CN111536231A - Control method for safe home return of vehicle - Google Patents
Control method for safe home return of vehicle Download PDFInfo
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- CN111536231A CN111536231A CN202010426070.9A CN202010426070A CN111536231A CN 111536231 A CN111536231 A CN 111536231A CN 202010426070 A CN202010426070 A CN 202010426070A CN 111536231 A CN111536231 A CN 111536231A
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- gear
- clutch
- valve
- gear shifting
- electromagnetic valve
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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
- F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
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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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
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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
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
- F16H61/2807—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted using electric control signals for shift actuators, e.g. electro-hydraulic control therefor
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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
- F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
- F16H2061/0209—Layout of electro-hydraulic control circuits, e.g. arrangement of valves with independent solenoid valves modulating the pressure individually for each clutch or brake
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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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1232—Bringing the control into a predefined state, e.g. giving priority to particular actuators or 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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
- F16H2061/126—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is the controller
- F16H2061/1264—Hydraulic parts of the controller, e.g. a sticking valve or clogged channel
Abstract
The invention discloses a control method for safe returning of a vehicle, when a gear shifting solenoid valve B11 fails, a TCU controls a hydraulic system to enter a D3 gear, a D4 gear, a D5 gear or a D6 gear; when the gear shifting solenoid valve C11 fails, the TCU controls the hydraulic system to enter a D2 gear, a D4 gear, a D8 gear or an R gear; when the gear shifting solenoid valve C22 fails, the TCU controls the hydraulic system to enter a D1 gear, a D2 gear or a D3 gear; when the gear shifting solenoid valve C33 fails, the TCU controls the hydraulic system to enter a D1 gear, a D5 gear or a D7 gear; when the gear shifting solenoid valve C44 fails, the TCU controls the hydraulic system to enter a gear D6, a gear D7 or a gear D8, the control method comprises a control step from an NP gear to an NP gear, a control step from the NP gear to a P gear and a control step from the P gear to the NP gear, and the effect that when one gear shifting solenoid valve fails or even two gear shifting solenoid valves fail, the electric control system can still enable the transmission system to enter a safe home mode is achieved.
Description
Technical Field
The invention belongs to the technical field of automatic transmission control, and particularly relates to a control method for safe home returning of a vehicle.
Background
Current 6-to 8-speed Automatic Transmissions (AT) with a hydrodynamic torque converter usually consist of five shift elements, 1 brake B1, 4 clutches C1, C2, C3, C4, the brake being a special clutch and therefore hereinafter referred to collectively as a clutch, i.e. 5 clutches in total, and 5 solenoid-controlled clutches in total.
FIG. 1 is a logic diagram of the gears of a current automatic transmission, wherein 3 clutches corresponding to each gear are labeled, for example, gear 1 requires B1, C1 and C4 to be closed, and gear 5 requires C1, C2 and C4 to be closed; when a certain solenoid valve controlled fails, the gear consisting of the solenoid valve cannot be used. For example, failure of the solenoid valve controlling C4, the gears consisting of the C4 clutch (including P, R, N, D1, D2, D3, D4, D5) may not be used.
In order to realize the hydraulic electronic gear shifting function of the automatic transmission, an original hydraulic manual valve (PRND valve) is changed into a parking valve (PNP valve), and a hydraulic system can be controlled by a gear shifting handle of the hydraulic manual valve (PRND valve) before the change so as to realize a hydraulic mode of entering a safe home mode. After the change, the parking valve (PNP valve) can not control the hydraulic system to realize that the hydraulic pressure enters the safe mode of returning home, when a certain solenoid valve is invalid, the gearbox system will enter the neutral gear, and under the condition, the safety is not safe, and is not allowed.
Therefore, there is a need for a control scheme in which the electronic control system can still achieve that the transmission system enters a safe return mode when a certain shift solenoid valve fails.
Disclosure of Invention
The invention aims to solve the technical problem of providing a control method for safe returning of a vehicle, overcoming the defects of the existing control method.
In order to solve the technical problems, the technical scheme of the invention is as follows: a control method for safe return of a vehicle, comprising: when the gear shifting solenoid valve B11 is failed, the TCU controls the hydraulic system to enter a D3 gear, a D4 gear, a D5 gear or a D6 gear;
when the gear shifting solenoid valve C11 fails, the TCU controls the hydraulic system to enter a D2 gear, a D4 gear, a D8 gear or an R gear;
when the gear shifting solenoid valve C22 fails, the TCU controls the hydraulic system to enter a D1 gear, a D2 gear or a D3 gear;
when the gear shifting solenoid valve C33 fails, the TCU controls the hydraulic system to enter a D1 gear, a D5 gear or a D7 gear;
when the shift solenoid valve C44 fails, the TCU controls the hydraulic system to enter D6, D7 or D8.
An optimization scheme, the control method comprises the following steps:
the control method comprises a control step from NP gear to NP gear, a control step from NP gear to P gear and a control step from P gear to NP gear.
In an optimization scheme, the control steps from NP gear to NP gear comprise:
when the TCU receives a gear electric signal sent by the automatic gear handle, the TCU controls the actions of the gear shifting solenoid valve C11, the gear shifting solenoid valve C33, the gear shifting solenoid valve B11, the gear shifting solenoid valve C44 and the gear shifting solenoid valve C22 so as to control the combination of corresponding clutches to form different gears.
In an optimization scheme, the control steps from NP gear to NP gear comprise:
when the TCU receives an N-gear signal sent by the automatic gear handle, the TCU controls the gear shifting electromagnetic valve B11 and the gear shifting electromagnetic valve C44 to be opened, and the clutch B1 and the clutch C4 are combined to form an N gear;
when the TCU receives an R gear signal sent by an automatic gear handle, the TCU controls a gear shifting electromagnetic valve B11, a gear shifting electromagnetic valve C22 and a gear shifting electromagnetic valve C44 to be opened, and a clutch B1, a clutch C2 and a clutch C4 are combined to form an R gear.
In an optimization scheme, the control step from the NP gear to the NP gear further comprises the following steps:
when the TCU receives a D-gear signal sent by an automatic gear handle, the TCU controls a gear shifting electromagnetic valve B11, a gear shifting electromagnetic valve C11 and a gear shifting electromagnetic valve C44 to be opened according to the rotating speed and the accelerator opening, and a clutch B1, a clutch C1 and a clutch C4 are combined to form a D1 gear;
or the TCU controls the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 to be opened, and the clutch B1, the clutch C3 and the clutch C4 are combined to form a D2 gear;
or the TCU controls the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 to be opened, and the clutch C1, the clutch C3 and the clutch C4 are combined to form a D3 gear;
or the TCU controls the gear shifting electromagnetic valve C22, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 to be opened, and the clutch C2, the clutch C3 and the clutch C4 are combined to form a D4 gear;
or the TCU controls the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C44 to be opened, and the clutch C1, the clutch C2 and the clutch C4 are combined to form a D5 gear;
or the TCU controls the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C33 to be opened, and the clutch C1, the clutch C2 and the clutch C3 are combined to form a D6 gear;
or the TCU controls the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C11 and the gear shifting electromagnetic valve C22 to be opened, and the clutch B1, the clutch C1 and the clutch C2 are combined to form a D7 gear;
or TCU control shift solenoid valve B11, shift solenoid valve C22 and shift solenoid valve C33 are opened, and clutch B1, clutch C2 and clutch C3 are combined to form D8 gear.
According to the optimization scheme, the control steps from NP gear to P gear comprise:
when the TCU receives a P-gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S22 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to a P gear through the mechanical valve S2 and the mechanical valve S21, meanwhile, the gear shifting solenoid valve B11 and the gear shifting solenoid valve C44 are controlled to be opened, and the clutch B1 and the clutch C4 are combined to form the P gear.
In an optimization scheme, the control steps from the P gear to the NP gear comprise:
when the TCU receives an N-gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S11 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to an NP gear through the mechanical valve S1, meanwhile, the gear shifting solenoid valve B11 and the gear shifting solenoid valve C44 are controlled to be opened, and the clutch B1 and the clutch C4 are combined to form an N gear;
when the TCU receives an R gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S11 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to an NP gear through the mechanical valve S1, and simultaneously controls the gear shifting solenoid valve B11, the gear shifting solenoid valve C22 and the gear shifting solenoid valve C44 to be opened, and the clutch B1, the clutch C2 and the clutch C4 are combined to form the R gear.
In an optimized scheme, the control step from the P gear to the NP gear further comprises the following steps:
when the TCU receives a D-gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S11 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to a D gear through the mechanical valve S1, and simultaneously controls the gear shifting solenoid valve B11, the gear shifting solenoid valve C11 and the gear shifting solenoid valve C44 to be opened according to the rotating speed and the accelerator opening degree, and the clutch B1, the clutch C1 and the clutch C4 are combined to form a D1 gear;
or the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch B1, the clutch C3 and the clutch C4 are combined to form a D2 gear;
or the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch C1, the clutch C3 and the clutch C4 are combined to form a D3 gear;
or the gear shifting electromagnetic valve C22, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch C2, the clutch C3 and the clutch C4 are combined to form a D4 gear;
or the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch C1, the clutch C2 and the clutch C4 are combined to form a D5 gear;
or the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C33 are controlled to be opened, and the clutch C1, the clutch C2 and the clutch C3 are combined to form a D6 gear;
or the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C11 and the gear shifting electromagnetic valve C22 are controlled to be opened, and the clutch B1, the clutch C1 and the clutch C2 are combined to form a D7 gear;
or controlling the opening of the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C33, and combining the clutch B1, the clutch C2 and the clutch C3 to form a D8 gear.
A system for implementing the control method, the system comprising:
a shift solenoid valve C11 that controls oil pressure to open or engage clutch C1;
a shift solenoid valve C22 that controls oil pressure to open or engage clutch C2;
a shift solenoid valve C33 that controls oil pressure to open or engage clutch C3;
a shift solenoid valve C44 that controls oil pressure to open or engage clutch C4;
a shift solenoid valve B11 that controls oil pressure to open or engage clutch B1;
switching on and off a solenoid valve S11, controlling a mechanical valve S1 to deliver the gearbox oil to a parking valve (PNP valve), and pushing a valve core of the parking valve (PNP valve) to an NP gear;
the solenoid valve S22 is turned on and off, and the mechanical valve S2 and the mechanical valve S21 are controlled to supply the transmission oil to the parking valve (PNP valve) and push the spool of the parking valve (PNP valve) to the P position.
By adopting the technical scheme, compared with the prior art, the invention has the following advantages: when a certain gear shifting electromagnetic valve fails or even two gear shifting electromagnetic valves fail, the electric control system can still realize that the transmission system enters a safe home-returning mode.
Drawings
FIG. 1 is a shift logic diagram of a conventional automatic transmission;
FIG. 2 is a shift logic diagram of an automatic transmission in an embodiment of the present invention;
FIG. 3 is a diagram of a hydraulic control system in an embodiment of the present invention.
Detailed Description
In order to more clearly understand the technical features, objects and effects of the present invention, the embodiments of the present invention will be described with reference to the accompanying drawings, and it will be understood by those skilled in the art that the following should not be construed as limiting the scope of the present invention.
In the embodiment, as shown in fig. 1 to 3, a control method for safe returning of a vehicle includes a control step from NP to NP, a control step from NP to P, and a control step from P to NP.
In a hydraulic system implementing high control valves, mechanical pump B provides main oil pressure to shift solenoid C11, shift solenoid C33, shift solenoid B11, shift solenoid C44, shift solenoid C22, on-off solenoid S11, and on-off solenoid S22. Shift solenoid C11 controls oil pressure to open or engage clutch C1, shift solenoid C22 controls oil pressure to open or engage clutch C2, shift solenoid C33 controls oil pressure to open or engage clutch C3, shift solenoid C44 controls oil pressure to open or engage clutch C4, and shift solenoid B11 controls oil pressure to open or engage clutch B1. The on-off solenoid valve S11 controls the mechanical valve S1 to deliver transmission oil to a parking valve (PNP valve) and push a spool of the parking valve (PNP valve) to NP position. The on-off solenoid valve S22 controls the mechanical valve S2 and the mechanical valve S21 to deliver the transmission oil to the parking valve (PNP valve), pushing the spool of the parking valve (PNP valve) to the P position.
The control steps from the NP gear to the NP gear comprise:
when the TCU receives an N-gear signal sent by the automatic gear handle, the TCU controls the gear shifting solenoid valve B11 and the gear shifting solenoid valve C44 to be opened, and the clutch B1 and the clutch C4 are combined to form an N gear.
When the TCU receives an R gear signal sent by an automatic gear handle, the TCU controls a gear shifting electromagnetic valve B11, a gear shifting electromagnetic valve C22 and a gear shifting electromagnetic valve C44 to be opened, and a clutch B1, a clutch C2 and a clutch C4 are combined to form an R gear.
When the TCU receives a D-gear signal sent by an automatic gear handle, the TCU controls a gear shifting electromagnetic valve B11, a gear shifting electromagnetic valve C11 and a gear shifting electromagnetic valve C44 to be opened according to the rotating speed and the accelerator opening, and a clutch B1, a clutch C1 and a clutch C4 are combined to form a D1 gear;
or the TCU controls the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 to be opened, and the clutch B1, the clutch C3 and the clutch C4 are combined to form a D2 gear;
or the TCU controls the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 to be opened, and the clutch C1, the clutch C3 and the clutch C4 are combined to form a D3 gear;
or the TCU controls the gear shifting electromagnetic valve C22, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 to be opened, and the clutch C2, the clutch C3 and the clutch C4 are combined to form a D4 gear;
or the TCU controls the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C44 to be opened, and the clutch C1, the clutch C2 and the clutch C4 are combined to form a D5 gear;
or the TCU controls the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C33 to be opened, and the clutch C1, the clutch C2 and the clutch C3 are combined to form a D6 gear;
or the TCU controls the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C11 and the gear shifting electromagnetic valve C22 to be opened, and the clutch B1, the clutch C1 and the clutch C2 are combined to form a D7 gear;
or TCU control shift solenoid valve B11, shift solenoid valve C22 and shift solenoid valve C33 are opened, and clutch B1, clutch C2 and clutch C3 are combined to form D8 gear.
The control steps from the NP gear to the P gear comprise:
when the TCU receives a P-gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S22 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to a P gear through the mechanical valve S2 and the mechanical valve S21, meanwhile, the gear shifting solenoid valve B11 and the gear shifting solenoid valve C44 are controlled to be opened, and the clutch B1 and the clutch C4 are combined to form the P gear. The control steps from the P gear to the NP gear comprise:
when the TCU receives an N-gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S11 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to an NP gear through the mechanical valve S1, meanwhile, the gear shifting solenoid valve B11 and the gear shifting solenoid valve C44 are controlled to be opened, and the clutch B1 and the clutch C4 are combined to form an N gear.
When the TCU receives an R gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S11 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to an NP gear through the mechanical valve S1, and simultaneously controls the gear shifting solenoid valve B11, the gear shifting solenoid valve C22 and the gear shifting solenoid valve C44 to be opened, and the clutch B1, the clutch C2 and the clutch C4 are combined to form the R gear.
When the TCU receives a D-gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S11 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to a D gear through the mechanical valve S1, and simultaneously controls the gear shifting solenoid valve B11, the gear shifting solenoid valve C11 and the gear shifting solenoid valve C44 to be opened according to the rotating speed and the accelerator opening degree, and the clutch B1, the clutch C1 and the clutch C4 are combined to form a D1 gear;
or the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch B1, the clutch C3 and the clutch C4 are combined to form a D2 gear;
or the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch C1, the clutch C3 and the clutch C4 are combined to form a D3 gear;
or the gear shifting electromagnetic valve C22, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch C2, the clutch C3 and the clutch C4 are combined to form a D4 gear;
or the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch C1, the clutch C2 and the clutch C4 are combined to form a D5 gear;
or the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C33 are controlled to be opened, and the clutch C1, the clutch C2 and the clutch C3 are combined to form a D6 gear;
or the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C11 and the gear shifting electromagnetic valve C22 are controlled to be opened, and the clutch B1, the clutch C1 and the clutch C2 are combined to form a D7 gear;
or controlling the opening of the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C33, and combining the clutch B1, the clutch C2 and the clutch C3 to form a D8 gear.
When the gear shifting solenoid valve B11 is failed (short-circuited or open-circuited), the TCU can control the hydraulic system to enter a gear D3, a gear D4, a gear D5 or a gear D6, and the whole vehicle can continue to run forwards.
When the gear shifting solenoid valve C11 fails (short circuit or open circuit), the TCU can control the hydraulic system to enter a gear D2, a gear D4 or a gear D8, the whole vehicle can continue to run forwards, and a gear R can be formed.
When the gear shifting solenoid valve C22 fails (short circuit or open circuit), the TCU can control the hydraulic system to enter a gear D1, a gear D2 or a gear D3, and the whole vehicle can continue to run forwards.
When the gear shifting solenoid valve C33 fails (short circuit or open circuit), the TCU can control the hydraulic system to enter a gear D1, a gear D5 or a gear D7, the whole vehicle can continue to run forwards, and a gear R can be formed.
When the gear shifting solenoid valve C44 fails (short circuit or open circuit), the TCU can control the hydraulic system to enter a gear D6, a gear D7 or a gear D8, and the whole vehicle can continue to run forwards.
The NP gear refers to N, R, D1, D2, D3, D4, D5, D6, D7 or D8 gears except the P gear.
The foregoing is illustrative of the best mode of the invention and details not described herein are within the common general knowledge of a person of ordinary skill in the art. The scope of the present invention is defined by the appended claims, and any equivalent modifications based on the technical teaching of the present invention are also within the scope of the present invention.
Claims (9)
1. A control method for safe return of a vehicle, comprising: when the gear shifting solenoid valve B11 is failed, the TCU controls the hydraulic system to enter a D3 gear, a D4 gear, a D5 gear or a D6 gear;
when the gear shifting solenoid valve C11 fails, the TCU controls the hydraulic system to enter a D2 gear, a D4 gear, a D8 gear or an R gear;
when the gear shifting solenoid valve C22 fails, the TCU controls the hydraulic system to enter a D1 gear, a D2 gear or a D3 gear;
when the gear shifting solenoid valve C33 fails, the TCU controls the hydraulic system to enter a D1 gear, a D5 gear or a D7 gear;
when the shift solenoid valve C44 fails, the TCU controls the hydraulic system to enter D6, D7 or D8.
2. The control method for safe returning of a vehicle to home as set forth in claim 1, comprising:
the control method comprises a control step from NP gear to NP gear, a control step from NP gear to P gear and a control step from P gear to NP gear.
3. The control method for safely returning the vehicle to home as claimed in claim 2, wherein the step of controlling the NP range to the NP range includes:
when the TCU receives a gear electric signal sent by the automatic gear handle, the TCU controls the actions of the gear shifting solenoid valve C11, the gear shifting solenoid valve C33, the gear shifting solenoid valve B11, the gear shifting solenoid valve C44 and the gear shifting solenoid valve C22 so as to control the combination of corresponding clutches to form different gears.
4. The control method for safely returning the vehicle to home as claimed in claim 3, wherein the control step of the NP shift to the NP shift comprises:
when the TCU receives an N-gear signal sent by the automatic gear handle, the TCU controls the gear shifting electromagnetic valve B11 and the gear shifting electromagnetic valve C44 to be opened, and the clutch B1 and the clutch C4 are combined to form an N gear;
when the TCU receives an R gear signal sent by an automatic gear handle, the TCU controls a gear shifting electromagnetic valve B11, a gear shifting electromagnetic valve C22 and a gear shifting electromagnetic valve C44 to be opened, and a clutch B1, a clutch C2 and a clutch C4 are combined to form an R gear.
5. The control method for safely returning the vehicle to home as claimed in claim 3, wherein the control step from the NP range to the NP range further comprises:
when the TCU receives a D-gear signal sent by an automatic gear handle, the TCU controls a gear shifting electromagnetic valve B11, a gear shifting electromagnetic valve C11 and a gear shifting electromagnetic valve C44 to be opened according to the rotating speed and the accelerator opening, and a clutch B1, a clutch C1 and a clutch C4 are combined to form a D1 gear;
or the TCU controls the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 to be opened, and the clutch B1, the clutch C3 and the clutch C4 are combined to form a D2 gear;
or the TCU controls the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 to be opened, and the clutch C1, the clutch C3 and the clutch C4 are combined to form a D3 gear;
or the TCU controls the gear shifting electromagnetic valve C22, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 to be opened, and the clutch C2, the clutch C3 and the clutch C4 are combined to form a D4 gear;
or the TCU controls the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C44 to be opened, and the clutch C1, the clutch C2 and the clutch C4 are combined to form a D5 gear;
or the TCU controls the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C33 to be opened, and the clutch C1, the clutch C2 and the clutch C3 are combined to form a D6 gear;
or the TCU controls the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C11 and the gear shifting electromagnetic valve C22 to be opened, and the clutch B1, the clutch C1 and the clutch C2 are combined to form a D7 gear;
or TCU control shift solenoid valve B11, shift solenoid valve C22 and shift solenoid valve C33 are opened, and clutch B1, clutch C2 and clutch C3 are combined to form D8 gear.
6. The control method for safely returning a vehicle to home according to claim 2, wherein the step of controlling the NP range to the P range includes:
when the TCU receives a P-gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S22 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to a P gear through the mechanical valve S2 and the mechanical valve S21, meanwhile, the gear shifting solenoid valve B11 and the gear shifting solenoid valve C44 are controlled to be opened, and the clutch B1 and the clutch C4 are combined to form the P gear.
7. The control method for safe returning home of a vehicle according to claim 2, wherein the step of controlling the P range to the NP range includes:
when the TCU receives an N-gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S11 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to an NP gear through the mechanical valve S1, meanwhile, the gear shifting solenoid valve B11 and the gear shifting solenoid valve C44 are controlled to be opened, and the clutch B1 and the clutch C4 are combined to form an N gear;
when the TCU receives an R gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S11 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to an NP gear through the mechanical valve S1, and simultaneously controls the gear shifting solenoid valve B11, the gear shifting solenoid valve C22 and the gear shifting solenoid valve C44 to be opened, and the clutch B1, the clutch C2 and the clutch C4 are combined to form the R gear.
8. The control method for safe returning home of a vehicle according to claim 2, wherein the step of controlling the P range to the NP range further comprises:
when the TCU receives a D-gear signal sent by an automatic gear handle, the TCU controls the switch solenoid valve S11 to be opened, oil pressure pushes a valve core of a parking valve (PNP valve) to a D gear through the mechanical valve S1, and simultaneously controls the gear shifting solenoid valve B11, the gear shifting solenoid valve C11 and the gear shifting solenoid valve C44 to be opened according to the rotating speed and the accelerator opening degree, and the clutch B1, the clutch C1 and the clutch C4 are combined to form a D1 gear;
or the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch B1, the clutch C3 and the clutch C4 are combined to form a D2 gear;
or the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch C1, the clutch C3 and the clutch C4 are combined to form a D3 gear;
or the gear shifting electromagnetic valve C22, the gear shifting electromagnetic valve C33 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch C2, the clutch C3 and the clutch C4 are combined to form a D4 gear;
or the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C44 are controlled to be opened, and the clutch C1, the clutch C2 and the clutch C4 are combined to form a D5 gear;
or the gear shifting electromagnetic valve C11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C33 are controlled to be opened, and the clutch C1, the clutch C2 and the clutch C3 are combined to form a D6 gear;
or the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C11 and the gear shifting electromagnetic valve C22 are controlled to be opened, and the clutch B1, the clutch C1 and the clutch C2 are combined to form a D7 gear;
or controlling the opening of the gear shifting electromagnetic valve B11, the gear shifting electromagnetic valve C22 and the gear shifting electromagnetic valve C33, and combining the clutch B1, the clutch C2 and the clutch C3 to form a D8 gear.
9. A system for implementing the control method of claim 1, the system comprising:
a shift solenoid valve C11 that controls oil pressure to open or engage clutch C1;
a shift solenoid valve C22 that controls oil pressure to open or engage clutch C2;
a shift solenoid valve C33 that controls oil pressure to open or engage clutch C3;
a shift solenoid valve C44 that controls oil pressure to open or engage clutch C4;
a shift solenoid valve B11 that controls oil pressure to open or engage clutch B1;
switching on and off a solenoid valve S11, controlling a mechanical valve S1 to deliver the gearbox oil to a parking valve (PNP valve), and pushing a valve core of the parking valve (PNP valve) to an NP gear;
the solenoid valve S22 is turned on and off, and the mechanical valve S2 and the mechanical valve S21 are controlled to supply the transmission oil to the parking valve (PNP valve) and push the spool of the parking valve (PNP valve) to the P position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010426070.9A CN111536231A (en) | 2020-05-19 | 2020-05-19 | Control method for safe home return of vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010426070.9A CN111536231A (en) | 2020-05-19 | 2020-05-19 | Control method for safe home return of vehicle |
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| CN111536231A true CN111536231A (en) | 2020-08-14 |
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| CN202010426070.9A Pending CN111536231A (en) | 2020-05-19 | 2020-05-19 | Control method for safe home return of vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114645941A (en) * | 2022-05-20 | 2022-06-21 | 盛瑞传动股份有限公司 | Vehicle control method and device and gearbox |
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