can be a spline, and the electric control piece can be an electromagnetic valve and an air cylinder which are used in combination.
Specifically, if the real-time speed difference is judged to be within the preset speed difference range, a control signal is sent to the electromagnetic valve, the electromagnetic valve is controlled to close the air cylinder, so that the air cylinder drives the steel sheet to be separated from the friction sheet, and the braking of the intermediate shaft is stopped.
In summary, in the embodiment of the application, through acquiring the corresponding relation between the real-time speed difference and the stored duty ratio and the rotation speed falling slope in the braking process of the brake valve, acquiring the real-time expected value and the expected duty ratio of the rotation speed falling slope, and then dynamically adjusting the brake valve in real time according to the expected duty ratio, the flexible control of the brake valve is realized, and the brake valve is controlled by avoiding using the fixed duty ratio, thereby preventing the problems of overshoot and insufficient braking of the intermediate shaft.
Fig. 4 is a second flowchart of an AMT gearbox intermediate shaft brake control method according to an embodiment of the present application, in the embodiment of the present application, based on the embodiment shown in fig. 2, a specific implementation method of storing an initial value in a correspondence between a duty ratio and a rotational speed decreasing slope in step S301 is described in detail, and please refer to fig. 4, where the method includes:
S401: when the intermediate shaft is in a braking canceling state and the duty ratio of the brake valve is 0%, the natural slope of the natural drop of the rotating speed of the intermediate shaft is obtained, and the natural slope is stored in the corresponding relation between the duty ratio and the rotating speed drop slope in a first initial value.
In the example of the present application, the brake valve duty ratio of 0% means that the brake time of the brake valve is 0, and the first initial value corresponds to the duty ratio of 0% in the correspondence relationship between the duty ratio and the rotation speed decreasing slope.
Specifically, when the braking duty ratio is 0%, the real-time speed difference between the gear speed and the joint sleeve speed is obtained by receiving the gear speed and the joint sleeve speed acquired by the speed sensor, and the first initial value is obtained by calculating according to the formula in step S304 in the above embodiment, and the first initial value and the duty ratio of 0% are stored in the corresponding relationship between the duty ratio and the rotational speed decreasing slope.
S402: an initial speed difference between the gear speed of the intermediate shaft and the rotational speed of the engagement sleeve at the brake valve brake enabling moment is obtained, and an initial expected value of the rotational speed drop slope of the intermediate shaft is determined according to the initial speed difference.
In the embodiment of the application, the initial speed difference is the speed difference between the gear and the engagement sleeve at the moment when the brake valve is to be opened.
Specifically, the rotational speeds of the gear and the engagement sleeve acquired from the rotational speed sensor are received, the acquisition time of the rotational speeds is the moment when the brake valve is to be opened, the rotational speeds of the gear and the engagement sleeve are differentiated to obtain an initial speed difference, and the initial expected value is obtained by calculation according to the formula in step S304 in the above embodiment.
S403: and if the initial expected value is larger than the first initial value, controlling the brake valve to perform initial braking on the intermediate shaft according to the initial braking duty ratio, acquiring the rotation speed descending slope under the initial braking duty ratio, and storing the rotation speed descending slope into the corresponding relation between the duty ratio and the rotation speed descending slope according to the second initial value.
In the embodiment of the application, the initial braking duty cycle is a value greater than 0% duty cycle, and the initial braking duty cycle may be 95%, 90% or other values that enable the braking valve to be opened quickly.
Specifically, if it is determined that the initial expected value is greater than the first initial value, a control signal is sent to control the brake valve to brake the intermediate shaft according to the initial brake duty ratio, and in the braking process, the rotational speeds of the gear and the engagement sleeve acquired from the rotational speed sensor are received, the rotational speed of the gear and the rotational speed of the engagement sleeve are differentiated to obtain a rotational speed difference, the rotational speed drop slope under the initial brake duty ratio is calculated according to the formula in step S304 in the above embodiment, the rotational speed drop slope is recorded as the second initial value, and the second initial value and the initial brake duty ratio are stored together in the correspondence relationship between the duty ratio and the rotational speed drop slope.
In summary, in the embodiment of the application, when the initial expected value is determined to be greater than the first initial value, the brake valve is controlled to brake according to the initial brake duty ratio, so that the brake valve is rapidly opened, the purpose of reducing the braking time of the brake valve in the early stage of braking is achieved, and the whole braking process is shorter.
It should be noted that, in the above embodiment, step S401 is performed when the intermediate shaft brake is cancelled during the running of the vehicle, and the running of the vehicle may be performed by the user or by the vehicle manufacturer before the vehicle leaves the factory. If the user performs step S401 during the running of the vehicle, this results in the time to perform step S401 also being during the whole braking of the brake valve. Therefore, in order to shorten the braking duration of the brake valve, step S401 of the embodiment of the present application is completed at the factory of the vehicle.
In an alternative embodiment of the present application, based on the embodiment shown in fig. 2, a specific implementation method for determining the desired duty cycle according to the real-time desired value and a stored value in a correspondence relationship between the duty cycle and a rotational speed decreasing slope is described in detail, where the method includes:
S501: according to the real-time expected value, inquiring a stored value in a corresponding relation between the duty ratio and the rotation speed descending slope, determining a stored first rotation speed descending slope which is closest to the real-time expected value and smaller than the real-time expected value and a stored second rotation speed descending slope which is closest to the real-time expected value and larger than the real-time expected value, and acquiring a first duty ratio corresponding to the first rotation speed descending slope and a second duty ratio corresponding to the second rotation speed descending slope.
In the embodiment of the application, the stored value is the duty ratio and the corresponding rotation speed descending slope thereof, and the stored value can be the duty ratio of 0%, 50% or 100%, or the like, or can be the first initial value and the initial expected value of the rotation speed descending slope, or the like. Among the stored values, the first rotational speed falling slope closest to the real-time expected value and smaller than the real-time expected value corresponds to the first rotational speed falling slope, and the stored second rotational speed falling slope closest to the real-time expected value and larger than the real-time expected value corresponds to the second rotational speed falling slope.
Specifically, after the real-time expected value is obtained, a first rotating speed descending slope and a second rotating speed descending slope which are closest to the real-time expected value are obtained through searching stored values, and according to the corresponding relation between the duty ratio and the rotating speed descending slope, the first duty ratio and the second duty ratio are indexed and obtained.
S502: and carrying out interpolation calculation according to the real-time expected value, the first rotating speed descending slope, the first duty cycle, the second rotating speed descending slope and the second duty cycle to obtain the expected duty cycle.
In the embodiment of the application, interpolation calculation is to construct an n-degree polynomial function, where n is a natural number greater than or equal to 1, let the function pass or approximately pass through all known points, and then predict the unknown points with the obtained function, and the function may be a first-order polynomial.
Specifically, according to the real-time expected value, the first rotation speed falling slope, the first duty ratio, the second rotation speed falling slope and the second duty ratio, interpolation calculation is performed to obtain the expected duty ratio, and a calculation formula is as follows:
Where PWM esp is a desired duty cycle, K esp is a real-time desired value of a rotational speed decrease slope corresponding to a real-time speed difference, K 1 is a first rotational speed decrease slope, K 2 is a second rotational speed decrease slope, PWM 1 is a first duty cycle, and PWM 2 is a second duty cycle.
For example, when the current real-time expected value K esp of the rotational speed decreasing slope is 100 rpm/sec and the stored corresponding relationship between the duty cycle and the rotational speed decreasing slope is 80 rpm/sec for the first rotational speed decreasing slope K 1 corresponding to the duty cycle of 40%, and 120 rpm/sec for the second rotational speed decreasing slope K2 corresponding to the duty cycle of 60%, the expected duty cycle PWM esp =50% is calculated according to the above formula.
In an alternative embodiment of the present application, based on the embodiment shown in fig. 4, an initial speed difference between the gear speed of the intermediate shaft and the rotation speed of the engagement sleeve at the brake valve brake enabling moment is obtained in step S402, and an initial expected value of the rotation speed drop slope of the intermediate shaft is determined according to the initial speed difference, and then the method further includes:
S404: and if the difference value between the initial expected value and the preset threshold value is smaller than or equal to the first initial value, controlling the brake valve to stop braking the intermediate shaft.
In the embodiment of the present application, the preset threshold is a value close to 0 in the preset stored value, and the preset threshold may be 0.5 rpm/s, 1.0 rpm/s, or other values that do not affect the overall braking effect.
Specifically, if the difference between the initial expected value and the preset threshold value is smaller than or equal to the initial value, a control signal is sent out to control the brake valve to stop braking the intermediate shaft.
In summary, the preset threshold in the embodiment of the present application is used to increase the fault tolerance during the judgment operation, so as to avoid that the steps after step S402 are still required to be executed when the initial expected value is slightly greater than the first initial value, thereby shortening the braking duration.
In an alternative embodiment of the present application, the initial braking duty cycle in step S403 is defined: the initial brake duty cycle is 100%.
Specifically, the duty ratio is 100% and is stored in the corresponding relation between the duty ratio and the rotation speed drop slope, and the initial braking duty ratio is recorded as 100%.
In summary, with reference to fig. 4, the brake valve is controlled to perform initial braking according to an initial braking duty ratio of 100%, so that the brake valve is opened quickly and the opening degree is 100%, so that the braking process of the brake valve is shorter, and the braking time is shortened to the maximum extent.
In an alternative embodiment of the present application, after the braking valve is controlled to stop braking the intermediate shaft in step S303, on the basis of the embodiment shown in fig. 3, the method further includes:
s307: the correspondence relation between the duty ratio and the rotation speed drop slope stored during braking of the brake valve is cleared periodically.
In the embodiment of the application, the corresponding relation between the duty ratio and the rotation speed falling slope is stored in the memory, and the time period is regularly within a specified time period, wherein the time period can be one-time complete braking time, one day, one month or the time period of the braking valve, and only the data stored in the time period does not influence the normal use of the memory.
It should be noted that, on the premise of not affecting normal use of the memory, the longer the time interval is, the better the corresponding relation between the stored duty ratio and the rotation speed drop slope is cleared, because in the above embodiment, the longer the time interval is, the more the stored value is, and the more accurate the interpolation calculation result is.
In summary, in the embodiment of the application, the memory occupied by the corresponding relation between the duty ratio and the rotation speed drop slope stored in the braking process of the brake valve is saved by periodically clearing the corresponding relation between the duty ratio and the rotation speed drop slope stored in the braking process of the brake valve.
The above description has been made specifically of the method of controlling braking of the intermediate shaft of the ATM gearbox.
Fig. 5 is a schematic structural diagram of an intermediate shaft brake control device for an ATM gearbox according to an embodiment of the present application. As shown in fig. 5, the control device includes: a storage module 51, an acquisition module 52, a judgment module 53, a calculation module 54 and a control module 55.
Wherein, the storage module 51 is configured to store an initial value in a correspondence relationship between a duty cycle and a rotation speed decreasing slope;
the acquisition module 52 is used for acquiring the real-time speed difference between the gear rotating speed and the joint sleeve rotating speed of the brake valve in the braking process;
A judging module 53, configured to judge whether the real-time speed difference exceeds a preset speed difference range;
The calculating module 54 is configured to determine a real-time expected value of a rotational speed drop slope corresponding to the real-time speed difference according to the real-time speed difference if the real-time speed difference exceeds a preset speed difference range, and determine an expected duty cycle according to the real-time expected value and a stored value in a correspondence between the duty cycle and the rotational speed drop slope;
The control module 55 is configured to control the brake valve to brake the intermediate shaft according to a desired duty cycle, obtain an actual value of a rotational speed drop slope at the desired duty cycle, store the actual value in a correspondence between the duty cycle and the rotational speed drop slope, and return to a step of obtaining a real-time speed difference between a rotational speed of the gear and a rotational speed of the engagement sleeve during braking of the brake valve. And the control module is also used for controlling the brake valve to stop braking the middle shaft if the real-time speed difference does not exceed the preset speed difference range.
In an optional embodiment of the present application, the storage module is specifically configured to naturally reduce a rotation speed of the intermediate shaft by a natural slope, and store the natural slope in a corresponding relationship between a duty cycle and the rotation speed reduction slope in a first initial value; the acquisition module is also used for acquiring an initial speed difference between the gear rotating speed of the intermediate shaft and the rotating speed of the joint sleeve at the brake enabling moment of the brake valve, and the calculation module is used for determining an initial expected value of the rotating speed drop slope of the intermediate shaft according to the initial speed difference. The judging module is further used for judging that the initial expected value is larger than the first initial value, controlling the brake valve to perform initial braking on the intermediate shaft according to the initial braking duty ratio, acquiring the rotation speed descending slope under the initial braking duty ratio, and storing the rotation speed descending slope in the corresponding relation between the duty ratio and the rotation speed descending slope according to the second initial value.
In the embodiment of the application, the calculation module is specifically configured to calculate according to the calculation formula:
Kesp＝|Δv-Δv’|/Δt
and calculating a real-time expected value of the rotation speed descending slope.
In an optional embodiment of the application, the obtaining module is further configured to query a stored value in a correspondence between a duty cycle and a rotational speed decreasing slope according to the real-time expected value, determine a stored first rotational speed decreasing slope closest to the real-time expected value and smaller than the real-time expected value, and a stored second rotational speed decreasing slope closest to the real-time expected value and larger than the real-time expected value, and obtain a first duty cycle corresponding to the first rotational speed decreasing slope and a second duty cycle corresponding to the second rotational speed decreasing slope. The calculation module is further configured to perform interpolation calculation according to the real-time expected value, the first rotation speed decreasing slope, the first duty cycle, the second rotation speed decreasing slope, and the second duty cycle to obtain the expected duty cycle.
In the embodiment of the application, the calculation module is specifically configured to calculate the real-time expected value of the rotation speed decrease slope according to a calculation formula K esp = |Δv- Δv' |/Δt, and according to the calculation formula:
The desired duty cycle is calculated.
In an alternative embodiment of the present application, the determining module is further configured to control the brake valve to stop braking the intermediate shaft if it is determined that the difference between the initial expected value and the preset threshold value is less than or equal to the first initial value.
In an alternative embodiment of the present application, the storage module is further configured to store the initial duty cycle of 100% as an initial value in a correspondence relationship between the duty cycle and a rotation speed decreasing slope.
In an alternative embodiment of the application, the control module is further configured to control the brake valve to stop braking the intermediate shaft if the real-time speed difference does not exceed the preset speed difference range.
The device provided in this embodiment may be used to implement the technical solution of the foregoing method embodiment, and its implementation principle and technical effects are similar, and this embodiment will not be described herein again.
Fig. 6 is a schematic diagram of a hardware structure of a controller according to an embodiment of the present invention. As shown in fig. 6, the controller 60 of the present embodiment includes: a processor 601 and a memory 602; wherein the method comprises the steps of
A processor 601 for storing computer-executable instructions;
A memory 602; computer-executable instructions for performing memory storage implement the steps involved in the method embodiments described above. Reference may be made in particular to the relevant description of the embodiments of the method described above.
Alternatively, the memory 602 may be separate or integrated with the processor 601.
When the memory 602 is provided separately, the controller further comprises a bus 603 for connecting the memory 602 and the processor 601.
The embodiment of the invention also provides a computer readable storage medium, wherein the computer readable storage medium stores computer execution instructions, and when the processor executes the computer execution instructions, the method for controlling the braking of the intermediate shaft of the ATM gearbox is realized.
The embodiment of the invention also provides a computer program product, which comprises a computer program, and when the computer program is executed by a processor, the method for controlling the braking of the intermediate shaft of the ATM gearbox is realized.
In the several embodiments provided by the present invention, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the above-described embodiments of the apparatus are merely illustrative, and for example, the above-described division of modules is merely a logical function division, and there may be other manners of dividing the modules when actually implemented, for example, multiple modules may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or modules, which may be in electrical, mechanical, or other forms.
The modules described above as separate components may or may not be physically separate, and components shown as modules may or may not be physical units, may be located in one place, or may be distributed over multiple network units. Some or all of the modules may be selected according to actual needs to implement the solution of this embodiment.
In addition, each functional module in the embodiments of the present invention may be integrated in one processing unit, or each module may exist alone physically, or two or more modules may be integrated in one unit. The units formed by the modules can be realized in a form of hardware or a form of hardware and software functional units.
The integrated modules, which are implemented in the form of software functional modules, may be stored in a computer readable storage medium. The software functional modules described above are stored in a storage medium and include instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or processor to perform some of the steps of the methods of the various embodiments of the application.
It should be appreciated that the Processor may be a central processing unit (Central Processing Unit, abbreviated as CPU), or may be other general purpose Processor, digital signal Processor (DIGITAL SIGNAL Processor, abbreviated as DSP), application SPECIFIC INTEGRATED Circuit (ASIC), or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method disclosed in connection with the present invention may be embodied directly in a hardware processor for execution, or in a combination of hardware and software modules in a processor for execution.
The memory may comprise a high-speed RAM memory, and may further comprise a non-volatile memory NVM, such as at least one magnetic disk memory, and may also be a U-disk, a removable hard disk, a read-only memory, a magnetic disk or optical disk, etc.
The bus may be an industry standard architecture (Industry Standard Architecture, ISA) bus, an external device interconnect (PERIPHERAL COMPONENT INTERCONNECT, PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, EISA) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, the buses in the drawings of the present application are not limited to only one bus or to one type of bus.
The storage medium may be implemented by any type or combination of volatile or nonvolatile memory devices such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disk. A storage media may be any available media that can be accessed by a general purpose or special purpose computer.
An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an Application SPECIFIC INTEGRATED Circuits (ASIC). It is also possible that the processor and the storage medium reside as discrete components in an electronic device or a master device.
Those of ordinary skill in the art will appreciate that: all or part of the steps for implementing the method embodiments described above may be performed by hardware associated with program instructions. The foregoing program may be stored in a computer readable storage medium. The program, when executed, performs steps including the method embodiments described above; and the aforementioned storage medium includes: various media that can store program code, such as ROM, RAM, magnetic or optical disks.
To illustrate the technical solution of the application, but not to limit it; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the application.

Claims (12)

1. An AMT gearbox intermediate shaft brake control method is characterized by comprising the following steps:
storing an initial value in a corresponding relation between a duty ratio of a brake valve and a rotational speed decreasing slope of an intermediate shaft;
acquiring a real-time speed difference between the rotating speed of a gear and the rotating speed of a joint sleeve in the braking process of the brake valve;
judging whether the real-time speed difference exceeds a preset speed difference range;
If so, determining a real-time expected value of a rotation speed descending slope corresponding to the real-time speed difference according to the real-time speed difference, and determining an expected duty cycle according to the real-time expected value and a stored value in a corresponding relation between the duty cycle and the rotation speed descending slope;
controlling the brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of a rotating speed falling slope under the expected duty ratio, storing the actual value into a corresponding relation between the duty ratio and the rotating speed falling slope, and returning to the step of acquiring a real-time speed difference between the rotating speed of the gear and the rotating speed of the joint sleeve in the braking process of the brake valve;
And if not, controlling the brake valve to stop braking the intermediate shaft.
2. The method according to claim 1, wherein storing the initial value in the correspondence of the duty ratio of the brake valve and the rotational speed decrease slope of the intermediate shaft includes:
When the intermediate shaft is in a brake canceling state, acquiring a natural slope of the natural drop of the rotating speed of the intermediate shaft when the duty ratio of the brake valve is 0%, and storing the natural slope in a corresponding relation between the duty ratio and the rotating speed drop slope in a first initial value;
acquiring an initial speed difference between the gear rotating speed of the intermediate shaft and the rotating speed of the joint sleeve at the brake enabling moment of the brake valve, and determining an initial expected value of the rotating speed drop slope of the intermediate shaft according to the initial speed difference;
And if the initial expected value is larger than the first initial value, controlling the brake valve to perform initial braking on the intermediate shaft according to an initial braking duty ratio, acquiring a rotation speed descending slope under the initial braking duty ratio, and storing the rotation speed descending slope in a corresponding relation between the duty ratio and the rotation speed descending slope by a second initial value.
3. The method according to claim 1, wherein the determining, based on the real-time speed difference, a real-time expected value of a rotational speed decrease slope corresponding to the real-time speed difference is calculated as follows:
Kesp＝|Δv-Δv,|/Δt
Wherein K esp is a real-time expected value of a rotational speed decrease slope corresponding to the real-time speed difference, Δv is the real-time speed difference, Δv' is the preset speed difference, and Δt is a preset braking duration.
4. The method according to claim 1, wherein said determining the desired duty cycle from the real-time desired value and a stored value in a correspondence of the duty cycle and a rotational speed decreasing slope comprises:
Inquiring a stored value in a corresponding relation between the duty ratio and the rotation speed descending slope according to the real-time expected value, determining a stored first rotation speed descending slope which is closest to the real-time expected value and smaller than the real-time expected value, and a stored second rotation speed descending slope which is closest to the real-time expected value and larger than the real-time expected value, and acquiring a first duty ratio corresponding to the first rotation speed descending slope and a second duty ratio corresponding to the second rotation speed descending slope;
And carrying out interpolation calculation according to the real-time expected value, the first rotating speed descending slope, the first duty ratio, the second rotating speed descending slope and the second duty ratio to obtain the expected duty ratio.
5. The method of claim 4, wherein the interpolating calculation is performed to obtain the desired duty cycle according to the real-time expected value, the first rotational speed decreasing slope, the first duty cycle, the second rotational speed decreasing slope, and the second duty cycle, and the calculation formula is as follows:
Where PWM esp is a desired duty cycle, K esp is a real-time desired value of a rotational speed falling slope corresponding to the real-time speed difference, K 1 is the first rotational speed falling slope, K 2 is a second rotational speed falling slope, PWM 1 is a first duty cycle, and PWM 2 is a second duty cycle.
6. The method according to claim 2, characterized in that, at the time of the acquisition of the initial speed difference between the gear speed of the intermediate shaft and the joint sleeve speed at the brake valve brake enabling moment, and based on the initial speed difference, an initial desired value of the speed decrease slope of the intermediate shaft is determined, after which:
And if the difference value between the initial expected value and the preset threshold value is smaller than or equal to the first initial value, controlling the brake valve to stop braking the intermediate shaft.
7. The method according to claim 2, characterized in that: the initial braking duty cycle is 100%.
8. The method of claim 1, wherein if not, controlling the brake valve to stop braking the intermediate shaft, and then: and periodically clearing the corresponding relation between the duty ratio and the rotation speed descending slope stored in the braking process of the brake valve.
9. An AMT gearbox intermediate shaft brake control device, comprising:
The storage module is used for storing an initial value in the corresponding relation between the duty ratio of the brake valve and the rotation speed descending slope of the intermediate shaft;
the acquisition module is used for acquiring the real-time speed difference between the rotating speed of the gear and the rotating speed of the joint sleeve in the braking process of the brake valve;
the judging module is used for judging whether the real-time speed difference exceeds a preset speed difference range;
The calculation module is used for determining a real-time expected value of a rotation speed descending slope corresponding to the real-time speed difference according to the real-time speed difference if the real-time speed difference exceeds a preset speed difference range, and determining an expected duty ratio according to the real-time expected value and a stored value in a corresponding relation between the duty ratio and the rotation speed descending slope;
the control module is used for controlling the brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of the rotating speed falling slope under the expected duty ratio, storing the actual value into a corresponding relation between the duty ratio and the rotating speed falling slope, and returning to the step of acquiring the real-time speed difference between the rotating speed of the gear and the rotating speed of the joint sleeve in the braking process of the brake valve;
and the control module is also used for controlling the brake valve to stop braking the intermediate shaft if the real-time speed difference does not exceed the preset speed difference range.
10. A controller, comprising: at least one processor and memory;
the memory stores computer-executable instructions;
the at least one processor executing computer-executable instructions stored in the memory causes the at least one processor to perform the AMT gearbox jackshaft brake control method as recited in any one of claims 1 to 8.
11. A computer-readable storage medium, wherein one computer-executable instruction is stored in the computer-readable storage medium, and when the processor executes the computer-executable instruction, the AMT gearbox countershaft brake control method according to any one of claims 1 to 8 is implemented.
12. A computer program product comprising a computer program which, when executed by a processor, implements the AMT gearbox countershaft brake control method according to any one of claims 1 to 8.
CN202210688891.9A 2022-06-17 2022-06-17 AMT gearbox intermediate shaft braking control method, device and controller Active CN115013520B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210688891.9A CN115013520B (en) 2022-06-17 2022-06-17 AMT gearbox intermediate shaft braking control method, device and controller

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210688891.9A CN115013520B (en) 2022-06-17 2022-06-17 AMT gearbox intermediate shaft braking control method, device and controller

Publications (2)

Publication Number Publication Date
CN115013520A CN115013520A (en) 2022-09-06
CN115013520B true CN115013520B (en) 2024-05-17

Family

ID=83074599

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210688891.9A Active CN115013520B (en) 2022-06-17 2022-06-17 AMT gearbox intermediate shaft braking control method, device and controller

Country Status (1)

Country Link
CN (1) CN115013520B (en)

Citations (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4984483A (en) * 1987-04-15 1991-01-15 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Control system for an automatic transmission of a motor vehicle
CN1081149A (en) * 1992-07-06 1994-01-26 易通公司 Shift control method and shifting control system
US6123182A (en) * 1998-10-02 2000-09-26 Tecumseh Products Company Self-adjustable brake
JP2001140999A (en) * 1999-11-09 2001-05-22 Hyundai Motor Co Ltd Power train for automatic transmission
JP2001280460A (en) * 2000-03-28 2001-10-10 Isuzu Motors Ltd Automatic transmission for vehicle
EP1152172A2 (en) * 2000-05-02 2001-11-07 Eaton Corporation Automated transmission upshift control
JP2004050891A (en) * 2002-07-17 2004-02-19 Isuzu Motors Ltd Shift control device and method
JP2008169867A (en) * 2007-01-09 2008-07-24 Toyota Motor Corp Shift controller
CN101566204A (en) * 2009-05-11 2009-10-28 湘潭大学 Intermediate shaft brake of reversing valve pump control type automatic transmission
CN102102756A (en) * 2011-03-21 2011-06-22 重庆长安汽车股份有限公司 Method for controlling AT (automatic transmission) difference value gear shifting process
CN102352898A (en) * 2011-07-11 2012-02-15 一汽解放青岛汽车有限公司 Pneumatic-type intermediate-shaft braking system and braking method
WO2013139419A1 (en) * 2012-03-21 2013-09-26 Daimler Ag Motor vehicle drive train device comprising a multi-group transmission
CN203335822U (en) * 2013-05-25 2013-12-11 潍柴动力股份有限公司 Electric control pneumatic four-shifting-fork-shaft AMT assembly
JP2017003083A (en) * 2015-06-15 2017-01-05 いすゞ自動車株式会社 Control device of transmission
CN106438779A (en) * 2016-09-22 2017-02-22 中国第汽车股份有限公司 Self-adaptive control method for synchronizer-free transmission intermediate shaft brake of commercial vehicle
CN110143194A (en) * 2019-05-30 2019-08-20 威伯科汽车控制系统（中国）有限公司 A kind of gearbox brake control method and commerial vehicle
CN110985655A (en) * 2019-12-05 2020-04-10 一汽解放汽车有限公司 Control method and device of intermediate shaft brake, vehicle and storage medium
CN111059278A (en) * 2019-12-30 2020-04-24 潍柴动力股份有限公司 Gearbox gear shifting control method, device, equipment and storage medium
CN111120642A (en) * 2020-01-10 2020-05-08 一汽解放汽车有限公司 AMT intermediate shaft brake pneumatic control method based on double PWM valves
CN111895082A (en) * 2020-07-31 2020-11-06 一汽解放汽车有限公司 AMT (automated mechanical transmission) gear-up control method
CN112145668A (en) * 2020-09-21 2020-12-29 东风商用车有限公司 Method for synchronously controlling rotating speed of commercial vehicle AMT during gear shifting
CN112610687A (en) * 2020-12-30 2021-04-06 潍柴动力股份有限公司 Vehicle gear shifting method, device, equipment and storage medium
US11009123B1 (en) * 2020-02-10 2021-05-18 Hyundai Motor Company Method and system of learning pressure applied to countershaft brake
CN113819234A (en) * 2021-08-18 2021-12-21 潍柴动力股份有限公司 Gear shifting auxiliary control method and vehicle
CN114165584A (en) * 2021-11-05 2022-03-11 潍柴动力股份有限公司 AMT gearbox, gear shifting control method and device of AMT gearbox and medium
CN114382878A (en) * 2022-01-24 2022-04-22 一汽解放汽车有限公司 Transmission intermediate shaft brake control method, storage medium and vehicle
CN114412986A (en) * 2021-12-28 2022-04-29 潍柴动力股份有限公司 AMT gearbox intermediate shaft brake intelligent control method, control device and vehicle

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003021199A (en) * 2001-07-06 2003-01-24 Isuzu Motors Ltd Rotation synchronizing mechanism for automatic clutch type transmission
SE0300289L (en) * 2003-02-04 2004-07-27 Volvo Lastvagnar Ab Axle brake for stepped motor vehicle gearbox, a first brake element being integrated with and forming part of the axle
DE10305254A1 (en) * 2003-02-08 2004-08-19 Zf Friedrichshafen Ag Method for controlling and regulating a transmission brake of an automatic transmission designed as a countershaft transmission
DE10330517A1 (en) * 2003-07-05 2005-03-03 Zf Friedrichshafen Ag Method for controlling and regulating a transmission brake in a motor vehicle automatic transmission

Patent Citations (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4984483A (en) * 1987-04-15 1991-01-15 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Control system for an automatic transmission of a motor vehicle
CN1081149A (en) * 1992-07-06 1994-01-26 易通公司 Shift control method and shifting control system
US6123182A (en) * 1998-10-02 2000-09-26 Tecumseh Products Company Self-adjustable brake
JP2001140999A (en) * 1999-11-09 2001-05-22 Hyundai Motor Co Ltd Power train for automatic transmission
JP2001280460A (en) * 2000-03-28 2001-10-10 Isuzu Motors Ltd Automatic transmission for vehicle
EP1152172A2 (en) * 2000-05-02 2001-11-07 Eaton Corporation Automated transmission upshift control
JP2004050891A (en) * 2002-07-17 2004-02-19 Isuzu Motors Ltd Shift control device and method
JP2008169867A (en) * 2007-01-09 2008-07-24 Toyota Motor Corp Shift controller
CN101566204A (en) * 2009-05-11 2009-10-28 湘潭大学 Intermediate shaft brake of reversing valve pump control type automatic transmission
CN102102756A (en) * 2011-03-21 2011-06-22 重庆长安汽车股份有限公司 Method for controlling AT (automatic transmission) difference value gear shifting process
CN102352898A (en) * 2011-07-11 2012-02-15 一汽解放青岛汽车有限公司 Pneumatic-type intermediate-shaft braking system and braking method
WO2013139419A1 (en) * 2012-03-21 2013-09-26 Daimler Ag Motor vehicle drive train device comprising a multi-group transmission
CN203335822U (en) * 2013-05-25 2013-12-11 潍柴动力股份有限公司 Electric control pneumatic four-shifting-fork-shaft AMT assembly
JP2017003083A (en) * 2015-06-15 2017-01-05 いすゞ自動車株式会社 Control device of transmission
CN106438779A (en) * 2016-09-22 2017-02-22 中国第汽车股份有限公司 Self-adaptive control method for synchronizer-free transmission intermediate shaft brake of commercial vehicle
CN110143194A (en) * 2019-05-30 2019-08-20 威伯科汽车控制系统（中国）有限公司 A kind of gearbox brake control method and commerial vehicle
CN110985655A (en) * 2019-12-05 2020-04-10 一汽解放汽车有限公司 Control method and device of intermediate shaft brake, vehicle and storage medium
CN111059278A (en) * 2019-12-30 2020-04-24 潍柴动力股份有限公司 Gearbox gear shifting control method, device, equipment and storage medium
CN111120642A (en) * 2020-01-10 2020-05-08 一汽解放汽车有限公司 AMT intermediate shaft brake pneumatic control method based on double PWM valves
US11009123B1 (en) * 2020-02-10 2021-05-18 Hyundai Motor Company Method and system of learning pressure applied to countershaft brake
CN111895082A (en) * 2020-07-31 2020-11-06 一汽解放汽车有限公司 AMT (automated mechanical transmission) gear-up control method
CN112145668A (en) * 2020-09-21 2020-12-29 东风商用车有限公司 Method for synchronously controlling rotating speed of commercial vehicle AMT during gear shifting
CN112610687A (en) * 2020-12-30 2021-04-06 潍柴动力股份有限公司 Vehicle gear shifting method, device, equipment and storage medium
CN113819234A (en) * 2021-08-18 2021-12-21 潍柴动力股份有限公司 Gear shifting auxiliary control method and vehicle
CN114165584A (en) * 2021-11-05 2022-03-11 潍柴动力股份有限公司 AMT gearbox, gear shifting control method and device of AMT gearbox and medium
CN114412986A (en) * 2021-12-28 2022-04-29 潍柴动力股份有限公司 AMT gearbox intermediate shaft brake intelligent control method, control device and vehicle
CN114382878A (en) * 2022-01-24 2022-04-22 一汽解放汽车有限公司 Transmission intermediate shaft brake control method, storage medium and vehicle

Non-Patent Citations (5)

* Cited by examiner, † Cited by third party
Title
双离合式自动变速器换挡控制方法的研究;夏伟强;蔡锦波;任华林;滕伯印;;科技通报;20120515(第05期);全文 *
商用车AMT中间轴制动器性能试验;范珊珊;宁立群;崔伟;杨子轩;;汽车实用技术(第08期);全文 *
基于中间轴制动器AMT换挡品质控制;贾奉桥;刘海鸥;沈文臣;卢尚钰;;液压与气动(第10期);全文 *
液力机械自动变速器换挡品质控制方法;王娟;陈慧岩;陶刚;龚鹏;;农业机械学报(第02期);全文 *
重型车辆AMT换挡过程控制方法研究;王洪亮;刘海鸥;关超华;陈慧岩;;汽车工程;20090625(第06期);全文 *

Also Published As

Publication number Publication date
CN115013520A (en) 2022-09-06

Similar Documents

Publication Publication Date Title
CN111059278B (en) Gearbox gear shifting control method, device, equipment and storage medium
CN110594404B (en) Vehicle gear shifting control method and device, vehicle and storage medium
DE102006037389A1 (en) Assessment of clutch energy dissipation on starting off, using a manual gearbox, takes the selected gear reduction for an assessment correction to prevent overheating
CN115013520B (en) AMT gearbox intermediate shaft braking control method, device and controller
CN112524239B (en) Control method and system of clutch
CN112610688A (en) Vehicle gear shifting control method and device and automatic gearbox control unit
CN110594406B (en) Method and device for adjusting locked rotor of gear shifting motor
DE102007051160B4 (en) Method and device for detecting an impermissibly high engine power
CN114738398A (en) Self-learning method, device and equipment for clutch of hybrid electric vehicle
CN109695712B (en) Lockup control method and lockup control device for lockup clutch
CN114857257A (en) Neutral position self-learning method and device, computer equipment and storage medium
CN113586265A (en) Engine speed regulation rate adjusting method and device and storage medium
CN114704636B (en) Vehicle gear self-learning self-correction method, electronic device and storage medium
US20230417296A1 (en) Clutch control method and apparatus, storage medium, and program product
CN116292871A (en) Gear shifting control method, device, equipment and storage medium
CN111089166B (en) Self-learning method and device for hydraulic torque converter, electronic equipment and storage medium
CN112709812B (en) Clutch control self-learning method of gearbox, controller, gearbox and vehicle
CN116006677A (en) Hydraulic torque converter oil pressure self-adaptive control method and device in automatic transmission gear shifting process
CN111102302A (en) Control method and device of synchronizer
CN115163815B (en) Control method and related device for rotating speed of input shaft of gearbox
CN109424739B (en) Pressure self-adaptive adjusting method and device for double-clutch transmission
DE102008004305A1 (en) Energy amount estimating method for motor vehicle, involves detecting actual gear transmission ratio of transmission, and selecting amount of energy related to gear transmission ratio based on detection of actual gear transmission ratio
CN111963678A (en) Method and device for determining shifting fork synchronization point
CN114576282B (en) Clutch oil pressure control method and device, electronic equipment, medium and tractor
CN114704637B (en) Control method and device of AMT gearbox, storage medium and electronic equipment

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant