CN112145668A - Method for synchronously controlling rotating speed of commercial vehicle AMT during gear shifting - Google Patents
Method for synchronously controlling rotating speed of commercial vehicle AMT during gear shifting Download PDFInfo
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- CN112145668A CN112145668A CN202010996732.6A CN202010996732A CN112145668A CN 112145668 A CN112145668 A CN 112145668A CN 202010996732 A CN202010996732 A CN 202010996732A CN 112145668 A CN112145668 A CN 112145668A
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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
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/42—Ratio indicator devices
Abstract
The invention relates to a method for synchronously controlling the rotating speed of a commercial vehicle AMT during gear shifting, which comprises the following steps: calculating a target engine speed during gear shifting; calculating a target gear speed difference; if the target gear speed difference is smaller than the gear engaging speed difference high threshold and larger than the gear engaging speed difference low threshold, the rotation speed synchronous control is quitted when the AMT shifts; otherwise, according to the gear operation signal, if the gear is upshifted, the intermediate shaft brake operation is executed; if the gear is downshifted, executing the intermediate shaft acceleration operation; calculating the target gear speed difference again; if the target gear speed difference is smaller than the gear engaging speed difference high threshold and larger than the gear engaging speed difference low threshold, the rotation speed synchronous control during the current AMT gear shifting is exited; otherwise, judging that the target gear speed difference is smaller than the gear engaging speed difference high threshold value and larger than the gear engaging speed difference low threshold value, namely, judging that the target gear speed difference is a gear operation signal. The invention avoids errors caused by the difference of the parameters of wheels and speed reducers of different vehicle types and realizes the unification of software; the phenomena of over braking and over acceleration can be effectively reduced; the gear shifting time can be effectively shortened.
Description
Technical Field
The invention relates to the technical field of gear shifting control of an AMT (automated mechanical transmission) of a commercial vehicle, in particular to a method for synchronously controlling rotating speed during gear shifting of the AMT of the commercial vehicle.
Background
The synchronous control of the rotating speed when the commercial vehicle AMT shifts belongs to the common technology in the commercial vehicle AMT shifting control technology, and the application is very wide. The prior art judges whether the gear is shifted up or down firstly and then bases on a formula ua＝0.377×r×n/ig/i0To calculate a matching relationship of the target gear speed at the time of gear shifting and the reached speed required by the engine in the upshift or downshift operation. The invention is typically applied to the patent with the application publication number CN104791480A, and the patent name is "method for controlling the rotation speed synchronization of the non-synchronizer type AMT transmission during the gear shifting process". In the above formula: u is the current vehicle speed and n is the damming application required by the engine in either an upshift or downshift operation. In the above formula:a
to a rotational speed, r is the wheel radius, igFor the current gear ratio of the transmission, i0Is the main speed reducer speed ratio. In the prior art, on the basis of calculating n, a middle shaft is braked or accelerated, so that the rotating speed of a target gear is matched with n, and smooth gear shifting is finally completed. The defects of the prior art are as follows:
1. after the gear is shifted up or down, the difference between the rotating speed of the sliding sleeve and the rotating speed of the target gear is not compared with the rotating speed difference of the allowed gear, so that the transmission brake or the clutch is required to be controlled to perform corresponding actions no matter the gear is shifted up or down, and the transmission brake or the clutch can still be started when the difference between the rotating speed of the sliding sleeve and the rotating speed of the target gear is within the range of the rotating speed difference of the allowed gear, unnecessary actions are caused, the waste of time and energy is caused, and the corresponding speed of gear shifting is reduced;
2. the radius r of the wheel assembled by different vehicle types is different from the speed ratio i0 of the speed reducer; in particular, the user is likely to change the new drive wheel after a period of use, so that the radius r changes and the software cannot recognize it, and therefore the machine is based on the formula ua＝0.377×r×n/ig/i0To calculate the target gear of the gear shiftThe matching of the gear speed to the speed that the engine needs to reach during an upshift or downshift operation can result in increased calibration engineer effort and even greater error.
Disclosure of Invention
Aiming at the problems, the invention provides a method for synchronously controlling the rotating speed of the commercial vehicle AMT during gear shifting, which aims to adopt a new formula to calculate the target rotating speed of an engine during gear shifting, avoid errors caused by parameter differences of wheels and speed reducers of different vehicle types and realize software unification.
In order to solve the problems, the technical scheme provided by the invention is as follows:
a method for synchronously controlling the rotating speed of a commercial vehicle during AMT gear shifting comprises the following steps:
s100, calculating a target rotating speed of the engine during gear shifting;
s200, calculating a target gear speed difference;
s300, comparing the target gear speed difference with a manually preset gear engaging speed difference high threshold and a gear engaging speed difference low threshold, and performing the following operations according to the comparison result:
if the target gear speed difference is smaller than the gear engaging speed difference high threshold and larger than the gear engaging speed difference low threshold, the rotation speed synchronous control during the current AMT gear shifting is exited;
if the target gear speed difference is greater than the gear engaging speed difference high threshold value or less than the gear engaging speed difference low threshold value, executing S400;
s400, according to the gear operation signal, the following operations are carried out:
if the gear operation signal is 'upshift', executing intermediate shaft brake operation;
if the gear operation signal is 'downshift', executing an intermediate shaft acceleration operation;
s500, acquiring the target gear, the gear transmission ratio of the main box, the rotating speed of the intermediate shaft and the rotating speed of the main shaft again; then calculating the target gear speed difference; comparing the target gear speed difference with the gear engaging speed difference high threshold and the gear engaging speed difference low threshold, and according to the comparison result, performing the following operations:
if the target gear speed difference is smaller than the gear engaging speed difference high threshold and larger than the gear engaging speed difference low threshold, the rotation speed synchronous control during the current AMT gear shifting is exited;
otherwise, S300 is performed again from the beginning.
Preferably, the calculating the target engine speed at the time of gear shift includes:
s110, acquiring the rotating speed of an output shaft of the transmission and the transmission ratio of a target gear gearbox;
s111, calculating a target rotating speed of the engine during gear shifting; the target engine speed at the time of shifting is expressed by the following equation:
ne＝nout×itarget
wherein n iseThe target engine speed; n isoutIs the transmission output shaft speed; i.e. itargetAnd the transmission ratio of the gearbox is the target gear.
Preferably, the calculating the target gear rotational speed difference includes the steps of:
s210, acquiring a target gear, a main box gear transmission ratio, an intermediate shaft rotating speed and a main shaft rotating speed;
s211, calculating the target gear speed difference; the target gear speed difference is expressed by the following formula:
wherein, the TargetGearSlipSpeed is the target gear speed difference; LayShaftSpeed is the intermediate shaft speed; i.e. imainThe main box gear transmission ratio corresponding to the target gear; MainShaftSpeed is the spindle speed.
Preferably, the intermediate shaft braking operation comprises the steps of:
s410, acquiring the braking rotating speed of the intermediate shaft; then, the target gear speed difference is compared with the sum of the gear engaging speed difference high threshold and the intermediate shaft braking speed, and the following operations are carried out according to the comparison result:
if the target gear speed difference is less than the sum of the gear engaging speed difference high threshold and the intermediate shaft braking speed, closing an intermediate shaft brake;
otherwise, the intermediate shaft brake is started;
s411, acquiring the target gear, the gear transmission ratio of the main box, the rotating speed of the intermediate shaft and the rotating speed of the main shaft again; then calculating the target gear speed difference; comparing the target gear speed difference with the gear engaging speed difference high threshold, and according to the comparison result, performing the following operations:
if the target gear speed difference is smaller than the gear engaging speed difference high threshold value, the intermediate shaft brake is closed;
otherwise, S411 is performed again from the beginning.
Preferably, the intermediate shaft acceleration operation comprises the steps of:
s420, acquiring the acceleration rotating speed of the intermediate shaft; then comparing the target gear speed difference with the gear engaging speed difference low threshold, and according to the comparison result, performing the following operations:
if the target gear speed difference is larger than the gear engaging speed difference low threshold value, the clutch is kept in a separation state;
otherwise, engaging the clutch;
s421, acquiring the target gear, the gear transmission ratio of the main box, the rotating speed of the intermediate shaft and the rotating speed of the main shaft again; then calculating the target gear speed difference; comparing the target gear speed difference with the sum of the gear engaging speed difference low threshold and the intermediate shaft accelerating speed, and according to the comparison result, performing the following operations:
if the target gear speed difference is larger than the sum of the gear engaging speed difference low threshold and the intermediate shaft acceleration speed, separating a clutch;
otherwise, S421 is performed again from the beginning.
Preferably, the intermediate shaft brake comprises a pneumatic actuator and a friction plate; when the intermediate shaft brake is turned on, the intermediate shaft brake has a braking effect.
Preferably, when the clutch is engaged, the crankshaft indirectly increases the intermediate shaft speed by increasing the transmission input shaft speed.
Preferably, the braking rotating speed and the accelerating rotating speed of the intermediate shaft are both preset values manually.
Compared with the prior art, the invention has the following advantages:
1. the invention adopts a new formula to calculate the target rotating speed of the engine during gear shifting, thereby avoiding errors caused by the parameter difference of wheels and reducers of different vehicle types and realizing the unification of software;
2. the invention sets the braking rotating speed and the accelerating rotating speed of the intermediate shaft, and limits the rotating speed of the intermediate shaft in the gear shifting process by upper and lower limits, thereby effectively reducing the phenomena of over-braking and over-accelerating;
3. according to the invention, whether the target gear rotating speed difference meets the gear engaging rotating speed difference range or not (namely, the target gear rotating speed difference is smaller than the gear engaging speed difference high threshold and larger than the gear engaging speed difference low threshold) can be judged in time, and if yes, intermediate shaft braking or accelerating action is not required, so that the gear shifting time can be effectively shortened.
Drawings
FIG. 1 is a general flow diagram of an embodiment of the present invention.
Detailed Description
The present invention is further illustrated by the following examples, which are intended to be purely exemplary and are not intended to limit the scope of the invention, as various equivalent modifications of the invention will occur to those skilled in the art upon reading the present disclosure and fall within the scope of the appended claims.
As shown in FIG. 1, a method for controlling the synchronous speed of a commercial vehicle AMT during shifting; the subsequent specific embodiments are the results realized by adapting different parameter values on the basis of the method; the parameter values include, but are not limited to, the values given in the following specific examples.
It should also be mentioned in advance that:
the intermediate shaft braking rotating speed LSclearOffset and the intermediate shaft accelerating rotating speed LSaccOffset in the subsequent specific embodiments are both artificial preset values; the intermediate shaft braking rotating speed is an empirical value obtained through a large number of experiments according to the performance of an intermediate shaft brake, each manufacturer is used at present, only the data of each manufacturer are different, and the intermediate shaft braking rotating speed has the functions of preventing the brake from being over-braked and preventing the target gear rotating speed difference from being lower than the gear engaging speed difference low threshold value after braking; the intermediate shaft acceleration rotating speed is an empirical value obtained through a large number of experiments according to the performances of an engine and a clutch, each manufacturer is used at present, only the data of each manufacturer are different, and the intermediate shaft acceleration rotating speed has the effects of preventing the intermediate shaft from being over-accelerated and preventing the target gear rotating speed difference after acceleration from being higher than a gear engaging speed difference high threshold value; countershaft acceleration refers to the engagement of the clutch to increase the speed of the transmission input shaft by the speed of the crankshaft and thus the speed of the intermediate shaft.
The work of calculating the target gear is completed by the TCU; the process of clutch disengagement is as follows: AMT is ready for gear shifting; then the TCU sends a TSC1 message to the ECU through the automobile CAN bus to control the engine to reduce the torque; then controlling the clutch actuating mechanism to act to completely separate the clutch; and simultaneously controlling the transmission actuating mechanism to act to withdraw the sliding sleeve from the engagement with the current gear so as to enable the transmission main box to be in a neutral position.
Secondly, both upshifting and downshifting can be realized through the speed regulation of the engine.
The method comprises the following steps:
s100, calculating a target rotating speed of the engine during gear shifting; the calculating of the target engine speed at the time of gear shift includes the steps of:
and S110, acquiring the rotating speed of an output shaft of the transmission and the transmission ratio of the target gear gearbox.
S111, calculating a target rotating speed of the engine during gear shifting; the target engine speed at the time of gear shift is expressed by equation (1):
ne＝nout×itarget (1)
wherein n iseIs the engine target speed; n isoutIs the transmission output shaft speed; i.e. itargetThe transmission ratio of the gearbox is the target gear.
S200, calculating a target gear speed difference; calculating the target gear speed difference comprises the following steps:
s210, acquiring a target gear, a main box gear transmission ratio, an intermediate shaft rotating speed and a main shaft rotating speed.
S211, calculating a target gear speed difference; the physical meaning of the target gear rotating speed difference is the difference between the rotating speed of the target gear and the rotating speed of the main shaft sliding sleeve converted according to the rotating speed of the intermediate shaft.
The target gear speed difference is expressed by equation (2):
wherein, the TargetGearSlipSpeed is the target gear speed difference; LayShaftSpeed is the speed of the intermediate shaft; i.e. imainThe gear ratio of the main box corresponding to the target gear is set; MainShaftSpeed is spindle speed.
S300, comparing the target gear speed difference with a manually preset gear engaging speed difference high threshold and a gear engaging speed difference low threshold; the gear-shifting speed difference high threshold and the gear-shifting speed difference low threshold are empirical values obtained through a large number of experiments according to a gear structure, and each manufacturer is currently used and only has different data; the function is as follows: when the target gear speed difference is between the target gear speed difference and the target gear speed difference, the probability of gear hitting is very low when the sliding sleeve is meshed with the target gear, and the target gear speed difference is also an expected target of synchronous control work of the rotating speed; then, according to the comparison result, the following operations are carried out:
if the target gear speed difference is smaller than the gear engaging speed difference high threshold and larger than the gear engaging speed difference low threshold, the gear shifting speed is synchronized, a synchronization ending flag value SpeedSyncFinishflag is 1, and then the rotation speed synchronization control during the gear shifting of the AMT is exited.
If the target gear speed difference is greater than the gear engaging speed difference high threshold value or less than the gear engaging speed difference low threshold value, it indicates that the gear shifting speed is not synchronized, the synchronization end flag SpeedSyncFinishflag is 0, the intermediate shaft needs to be braked or accelerated, and then S400 is executed.
S400, according to the gear operation signal, the following operations are carried out:
if the gear operation signal sent by the TCU is 'upshifting', the intermediate shaft brake operation is executed; the intermediate shaft braking operation comprises the following steps:
s410, acquiring the braking rotating speed of the intermediate shaft; then comparing the target gear speed difference with the sum of the gear engaging speed difference high threshold and the intermediate shaft braking speed, and according to the comparison result, performing the following operations:
if the target gear speed difference is smaller than the sum of the gear engaging speed difference high threshold and the intermediate shaft braking speed, the difference between the target gear speed converted according to the intermediate shaft speed and the main shaft sliding sleeve speed is smaller, the intermediate shaft brake does not need to work, the intermediate shaft braking flag LSbreak flag is 0, and then the intermediate shaft brake is closed.
Otherwise, the intermediate shaft brake is required to work, the intermediate shaft brake mark LSbreak flag is 1, and then the intermediate shaft brake is started; the intermediate shaft brake starts to work, the rotating speed of the intermediate shaft is reduced, so that the target gear rotating speed difference is gradually reduced, and the intermediate shaft brake stops working until the target gear rotating speed difference is smaller than the gear engaging speed difference high threshold value.
The intermediate shaft brake comprises a pneumatic actuating mechanism and a friction plate; when the intermediate shaft brake is opened, the brake has a braking effect on the intermediate shaft.
S411, acquiring a target gear, a main box gear transmission ratio, an intermediate shaft rotating speed and a main shaft rotating speed again; then calculating a target gear speed difference; comparing the target gear speed difference with the gear engaging speed difference high threshold, and according to the comparison result, performing the following operations:
and if the target gear speed difference is less than the gear engaging speed difference high threshold value, the intermediate shaft brake is closed.
Otherwise, S411 is performed again from the beginning.
If the gear operation signal sent by the TCU is 'downshifting', executing the acceleration operation of the intermediate shaft; the intermediate shaft acceleration operation comprises the following steps:
s420, acquiring the acceleration rotating speed of the intermediate shaft; then comparing the target gear speed difference with a gear engaging speed difference low threshold, and according to the comparison result, performing the following operations:
if the target gear speed difference is larger than the gear engaging speed difference low threshold, the difference between the rotating speed converted to the target gear according to the rotating speed of the intermediate shaft and the rotating speed of the main shaft sliding sleeve is smaller, and an intermediate shaft acceleration mark LSACCELERATE flag is 0; thus, the clutch disengaged state is maintained.
Otherwise, the difference between the rotating speed of the target gear converted according to the rotating speed of the intermediate shaft and the rotating speed of the main shaft sliding sleeve is larger, and the intermediate shaft acceleration flag LSACCELERATE flag is 1; whereupon the clutch is engaged; when the clutch is engaged, the crankshaft indirectly increases the intermediate shaft speed by increasing the transmission input shaft speed; and gradually reducing the target gear speed difference along with the gradual increase of the rotation speed of the intermediate shaft.
S421, acquiring a target gear, a main box gear transmission ratio, an intermediate shaft rotating speed and a main shaft rotating speed again; then calculating a target gear speed difference; comparing the target gear speed difference with the sum of the gear speed difference low threshold and the intermediate shaft accelerating speed, and according to the comparison result, performing the following operations:
and if the target gear speed difference is greater than the sum of the gear speed difference low threshold and the intermediate shaft acceleration speed, separating the clutch.
Otherwise, S421 is performed again from the beginning.
S500, acquiring a target gear, a main box gear transmission ratio, an intermediate shaft rotating speed and a main shaft rotating speed again; then calculating a target gear speed difference; comparing the target gear speed difference with a gear engaging speed difference high threshold and a gear engaging speed difference low threshold, and performing the following operations according to the comparison result:
if the target gear speed difference is smaller than the gear engaging speed difference high threshold and larger than the gear engaging speed difference low threshold, the synchronous completion of the speed during gear shifting is indicated, and the SpeedSyncFinishflag is 1; then, the rotation speed synchronous control in the current AMT gear shifting is exited.
Otherwise, S300 is performed again from the beginning.
Two practical scenes of the method for synchronously controlling the rotating speed of the commercial vehicle AMT during gear shifting are described in detail below by combining the above methods.
Detailed description of the preferred embodiment 1
The specific embodiment is a synchronous control process of 2-gear up-shift and 3-gear up-shift:
firstly, calculating a target rotating speed of an engine:
in this embodiment nout130rpm, the transmission ratio of the target gear of 3 gears is itarget9.24; then, according to equation (1):
ne＝nout×itarget＝1201rpm
i.e. the target engine speed is 1201 rpm.
And then calculating a target gear speed difference:
main box gear transmission ratio i in the embodimentmain1.56, the intermediate shaft rotation speed LayShaftSpeed 1381rpm, and the main shaft rotation speed MainShaftSpeed 579 rpm; then, according to equation (2):
i.e. the target gear rotational speed difference is 306 rpm.
Then, carrying out initial judgment of synchronous rotation speed:
in this embodiment, the low gear difference threshold LowSlipWindow is-55 rpm, and the targetgearspeed is 306rpm as calculated in the previous step.
Therefore, the condition of LowSlipWindow < TargetGearSlipSpeed < HighSlipWindow does not hold, so that SpeedSyncFinishflag is 0, namely that the rotating speed is not synchronized during gear shifting, and then the intermediate shaft brake is needed.
Intermediate shaft braking is performed as follows:
in this embodiment, the high gear shift speed difference threshold HighSlipWindow is 55rpm, and the intermediate shaft brake speed lsclearoffset is 110 rpm.
Therefore, when targetgearspeed > HighSlipWindow + lscleanoffoffset, lscleanflag is 1, and the intermediate shaft brake starts to operate.
When targetgearspeed < HighSlipWindow, the intermediate shaft brake stops working. The target gear speed difference after braking in the present embodiment is 32 rpm.
And finally, final judgment of the one-step rotation speed synchronization:
since the target gear speed difference after braking is that targetgearspeed is 32rpm, the condition is satisfied:
LowSlipWindow<TargetGearSlipSpeed<HighSlipWindow
therefore, the rotating speed synchronization work is finished during gear shifting, the SpeedSyncFinishflag is 1, and the synchronization control is successfully exited at this time.
Specific example 2
The specific embodiment is a synchronous control process of 11-gear down-shift and 10-gear down-shift:
firstly, calculating a target rotating speed of an engine:
in this embodiment nout654rpm, target gear transmission ratio of 10 gears is itarget1.73; then, according to equation (1):
ne＝nout×itarget＝1131rpm
i.e. the engine target speed is 1131 rpm.
And then calculating a target gear speed difference:
main box gear transmission ratio i in the embodimentmain1.56, countershaft speed LayShaftSpeed 627rpm, main shaft speed MainShaftSpeed 642 rpm; then, according to equation (2):
i.e. the target gear rotational speed difference is-240 rpm.
Then, carrying out initial judgment of synchronous rotation speed:
in this embodiment the low gear difference threshold HighSlipWindow is 55rpm, while targetgearspeed is-240 rpm as calculated in the previous step.
Therefore, the condition of LowSlipWindow < TargetGearSlipSpeed < HighSlipWindow does not hold, so that SpeedSyncFinishflag is 0, namely that the rotating speed is not synchronized during gear shifting, and the intermediate shaft needs to be accelerated.
The countershaft acceleration is then performed:
in this embodiment, the high gear shift speed difference threshold LowSlipWindow is-55 rpm, and the intermediate shaft acceleration speed lsiccoffset is 25 rpm.
Therefore, if TargetGearSlipSpeed < LowSlipWindow, then LSaccelerateflag is 1, at this time the clutch is engaged, and the intermediate shaft starts to accelerate, until TargetGearSlipSpeed > LowSlipWindow + LSaccOffset, the clutch is disengaged and stops accelerating; the target gear speed difference after acceleration in this embodiment is: TargetGearSlipSpeed-21 rpm.
The last step is the final judgment of the rotation speed synchronization:
since the target gear speed difference after acceleration is-21 rpm, the condition is satisfied:
LowSlipWindow<TargetGearSlipSpeed<HighSlipWindow
therefore, the rotating speed synchronization work is finished during gear shifting, the SpeedSyncFinishflag is 1, and the synchronization control is successfully exited at this time.
In the foregoing detailed description, various features are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed embodiments of the subject matter require more features than are expressly recited in each claim. Rather, as the following claims reflect, invention lies in less than all features of a single disclosed embodiment. Thus, the following claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. To those skilled in the art; various modifications to these embodiments will be readily apparent, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
What has been described above includes examples of one or more embodiments. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the aforementioned embodiments, but one of ordinary skill in the art may recognize that many further combinations and permutations of various embodiments are possible. Accordingly, the embodiments described herein are intended to embrace all such alterations, modifications and variations that fall within the scope of the appended claims. Furthermore, to the extent that the term "includes" is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to the term "comprising" as "comprising" is interpreted when employed as a transitional word in a claim. Furthermore, any use of the term "or" in the specification of the claims is intended to mean a "non-exclusive or".
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (8)
1. A method for synchronously controlling the rotating speed of a commercial vehicle during AMT gear shifting is characterized in that: comprises the following steps:
s100, calculating a target rotating speed of the engine during gear shifting;
s200, calculating a target gear speed difference;
s300, comparing the target gear speed difference with a manually preset gear engaging speed difference high threshold and a gear engaging speed difference low threshold, and performing the following operations according to the comparison result:
if the target gear speed difference is smaller than the gear engaging speed difference high threshold and larger than the gear engaging speed difference low threshold, the rotation speed synchronous control during the current AMT gear shifting is exited;
if the target gear speed difference is greater than the gear engaging speed difference high threshold value or less than the gear engaging speed difference low threshold value, executing S400;
s400, according to the gear operation signal, the following operations are carried out:
if the gear operation signal is 'upshift', executing intermediate shaft brake operation;
if the gear operation signal is 'downshift', executing an intermediate shaft acceleration operation;
s500, acquiring the target gear, the gear transmission ratio of the main box, the rotating speed of the intermediate shaft and the rotating speed of the main shaft again; then calculating the target gear speed difference; comparing the target gear speed difference with the gear engaging speed difference high threshold and the gear engaging speed difference low threshold, and according to the comparison result, performing the following operations:
if the target gear speed difference is smaller than the gear engaging speed difference high threshold and larger than the gear engaging speed difference low threshold, the rotation speed synchronous control during the current AMT gear shifting is exited;
otherwise, S300 is performed again from the beginning.
2. The method for synchronously controlling the rotating speed of the commercial vehicle during AMT gear shifting according to claim 1, is characterized in that: the calculating of the target engine speed at the time of gear shift includes the steps of:
s110, acquiring the rotating speed of an output shaft of the transmission and the transmission ratio of the target gear transmission;
s111, calculating a target rotating speed of the engine during gear shifting; the target engine speed at the time of shifting is expressed by the following equation:
ne＝nout×itarget
wherein n iseThe target engine speed; n isoutIs the transmission output shaft speed; i.e. itargetAnd the transmission ratio of the gearbox is the target gear.
3. The method for synchronously controlling the rotating speed of the commercial vehicle during AMT gear shifting according to claim 2, is characterized in that: the calculating the target gear speed difference comprises the following steps:
s210, acquiring a target gear, a main box gear transmission ratio, an intermediate shaft rotating speed and a main shaft rotating speed;
s211, calculating the target gear speed difference; the target gear speed difference is expressed by the following formula:
wherein, the TargetGearSlipSpeed is the target gear speed difference; LayShaftSpeed is the intermediate shaft speed; i.e. imainThe main box gear transmission ratio corresponding to the target gear; MainShaftSpeed is the spindle speed.
4. The method for synchronously controlling the rotating speed of the commercial vehicle AMT during gear shifting according to claim 3, characterized in that: the intermediate shaft braking operation comprises the steps of:
s410, acquiring the braking rotating speed of the intermediate shaft; then, the target gear speed difference is compared with the sum of the gear engaging speed difference high threshold and the intermediate shaft braking speed, and the following operations are carried out according to the comparison result:
if the target gear speed difference is less than the sum of the gear engaging speed difference high threshold and the intermediate shaft braking speed, closing an intermediate shaft brake;
otherwise, the intermediate shaft brake is started;
s411, acquiring the target gear, the gear transmission ratio of the main box, the rotating speed of the intermediate shaft and the rotating speed of the main shaft again; then calculating the target gear speed difference; comparing the target gear speed difference with the gear engaging speed difference high threshold, and according to the comparison result, performing the following operations:
if the target gear speed difference is smaller than the gear engaging speed difference high threshold value, the intermediate shaft brake is closed;
otherwise, S411 is performed again from the beginning.
5. The method for synchronously controlling the rotating speed of the commercial vehicle AMT during gear shifting according to claim 4, is characterized in that: the countershaft acceleration operation comprises the steps of:
s420, acquiring the acceleration rotating speed of the intermediate shaft; then comparing the target gear speed difference with the gear engaging speed difference low threshold, and according to the comparison result, performing the following operations:
if the target gear speed difference is larger than the gear engaging speed difference low threshold value, the clutch is kept in a separation state;
otherwise, engaging the clutch;
s421, acquiring the target gear, the gear transmission ratio of the main box, the rotating speed of the intermediate shaft and the rotating speed of the main shaft again; then calculating the target gear speed difference; comparing the target gear speed difference with the sum of the gear engaging speed difference low threshold and the intermediate shaft accelerating speed, and according to the comparison result, performing the following operations:
if the target gear speed difference is larger than the sum of the gear engaging speed difference low threshold and the intermediate shaft acceleration speed, separating a clutch;
otherwise, S421 is performed again from the beginning.
6. The method for synchronously controlling the rotating speed of the commercial vehicle AMT during gear shifting according to claim 5, is characterized in that: the intermediate shaft brake comprises a pneumatic actuating mechanism and a friction plate; when the intermediate shaft brake is turned on, the intermediate shaft brake has a braking effect.
7. The method for synchronously controlling the rotating speed of the commercial vehicle AMT during gear shifting according to claim 6, is characterized in that: when the clutch is engaged, the crankshaft indirectly increases the intermediate shaft speed by increasing the transmission input shaft speed.
8. The method for synchronously controlling the rotating speed of the commercial vehicle during AMT gear shifting according to claim 7, is characterized in that: the braking rotating speed of the intermediate shaft and the accelerating rotating speed of the intermediate shaft are both preset values manually.
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