CN111120642B - AMT intermediate shaft brake pneumatic control method based on double PWM valves - Google Patents
AMT intermediate shaft brake pneumatic control method based on double PWM valves Download PDFInfo
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- CN111120642B CN111120642B CN202010026434.4A CN202010026434A CN111120642B CN 111120642 B CN111120642 B CN 111120642B CN 202010026434 A CN202010026434 A CN 202010026434A CN 111120642 B CN111120642 B CN 111120642B
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- intermediate shaft
- deceleration rate
- braking
- control
- target value
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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
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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
- F16H61/0059—Braking of gear output shaft using simultaneous engagement of friction devices applied for different gear ratios
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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
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
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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
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
- F16H2061/0411—Synchronisation before shifting by control of shaft brakes
Abstract
The invention relates to the field of transmission control, in particular to an AMT intermediate shaft brake pneumatic control method based on a double PWM valve, which comprises the following steps: determining a control target value of the intermediate shaft deceleration speed difference; determining a control target value of the intermediate shaft deceleration rate; determining a control tolerance value of the deceleration rate of the intermediate shaft; determining an action time value for primarily establishing braking capacity; starting a braking command, and entering a preliminary braking capacity establishing stage; entering an intermediate shaft braking capacity fine adjustment stage to perform intermediate shaft braking capacity fine adjustment; the braking capability of the intermediate shaft is released and controlled; judging whether the current intermediate shaft rotating speed is not higher than the intermediate shaft rotating speed control target value or not, if not, ending the intermediate shaft braking control process, and finishing the intermediate shaft braking; and if the current rotating speed of the intermediate shaft is higher than the target rotating speed control value of the intermediate shaft, carrying out a micro-control stage of reducing the rotating speed of the intermediate shaft until the braking of the intermediate shaft is finished. The invention can overcome the problems of over-braking and early brake release in the prior art.
Description
Technical Field
The invention relates to the technical field of transmission control, in particular to an AMT intermediate shaft brake pneumatic control method based on a double PWM valve.
Background
The sliding gear sleeve shifting mode is widely applied to an AMT (Automated Mechanical Transmission) Transmission. When the sliding gear sleeve shifts gears, the gears need to be shifted within a proper speed difference range, and when the shifting speed difference is not proper, the sliding gear sleeve shifts gears, so that the problems of large shifting impact, failed shifting, even damage to the sliding gear sleeve and the like can occur.
In the gear-up process of the AMT adopting the sliding gear sleeve gear-shifting mode, the rotating speed of the intermediate shaft is reduced, so that the sliding gear sleeve completes the gear-shifting action under a proper rotating speed difference. In order to shorten the gear shifting time and quickly complete the speed reduction of the intermediate shaft, an intermediate shaft brake which takes a wet friction plate as a braking element and a cylinder as an executing element is widely adopted in an AMT (automated mechanical transmission) adopting a sliding gear sleeve gear shifting mode, and the rotating speed of the intermediate shaft is quickly reduced to a target rotating speed through the braking action of the intermediate brake so as to meet the gear shifting requirement of the sliding gear sleeve.
Because pneumatic control has strong time lag and the friction characteristic of a wet friction plate is complex, when the intermediate shaft deceleration control is carried out, the problems of over braking and early brake release can occur. When the problem of over-braking occurs, in the shifting process of the sliding gear sleeve, the intermediate shaft is decelerated too fast, so that the shifting rotating speed difference is not proper, and the problems of failure in shifting or large shifting impact and the like occur; when the brake is released in advance, the deceleration time of the intermediate shaft is prolonged, so that the gear shifting time of the AMT is prolonged.
Disclosure of Invention
The invention aims to provide a pneumatic control method of an AMT intermediate shaft brake based on a double PWM valve, which can solve the problems of over-braking and early brake release in the prior art.
In order to achieve the purpose, the invention adopts the following technical scheme:
a pneumatic control method for an AMT intermediate shaft brake based on a double PWM valve comprises the following steps:
s1, determining a counter shaft deceleration difference control target value through the difference value between the initial counter shaft rotating speed and the counter shaft rotating speed control target value;
s2, determining an intermediate shaft deceleration rate control target value according to the intermediate shaft deceleration speed difference control target value and the transmission oil temperature;
s3, determining a control tolerance value of the deceleration rate of the intermediate shaft according to the oil temperature of the transmission;
s4, determining an action time value for primarily establishing braking capacity according to the oil temperature of the transmission and the control target value of the deceleration rate of the intermediate shaft;
s5, starting a braking command, and entering a preliminary braking capacity establishing stage;
s6, judging whether the preliminary braking capacity stage is finished, if so, performing S7, otherwise, performing S5;
s7, entering an intermediate shaft braking capacity fine adjustment stage, and performing intermediate shaft braking capacity fine adjustment according to the intermediate shaft deceleration rate, the intermediate shaft deceleration rate control target value and the intermediate shaft deceleration rate control tolerance value;
s8, if the difference between the current intermediate shaft speed and the intermediate shaft speed control target value is not higher than the intermediate shaft speed reduction value in the intermediate shaft brake release process corresponding to the current intermediate shaft speed reduction rate, stopping the control of the intermediate shaft brake, and then executing the step S9; otherwise, the intermediate shaft brake control is not stopped; return to step S7;
s9, the braking capability of the intermediate shaft is removed, the air inlet valve is completely closed, and the exhaust valve is completely opened;
s10, judging whether the braking capability of the intermediate shaft is released, and if the braking capability of the intermediate shaft is released, performing S11; otherwise, return to step S9;
s11, judging whether the current intermediate shaft rotating speed is not higher than the intermediate shaft rotating speed control target value or not, if not, ending the intermediate shaft braking control process, and finishing the intermediate shaft braking; and if the current rotating speed of the intermediate shaft is higher than the target rotating speed control value of the intermediate shaft, carrying out a micro-control stage of reducing the rotating speed of the intermediate shaft until the braking of the intermediate shaft is finished.
Optionally, in the step S5, in the preliminary braking capability establishing stage, the air intake valve is fully closed after the time for fully opening the air intake valve reaches the action time value for preliminarily establishing the braking capability; the exhaust valve is always in a fully closed state.
Optionally, in the step S6, when the intermediate axle deceleration rate is higher than the intermediate axle deceleration rate control target value or the change rate of the intermediate axle deceleration rate is not higher than 0, it is determined that the preliminary braking capability stage is ended.
Alternatively, in step S7, when the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value is not higher than the intermediate shaft deceleration rate control tolerance value, the intake valve is kept fully closed and the exhaust valve is fully closed.
Alternatively, in step S7, when the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value is greater than the intermediate shaft deceleration rate control tolerance value, the duty ratio of the exhaust valve is determined to control the exhaust valve, and the duty ratio of the intake valve is determined to control the intake valve, according to the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value and the transmission oil temperature.
Alternatively, in step S7, when the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value is smaller than the intermediate shaft deceleration rate control tolerance value, the exhaust valve and the intake valve are fully closed.
Alternatively, in step S11, the intermediate shaft deceleration micro-control is: and determining a deceleration rate control target value of the intermediate shaft deceleration micro-control and a deceleration rate control tolerance value of the intermediate shaft deceleration micro-control according to the transmission oil temperature and the current intermediate shaft deceleration rate, and then executing the steps S4-S7.
Optionally, fully closing the intake valve is: intake valve duty cycle is 0%, fully opening the intake valve is: the intake valve duty cycle is 100%.
Optionally, fully closing the exhaust valve is: the exhaust valve duty cycle is 0%, and fully opening the exhaust valve is: the duty cycle of the exhaust valve is 100%.
The invention has the advantages of
In the control process of the intermediate shaft brake, the invention is suitable for the intermediate shaft brake to establish the brake capability characteristic and remove the brake capability characteristic, compensates the lag of the establishment and the removal of the brake capability, prevents the occurrence of the over-braking problem, ensures the intermediate shaft rotating speed and the intermediate shaft deceleration rate required by the sliding gear sleeve gear shifting, ensures the gear shifting success rate and reduces the gear shifting impact.
In the control process of the intermediate shaft brake, the problem of long gear shifting time caused by the fact that the intermediate shaft brake releases braking in advance is solved through the intermediate shaft rotating speed micro-control function, and the gear shifting time is shortened on the premise that the gear shifting quality is guaranteed.
Drawings
FIG. 1 is a flow chart of an AMT intermediate shaft brake pneumatic control method based on a double PWM valve.
Detailed Description
The technical scheme of the invention is further explained by combining the attached drawings and the embodiment. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some but not all of the elements associated with the present invention are shown in the drawings.
In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
As shown in FIG. 1, the invention provides a pneumatic control method for an AMT intermediate shaft brake based on a double PWM valve, which comprises the following steps:
s1, determining a control target value of the intermediate shaft deceleration difference; alternatively, in step S1, an intermediate shaft deceleration difference control target value is determined by the difference between the starting intermediate shaft rotation speed and the intermediate shaft rotation speed control target value;
s2, determining an intermediate shaft deceleration rate control target value according to the intermediate shaft deceleration speed difference control target value and the transmission oil temperature;
s3, determining a control tolerance value of the deceleration rate of the intermediate shaft according to the oil temperature of the transmission;
s4, determining an action time value for primarily establishing braking capacity according to the oil temperature of the transmission and the control target value of the deceleration rate of the intermediate shaft;
s5, starting a braking command, and entering a preliminary braking capacity establishing stage; in the preliminary braking capacity building stage, the air inlet valve is completely closed after the time for completely opening the air inlet valve reaches the action time value for building the braking capacity preliminarily; the exhaust valve is always in a completely closed state;
s6, judging whether the preliminary braking capacity stage is finished, if so, performing S7, otherwise, performing S5; when the intermediate shaft deceleration rate is higher than the intermediate shaft deceleration rate control target value or the change rate of the intermediate shaft deceleration rate is not higher than 0, judging that the preliminary braking capacity stage is ended;
s7, entering an intermediate shaft braking capacity fine adjustment stage, and performing intermediate shaft braking capacity fine adjustment according to the intermediate shaft deceleration rate, the intermediate shaft deceleration rate control target value and the intermediate shaft deceleration rate control tolerance value; when the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value is not higher than the intermediate shaft deceleration rate control tolerance value, the air inlet valve and the exhaust valve are kept closed completely; when the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value is larger than the intermediate shaft deceleration rate control tolerance value, determining the duty ratio of the exhaust valve to control the exhaust valve and determining the duty ratio of the intake valve to control the intake valve according to the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value and the oil temperature of the transmission; when the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value is smaller than the intermediate shaft deceleration rate control tolerance value, completely closing the exhaust valve and the intake valve;
s8, if the difference between the current intermediate shaft rotating speed and the intermediate shaft rotating speed control target value is not higher than the intermediate shaft deceleration value in the intermediate shaft brake release process corresponding to the current intermediate shaft deceleration rate, stopping the intermediate shaft brake control, and then performing S9; otherwise, the intermediate shaft brake control is not stopped; return to step S7;
s9, the braking capability of the intermediate shaft is removed, the air inlet valve is completely closed, and the exhaust valve is completely opened;
s10, judging whether the braking capability of the intermediate shaft is removed, and if the braking capability of the intermediate shaft is removed, performing step S11; otherwise, return to step S9;
s11, judging whether the current intermediate shaft rotating speed is not higher than the intermediate shaft rotating speed control target value or not, if not, ending the intermediate shaft braking control process, and finishing the intermediate shaft braking; and if the current rotating speed of the intermediate shaft is higher than the target rotating speed control value of the intermediate shaft, performing a speed reduction micro-control stage of the intermediate shaft until the braking of the intermediate shaft is finished. Wherein, the intermediate shaft deceleration micro-control comprises the following steps: and determining a deceleration rate control target value of the intermediate shaft deceleration micro-control and a deceleration rate control tolerance value of the intermediate shaft deceleration micro-control according to the transmission oil temperature and the current intermediate shaft deceleration rate, and then executing the steps S4-S7.
In this embodiment, the fully closing of the intake valve is optionally: intake valve duty cycle is 0%, fully opening the intake valve is: intake valve duty cycle is 100%; fully closing the exhaust valve is: the exhaust valve duty cycle is 0%, and fully opening the exhaust valve is: the duty cycle of the exhaust valve is 100%.
In the control process of the intermediate shaft brake, the invention is suitable for the intermediate shaft brake to establish the brake capability characteristic and remove the brake capability characteristic, compensates the lag of the establishment and the removal of the brake capability, prevents the occurrence of the over-braking problem, ensures the intermediate shaft rotating speed and the intermediate shaft deceleration rate required by the sliding gear sleeve gear shifting, ensures the gear shifting success rate and reduces the gear shifting impact.
In the control process of the intermediate shaft brake, the problem of long gear shifting time caused by the fact that the intermediate shaft brake releases braking in advance is solved through the intermediate shaft rotating speed micro-control function, and the gear shifting time is shortened on the premise that the gear shifting quality is guaranteed.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (9)
1. A pneumatic control method for an AMT intermediate shaft brake based on a double PWM valve is characterized by comprising the following steps:
s1, determining a counter shaft deceleration difference control target value through the difference value between the initial counter shaft rotating speed and the counter shaft rotating speed control target value;
s2, determining an intermediate shaft deceleration rate control target value according to the intermediate shaft deceleration speed difference control target value and the transmission oil temperature;
s3, determining a control tolerance value of the deceleration rate of the intermediate shaft according to the oil temperature of the transmission;
s4, determining an action time value for primarily establishing braking capacity according to the oil temperature of the transmission and the control target value of the deceleration rate of the intermediate shaft;
s5, starting a braking command, and entering a preliminary braking capacity establishing stage;
s6, judging whether the preliminary braking capacity stage is finished, if so, performing S7, otherwise, performing S5;
s7, entering an intermediate shaft braking capacity fine adjustment stage, and performing intermediate shaft braking capacity fine adjustment according to the intermediate shaft deceleration rate, the intermediate shaft deceleration rate control target value and the intermediate shaft deceleration rate control tolerance value;
s8, if the difference between the current intermediate shaft speed and the intermediate shaft speed control target value is not higher than the intermediate shaft speed reduction value in the intermediate shaft brake release process corresponding to the current intermediate shaft speed reduction rate, stopping the control of the intermediate shaft brake, and then executing the step S9; otherwise, the intermediate shaft brake control is not stopped; return to step S7;
s9, the braking capability of the intermediate shaft is removed, the air inlet valve is completely closed, and the exhaust valve is completely opened;
s10, judging whether the braking capability of the intermediate shaft is released, and if the braking capability of the intermediate shaft is released, performing S11; otherwise, return to step S9;
s11, judging whether the current intermediate shaft rotating speed is not higher than the intermediate shaft rotating speed control target value or not, if not, ending the intermediate shaft braking control process, and finishing the intermediate shaft braking; and if the current rotating speed of the intermediate shaft is higher than the target rotating speed control value of the intermediate shaft, carrying out a micro-control stage of reducing the rotating speed of the intermediate shaft until the braking of the intermediate shaft is finished.
2. The method for pneumatically controlling an AMT countershaft brake based on dual PWM valves according to claim 1, wherein in step S5, in the preliminary braking capability establishing stage, the air intake valve is fully closed after the time for fully opening the air intake valve reaches the action time value for preliminarily establishing the braking capability; the exhaust valve is always in a fully closed state.
3. The method for pneumatically controlling an AMT intermediate shaft brake based on a dual PWM valve as claimed in claim 1, wherein in step S6, when the intermediate shaft deceleration rate is higher than the intermediate shaft deceleration rate control target value or the change rate of the intermediate shaft deceleration rate is not higher than 0, it is determined that the preliminary braking capability stage is finished.
4. The dual PWM valve-based AMT intermediate shaft brake pneumatic control method according to claim 1, wherein in said step S7, when the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value is not higher than the intermediate shaft deceleration rate control tolerance value, the intake valve is kept fully closed and the exhaust valve is fully closed.
5. The method of claim 4, wherein in step S7, when the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value is greater than the intermediate shaft deceleration rate control tolerance value, the exhaust valve is controlled by determining the duty ratio of the exhaust valve and the intake valve is controlled by determining the duty ratio of the intake valve according to the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value and the transmission oil temperature.
6. The dual PWM valve-based AMT intermediate shaft brake pneumatic control method according to claim 4, wherein in step S7, when the difference between the intermediate shaft deceleration rate and the intermediate shaft deceleration rate control target value is smaller than the intermediate shaft deceleration rate control tolerance value, the exhaust valve and the intake valve are fully closed.
7. The method for pneumatically controlling an AMT countershaft brake based on a dual PWM valve according to claim 1, wherein in step S11, the countershaft deceleration micro-control is: and determining a deceleration rate control target value of the intermediate shaft deceleration micro-control and a deceleration rate control tolerance value of the intermediate shaft deceleration micro-control according to the transmission oil temperature and the current intermediate shaft deceleration rate, and then executing the steps S4-S7.
8. The AMT countershaft brake pneumatic control method based on dual PWM valves according to any one of claims 1-7, wherein fully closing the inlet valve is: intake valve duty cycle is 0%, fully opening the intake valve is: the intake valve duty cycle is 100%.
9. The AMT countershaft brake pneumatic control method based on dual PWM valves according to any one of claims 1-7, wherein fully closing the exhaust valve is: the exhaust valve duty cycle is 0%, and fully opening the exhaust valve is: the duty cycle of the exhaust valve is 100%.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010026434.4A CN111120642B (en) | 2020-01-10 | 2020-01-10 | AMT intermediate shaft brake pneumatic control method based on double PWM valves |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010026434.4A CN111120642B (en) | 2020-01-10 | 2020-01-10 | AMT intermediate shaft brake pneumatic control method based on double PWM valves |
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| CN111120642A CN111120642A (en) | 2020-05-08 |
| CN111120642B true CN111120642B (en) | 2021-05-28 |
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Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114412986B (en) * | 2021-12-28 | 2023-08-18 | 潍柴动力股份有限公司 | Intelligent control method and device for AMT gearbox intermediate shaft braking and vehicle |
| CN114382808B (en) * | 2022-01-21 | 2023-06-23 | 一汽解放汽车有限公司 | Intermediate shaft brake control method |
| CN114382878B (en) * | 2022-01-24 | 2023-03-14 | 一汽解放汽车有限公司 | Transmission intermediate shaft brake control method, storage medium and vehicle |
| CN114658836B (en) * | 2022-04-14 | 2023-07-25 | 一汽解放汽车有限公司 | Intermediate shaft braking control system and control method |
| CN115013520A (en) * | 2022-06-17 | 2022-09-06 | 潍柴动力股份有限公司 | AMT gearbox intermediate shaft brake control method, device and controller |
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| DE10032114A1 (en) * | 2000-07-01 | 2002-01-31 | Zahnradfabrik Friedrichshafen | Controling motor vehicle automatic gearbox involves specifying output shaft braking torque during change under engine braking or when changing up with engine pulling under partial load |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE10032114A1 (en) * | 2000-07-01 | 2002-01-31 | Zahnradfabrik Friedrichshafen | Controling motor vehicle automatic gearbox involves specifying output shaft braking torque during change under engine braking or when changing up with engine pulling under partial load |
| CN1748098A (en) * | 2003-02-08 | 2006-03-15 | Zf腓德烈斯哈芬股份公司 | Method for automatically controlling a transmission brake of an automatic transmission configured as a countershaft transmission |
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