CN109307063B - Electromagnetic valve control method and device - Google Patents
Electromagnetic valve control method and device Download PDFInfo
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- CN109307063B CN109307063B CN201810945273.1A CN201810945273A CN109307063B CN 109307063 B CN109307063 B CN 109307063B CN 201810945273 A CN201810945273 A CN 201810945273A CN 109307063 B CN109307063 B CN 109307063B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
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Abstract
The invention provides a method and a device for controlling an electromagnetic valve, which relate to the technical field of automobile control, wherein the method for controlling the electromagnetic valve comprises the following steps: firstly, a controller acquires a first duty ratio signal and a second duty ratio signal in real time, and it needs to be explained that the first duty ratio signal is a duty ratio value corresponding to a non-P gear, the duty ratio signal acquired by the controller from a P-gear switch position sensor in real time is a second duty ratio signal, secondly, the controller judges whether a difference value between the first duty ratio signal and the second duty ratio signal is larger than a preset threshold value, and then, the judgment is yes, namely, when the vehicle is abnormally switched to the P gear, the controller generates a non-P-gear locking pin signal, and sends the non-P-gear locking pin signal to a locking solenoid valve so that the locking solenoid valve locks the current gear of the vehicle at the non-P gear.
Description
Technical Field
The invention relates to the technical field of automobile control, in particular to a method and a device for controlling an electromagnetic valve.
Background
With the development of economy and the improvement of living standard of people, the automobile industry is developed vigorously, and more private cars appear in the lives of people. The problem of safe driving of vehicles also becomes a focus of attention.
In recent years, vehicles with automatic transmission have been increasingly favored. Compared with a manual gear vehicle, the automatic gear vehicle generally adopts an automatic transmission to adjust the vehicle speed, and a control system of the automatic transmission automatically selects a proper gear according to the rotating speed and the load of an engine during driving, so that the subjective judgment opportunity and the gear shifting operation of people are replaced. Although the automatic transmission vehicle frees up manpower consumption to a certain extent, the switching between gears still has many problems in the driving process of the automatic transmission vehicle, and the driving safety of the vehicle cannot be fundamentally guaranteed.
In summary, no effective solution exists for the problem of the inability to ensure driving safety during gear shifting in automatic transmission vehicles.
Disclosure of Invention
In view of this, an object of the embodiments of the present invention is to provide a method and an apparatus for controlling a solenoid valve, which compare a difference between a first duty signal and a second duty signal with a preset threshold, so as to effectively prevent illegal switching from a non-P range to a P range.
In a first aspect, an embodiment of the present invention provides a solenoid valve control method, including:
the controller acquires a first duty ratio signal and a second duty ratio signal in real time, wherein the first duty ratio signal is a duty ratio value corresponding to a non-P gear, and the duty ratio signal acquired by the controller from a P-gear switch position sensor in real time is the second duty ratio signal;
the controller judges whether the difference value between the first duty ratio signal and the second duty ratio signal is larger than a preset threshold value or not;
and if so, the controller generates a non-P gear lock pin signal and sends the non-P gear lock pin signal to a locking electromagnetic valve, so that the locking electromagnetic valve locks the current gear of the vehicle in the non-P gear.
With reference to the first aspect, an embodiment of the present invention provides a first possible implementation manner of the first aspect, where the method further includes:
when the electronic gear shifter sends a non-P gear command gear signal, the controller sends a first switching signal to the first switching solenoid valve;
the first switching solenoid valve switches a current gear of a vehicle from the P gear to the non-P gear under the control of the first switching signal.
With reference to the first possible implementation manner of the first aspect, an embodiment of the present invention provides a second possible implementation manner of the first aspect, where the method further includes:
when the electronic gear shifter sends a P gear command gear signal, the controller judges that the current gear of the vehicle is switched from a non-P gear back to a P gear, wherein the second preset value is smaller than the first preset value;
the controller sends a second switching signal to a second switching electromagnetic valve;
the second switching solenoid valve switches the current gear of the vehicle from the non-P gear to the P gear under the control of the second switching signal.
With reference to the second possible implementation manner of the first aspect, an embodiment of the present invention provides a third possible implementation manner of the first aspect, where the method further includes:
when the first switching solenoid valve is monitored to be in fault, the controller sends a first normally open signal to the first switching solenoid valve so that the first switching solenoid valve is in a normally open state;
the controller sends a non-P gear locking pin signal to the locking electromagnetic valve;
and the locking solenoid valve locks the current gear of the vehicle in the non-P gear.
With reference to the second possible implementation manner of the first aspect, an embodiment of the present invention provides a fourth possible implementation manner of the first aspect, where the method further includes:
when the second switching electromagnetic valve is monitored to have a fault, the controller sends a second normally open signal to the second switching electromagnetic valve so as to enable the second switching electromagnetic valve to be in a normally open state;
the controller sends a non-P gear locking pin signal to the locking electromagnetic valve;
and the locking solenoid valve locks the current gear of the vehicle in the non-P gear.
With reference to the first aspect, an embodiment of the present invention provides a fifth possible implementation manner of the first aspect, wherein the capture solenoid valve is closed when the capture solenoid valve fails.
In a second aspect, an embodiment of the present invention provides a solenoid valve control apparatus, including:
the duty ratio acquisition module is used for acquiring a first duty ratio signal and a second duty ratio signal in real time by the controller, wherein the first duty ratio signal is a duty ratio value corresponding to a non-P gear, and the duty ratio signal acquired by the controller from the P-gear switch position sensor in real time is the second duty ratio signal;
the judging module is used for judging whether the difference value between the first duty ratio signal and the second duty ratio signal is larger than a preset threshold value or not by the controller;
and the locking module is used for generating a non-P gear locking pin signal by the controller and sending the non-P gear locking pin signal to the locking electromagnetic valve so that the locking electromagnetic valve locks the current gear of the vehicle in the non-P gear.
In a third aspect, an embodiment of the present invention further provides a terminal, including a memory and a processor, where the memory is used to store a program for supporting the processor to execute the solenoid valve control method provided in the above aspect, and the processor is configured to execute the program stored in the memory.
In a fourth aspect, the present invention further provides a computer-readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to perform the steps of any one of the methods described above.
The embodiment of the invention provides a method and a device for controlling an electromagnetic valve, wherein the method for controlling the electromagnetic valve comprises the following steps: firstly, the controller acquires a first duty ratio signal and a second duty ratio signal in real time, wherein the first duty ratio signal is a duty ratio value corresponding to a non-P gear, the duty ratio signal acquired by the controller from a P-gear switch position sensor in real time is a second duty ratio signal, then the controller judges whether a difference value between the first duty ratio signal and the second duty ratio signal is greater than a preset threshold value, the preset threshold value is a critical value for judging that a vehicle abnormally moves from the non-P gear to the P gear, and then the judgment is yes, namely the difference value between the first duty ratio signal and the second duty ratio signal exceeds the critical value, when the current gear of the vehicle is in risk of being switched from the non-P gear to the P gear, the controller generates a non-P-gear locking signal and sends the non-P-gear locking signal to a locking solenoid valve so that the locking solenoid valve locks the current gear of the vehicle at the non-P gear, therefore, dangerous behaviors that the vehicle is abnormally switched from the non-P gear to the P gear are effectively prevented, the current gear of the vehicle is continuously stopped at the non-P gear, and the running safety of the vehicle is further guaranteed.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 illustrates a first flowchart of a solenoid valve control method provided by an embodiment of the present invention;
FIG. 2 is a second flowchart illustrating a solenoid valve control method provided by the present invention;
FIG. 3 is a third flowchart illustrating a solenoid valve control method provided by the embodiment of the present invention;
fig. 4 is a structural connection diagram of a solenoid valve control device according to an embodiment of the present invention.
Icon: 1-duty cycle acquisition module; 2-a judging module; and 3, locking the module.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
The gear is required to be continuously switched during the running process of the vehicle to change the running speed of the vehicle. At present, automatic transmission is generally adopted for a vehicle with automatic gear to adjust the vehicle speed, namely, a control system of the automatic transmission automatically selects a proper gear according to the rotating speed and the load of an engine, although the vehicle with automatic gear relieves the manpower consumption to a certain extent, during the driving process of the vehicle with automatic gear, a plurality of problems still exist in the switching between the gears, for example, the non-P gear is forcibly switched to the P gear under the abnormal condition, and the driving safety of the vehicle cannot be guaranteed under the condition.
Based on this, the embodiment of the invention provides a method and a device for controlling an electromagnetic valve, which are described below through embodiments.
Example 1
Referring to fig. 1, 2 and 3, the method for controlling an electromagnetic valve according to the present embodiment specifically includes the following steps:
step S101: the controller acquires a first duty ratio signal and a second duty ratio signal in real time, wherein the first duty ratio signal is a duty ratio value corresponding to a non-P gear, and the duty ratio signal acquired by the controller from the P-gear switch position sensor in real time is the second duty ratio signal.
Normally, the default initial gear of the vehicle is P gear, i.e. normally, the duty ratio is equal to about 10% in the initial state. In the event of a fault, the initial state duty cycle may be equal to any value between 0% and 100%. After the vehicle starts, if the driver switches the shift lever to non-P, the transmission control unit controls the first switching solenoid valve, so that the relevant hydraulic oil circuit establishes oil pressure to push the P-gear switch shaft to the non-P position, and the duty ratio is gradually increased in the process of the movement. If the driver does not operate the gear lever, the position will always be at P and the duty cycle will always be equal to about 10%. The duty ratio signal is obtained by acquiring the position of a P gear switch shaft relative to the gearbox in real time through a P gear position sensor arranged on the gearbox. The actual speed value of the gearbox can be known through the value of the duty ratio signal. The first duty ratio signal is a duty ratio value corresponding to a non-P gear, and the duty ratio signal acquired by the controller from the P gear switch position sensor in real time is a second duty ratio signal.
Step S102: the controller determines whether a difference between the first duty cycle signal and the second duty cycle signal is greater than a preset threshold.
If the difference value between the first duty ratio signal and the second duty ratio signal is smaller than or equal to the preset threshold value, the current gear of the vehicle can be safely switched from the non-P gear to the P gear; if the difference value between the first duty ratio signal and the second duty ratio signal is larger than the preset threshold value, a great potential safety hazard exists when the current gear of the vehicle is switched from a non-P gear to a P gear, and even vehicle faults can be caused when the current gear is serious.
The preset threshold is a threshold value for determining that the vehicle has abnormally moved from the non-P range to the P range, and is usually 3%.
The first duty signal is obtained by learning a duty signal (typically, about 65%) of a non-P position, and the result of the learning is stored in a preset variable.
And comparing whether the difference value between the first duty ratio signal and the second duty ratio signal is greater than the preset threshold value, and when the comparison result is greater than the preset threshold value, driving the locking solenoid valve to lock the P gear switch shaft if the risk of abnormal P gear entering exists at present, so that the abnormal P gear entering is avoided.
Step S103: if the judgment result is yes, the controller generates a non-P gear locking pin signal and sends the non-P gear locking pin signal to the locking solenoid valve, so that the locking solenoid valve locks the current gear of the vehicle in the non-P gear.
The latching solenoid valve is part of the transmission control unit. Namely, when the controller judges that the difference value between the first duty ratio signal and the second duty ratio signal is larger than the preset threshold value, the controller prevents the current gear from being switched from the non-P gear to the P gear.
In addition, it should be noted that when the lock solenoid valve receives a non-P-gear lock pin signal, the solenoid valve is driven, otherwise, the solenoid valve is closed, so that the flow direction and pressure of the hydraulic pressure of the lock solenoid valve are effectively ensured, and further the non-P-gear locking is realized.
In addition, the process that the current gear of the vehicle is normally switched from the P gear to the non-P gear is realized as follows, namely, the electromagnetic valve control method further comprises the following steps:
step S201: when the second duty ratio signal is monitored to be larger than the first preset value, the controller sends a first switching signal to the first switching solenoid valve. It should be noted that the first preset value is a maximum duty ratio value at which the current gear of the vehicle is kept in the P gear, and generally, the first preset value is 55%. The first switching solenoid valve is part of a transmission control unit.
Step S202: in this way, the first switching solenoid valve switches the current gear of the vehicle from the P gear to the non-P gear under the control of the first switching signal, i.e., the flow direction of the transmission hydraulic pressure is changed by the switching of the first switching solenoid valve.
In addition, the process that the current gear of the vehicle is normally switched from the non-P gear to the P gear is realized as follows, namely, the electromagnetic valve control method further comprises the following steps:
step S301: when the second duty ratio signal is monitored to be smaller than a second preset value, the controller determines that the current gear of the vehicle is switched from the non-P gear to the P gear, where it should be noted that the second preset value is smaller than the first preset value, and generally, the value of the second preset value is 45%.
Step S302: thereafter, the controller sends a second switching signal to the second switching solenoid valve. The second switching solenoid valve also forms part of the transmission control unit.
Step S303: in this way, the second switching solenoid valve switches the current gear of the vehicle from the non-P gear to the P gear under the control of the second switching signal, i.e., the flow direction of the transmission hydraulic pressure is changed by the switching of the second switching solenoid valve.
In order to effectively ensure the driving safety of the vehicle when the first switching solenoid valve in the vehicle fails, the solenoid valve control method further includes:
(1) when monitoring that the first switching solenoid valve breaks down, the controller sends a first normally open signal to the first switching solenoid valve to make the first switching solenoid valve be in a normally open state, and the function of the first switching solenoid valve can be invalidated by forcibly setting the first switching solenoid valve in the normally open state.
(2) And then, the controller sends a non-P gear lock pin signal to the locking electromagnetic valve so as to forcibly control the current gear of the vehicle.
(3) Therefore, the current gear of the vehicle is locked at the non-P gear by the position locking electromagnetic valve, and the influence of the failure of the first switching electromagnetic valve on the current gear of the vehicle is avoided.
Further, in order to effectively secure the travel safety solenoid valve control method of the vehicle when the second switching solenoid valve in the vehicle malfunctions, the method further includes:
(1) when monitoring that the second switching electromagnetic valve breaks down, the controller sends a second normally open signal to the second switching electromagnetic valve so as to enable the second switching electromagnetic valve to be in a normally open state, and the function of the second switching electromagnetic valve can be invalidated by forcibly setting the second switching electromagnetic valve in the normally open state.
(2) And then, the controller sends a non-P gear lock pin signal to the locking electromagnetic valve so as to forcibly control the current gear of the vehicle.
(3) The current gear of the vehicle is locked at the non-P gear by the position locking electromagnetic valve, so that the influence of the second switching electromagnetic valve on the current gear of the vehicle due to the fault is avoided.
In summary, the electromagnetic valve control method provided by this embodiment includes: firstly, the controller acquires a first duty ratio signal and a second duty ratio signal in real time, the first duty ratio signal is a duty ratio value corresponding to a non-P gear, the duty ratio signal acquired by the controller from a P-gear switch position sensor in real time is a second duty ratio signal, secondly, the controller judges whether the difference value between the first duty ratio signal and the second duty ratio signal is larger than a preset threshold value, wherein the preset threshold value is a critical value for judging that the vehicle abnormally moves from the non-P gear to the P gear, and then, the controller generates a non-P gear locking signal when the current gear of the vehicle is in risk of being switched from the non-P gear to the P gear, and sends the non-P gear locking signal to the locking solenoid valve so that the locking solenoid valve locks the current gear of the vehicle at the non-P gear, the dangerous behavior that the vehicle is abnormally switched from the non-P gear to the P gear is effectively prevented through the processing process, so that the current gear of the vehicle is guaranteed to stay in the non-P gear, and the running safety of the vehicle is further guaranteed.
Example 2
Referring to fig. 4, the present embodiment provides a solenoid valve control device including:
the duty ratio acquisition module 1 is used for acquiring a first duty ratio signal and a second duty ratio signal in real time by a controller, wherein the first duty ratio signal is a duty ratio value corresponding to a non-P gear, and the duty ratio signal acquired by the controller from a P-gear switch position sensor in real time is the second duty ratio signal;
the judging module 2 is used for judging whether the difference value between the first duty ratio signal and the second duty ratio signal is greater than a preset threshold value or not by the controller;
and the locking module 3 is used for judging that the current gear of the vehicle is locked in the non-P gear by the locking electromagnetic valve, wherein the controller generates a non-P gear locking pin signal and sends the non-P gear locking pin signal to the locking electromagnetic valve.
The solenoid valve control device provided by the embodiment of the invention has the same technical characteristics as the solenoid valve control method provided by the embodiment, so that the same technical problems can be solved, and the same technical effects can be achieved.
An embodiment of the present invention further provides a terminal, including a memory and a processor, where the memory is used to store a program that supports the processor to execute the method of the above embodiment, and the processor is configured to execute the program stored in the memory.
An embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to perform the steps of any one of the above methods.
It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other. The implementation principle and the generated technical effect of the electromagnetic valve control method and the device provided by the embodiment of the invention are the same as those of the method embodiment, and for brief description, the corresponding content in the method embodiment can be referred to where the device embodiment is not mentioned.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method can be implemented in other ways. The apparatus embodiments described above are merely illustrative, and for example, the flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
In addition, each functional module or unit in each embodiment of the present invention may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.
The functions, if implemented in the form of software functional modules and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions or without necessarily implying any relative importance. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (7)
1. A solenoid valve control method, comprising:
the controller acquires a first duty ratio signal and a second duty ratio signal in real time, wherein the first duty ratio signal is a duty ratio value corresponding to a non-P gear, and the duty ratio signal acquired by the controller from a P-gear switch position sensor in real time is the second duty ratio signal;
the controller judges whether the difference value between the first duty ratio signal and the second duty ratio signal is larger than a preset threshold value or not;
if so, the controller generates a non-P gear locking pin signal and sends the non-P gear locking pin signal to a locking electromagnetic valve so that the locking electromagnetic valve locks the current gear of the vehicle in the non-P gear;
the method further comprises the following steps: when the electronic gear shifter sends a non-P gear command gear signal and the second duty ratio signal is monitored to be larger than a first preset value, the controller sends a first switching signal to a first switching solenoid valve; the first switching solenoid valve switches the current gear of the vehicle from the P gear to the non-P gear under the control of the first switching signal;
the method further comprises the following steps: when the electronic gear shifter sends a gear signal of a P gear command and monitors that the second duty ratio signal is smaller than a second preset value, the controller judges that the current gear of the vehicle is switched from a non-P gear to a P gear, wherein the second preset value is smaller than the first preset value; the controller sends a second switching signal to a second switching electromagnetic valve; the second switching solenoid valve switches the current gear of the vehicle from the non-P gear to the P gear under the control of the second switching signal.
2. The solenoid valve control method according to claim 1, characterized by further comprising:
when the first switching solenoid valve is monitored to be in fault, the controller sends a first normally open signal to the first switching solenoid valve so that the first switching solenoid valve is in a normally open state;
the controller sends a non-P gear locking pin signal to the locking electromagnetic valve;
and the locking solenoid valve locks the current gear of the vehicle in the non-P gear.
3. The solenoid valve control method according to claim 1, characterized by further comprising:
when the second switching electromagnetic valve is monitored to have a fault, the controller sends a second normally open signal to the second switching electromagnetic valve so as to enable the second switching electromagnetic valve to be in a normally open state;
the controller sends a non-P gear locking pin signal to the locking electromagnetic valve;
and the locking solenoid valve locks the current gear of the vehicle in the non-P gear.
4. The solenoid valve control method according to claim 1, characterized in that the catch solenoid valve is closed when the catch solenoid valve fails.
5. A solenoid valve control device, characterized by comprising:
the duty ratio acquisition module is used for acquiring a first duty ratio signal and a second duty ratio signal in real time by the controller, wherein the first duty ratio signal is a duty ratio value corresponding to a non-P gear, and the duty ratio signal acquired by the controller from the P-gear switch position sensor in real time is the second duty ratio signal;
the judging module is used for judging whether the difference value between the first duty ratio signal and the second duty ratio signal is larger than a preset threshold value or not by the controller;
the locking module is used for generating a non-P gear locking pin signal by the controller and sending the non-P gear locking pin signal to the locking electromagnetic valve so that the locking electromagnetic valve locks the current gear of the vehicle in the non-P gear if the controller judges that the current gear is the non-P gear;
the device is also used for sending a first switching signal to the first switching solenoid valve by the controller when the electronic gear shifter sends a non-P gear command gear signal and the second duty ratio signal is monitored to be greater than a first preset value; the first switching solenoid valve switches the current gear of the vehicle from the P gear to the non-P gear under the control of the first switching signal;
the device is also used for judging that the current gear of the vehicle is switched back to the P gear from the non-P gear when the electronic gear shifter sends a P gear command gear signal and the second duty ratio signal is monitored to be smaller than a second preset value, wherein the second preset value is smaller than the first preset value; the controller sends a second switching signal to a second switching electromagnetic valve; the second switching solenoid valve switches the current gear of the vehicle from the non-P gear to the P gear under the control of the second switching signal.
6. A terminal, comprising a memory for storing a program that enables the processor to perform the method of any of claims 1 to 4 and a processor configured to execute the program stored in the memory.
7. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the method of any one of claims 1 to 4.
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| CN201810945273.1A CN109307063B (en) | 2018-08-17 | 2018-08-17 | Electromagnetic valve control method and device |
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| CN201810945273.1A CN109307063B (en) | 2018-08-17 | 2018-08-17 | Electromagnetic valve control method and device |
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| CN104595474A (en) * | 2014-11-27 | 2015-05-06 | 潍坊盛瑞动力机械科技有限公司 | Self-learning gear control method and device for transmission control unit |
| CN106523698A (en) * | 2016-12-30 | 2017-03-22 | 盛瑞传动股份有限公司 | P-gear locking control device |
| CN107953869A (en) * | 2017-10-18 | 2018-04-24 | 宝沃汽车（中国）有限公司 | parking control method, device and vehicle |
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| US6205390B1 (en) * | 1999-04-01 | 2001-03-20 | Daimlerchrysler Corporation | Shift lever position logic |
| CN106763723B (en) * | 2017-01-18 | 2018-09-14 | 广州汽车集团股份有限公司 | Line traffic control selector gear self-learning method, system and line traffic control selector system |
| CN108082189B (en) * | 2017-11-17 | 2020-08-07 | 重庆长安汽车股份有限公司 | Gear shifting control method and vehicle control unit |
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| CN104595474A (en) * | 2014-11-27 | 2015-05-06 | 潍坊盛瑞动力机械科技有限公司 | Self-learning gear control method and device for transmission control unit |
| CN106523698A (en) * | 2016-12-30 | 2017-03-22 | 盛瑞传动股份有限公司 | P-gear locking control device |
| CN107953869A (en) * | 2017-10-18 | 2018-04-24 | 宝沃汽车（中国）有限公司 | parking control method, device and vehicle |
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