CN112648308A - Control method, device and system for adjusting speed difference of two ends of synchronizer based on clutch - Google Patents
Control method, device and system for adjusting speed difference of two ends of synchronizer based on clutch Download PDFInfo
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- CN112648308A CN112648308A CN202011615413.2A CN202011615413A CN112648308A CN 112648308 A CN112648308 A CN 112648308A CN 202011615413 A CN202011615413 A CN 202011615413A CN 112648308 A CN112648308 A CN 112648308A
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
- F16H2059/462—Detecting synchronisation, i.e. speed difference is approaching zero
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Transmission Device (AREA)
Abstract
The embodiment of the invention provides a control method for adjusting speed difference of two ends of a synchronizer based on a clutch, a control device for adjusting speed difference of two ends of the synchronizer based on the clutch and a control system for adjusting speed difference of two ends of the synchronizer based on the clutch, and relates to the technical field of gear control. The method comprises the following steps: acquiring the current rotating speed and the target gear of a wheel; determining a target rotating speed of the output end of the clutch according to the current rotating speed of the wheel and the target gear; acquiring the current rotating speed of the output end of the clutch; and when the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch does not belong to the preset range, adjusting the working pressure of the clutch until the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch belongs to the preset range, and controlling the clutch to be separated. The invention can effectively reduce the requirement of the automatic transmission on the capacity of the synchronizer so as to reduce the manufacturing cost of the automatic transmission.
Description
Technical Field
The invention relates to the technical field of gear control, in particular to a control method for adjusting speed difference of two ends of a synchronizer based on a clutch, a control device for adjusting speed difference of two ends of the synchronizer based on the clutch and a control system for adjusting speed difference of two ends of the synchronizer based on the clutch.
Background
In the gear shifting stage of the automatic transmission, the speed difference between the gear sleeve and the gear is eliminated through the synchronizer so as to realize the meshing of the gear sleeve and the gear, the larger the speed difference required by the synchronizer for synchronization is, the larger the required gear shifting force is, the higher the requirements on the synchronization capacity of the synchronizer and the output power of a gear shifting motor are, and the higher the manufacturing cost of the transmission is. The automatic transmission is limited by a whole vehicle gear shifting strategy, the speed difference range of each gear needing synchronization in the gear shifting process is often fixed, and synchronizers with different synchronization capacities can be selected according to the maximum speed difference of each gear needing synchronization in the development process of the existing automatic transmission, so that the dependence on high-performance synchronizers is caused, the type selection of the synchronizers is severely limited, and the production cost is increased.
Disclosure of Invention
The invention aims to provide a control method, a device and a system for adjusting speed difference of two ends of a synchronizer based on a clutch, and aims to solve the problems that an existing automatic transmission depends on a high-performance synchronizer and is high in production cost.
In order to achieve the above object, in a first aspect of the present invention, there is provided a control method for adjusting a differential speed across a synchronizer based on a clutch, comprising:
acquiring the current rotating speed and the target gear of a wheel;
determining a target rotating speed of the output end of the clutch according to the current rotating speed of the wheels and the target gear;
acquiring the current rotating speed of the output end of the clutch;
and when the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch does not belong to the preset range, adjusting the working pressure of the clutch until the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch belongs to the preset range, and controlling the clutch to be separated.
Optionally, when the difference between the target rotation speed of the clutch output and the current rotation speed of the clutch output does not fall within the preset range, adjusting the working pressure of the clutch includes:
when the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch is a positive value and is greater than a first preset threshold value, increasing the working pressure of the clutch; and
and when the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch is a negative value and the absolute value of the difference value is greater than a second preset threshold value, reducing the working pressure of the clutch.
Optionally, determining the target rotation speed of the clutch output according to the current rotation speed of the wheel and the target gear comprises:
acquiring a gear transmission ratio and a differential transmission ratio corresponding to the target gear;
determining a target rotating speed of the output end of the clutch based on the current rotating speed of the wheels, a gear transmission ratio corresponding to the target gear and a differential transmission ratio;
the gear transmission ratio is the transmission ratio of the gearbox in the target gear, and the differential transmission ratio is the transmission ratio of the output end of the gearbox to wheels.
Optionally, the working pressure of the clutch is regulated based on the PI control; the PI-based control regulates the working pressure of the clutch, including:
acquiring the current oil temperature of the gearbox;
determining PI control parameters according to the current oil temperature of the gearbox and the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch;
and adjusting the working pressure of the clutch based on the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch and the PI control parameter.
Optionally, the PI control parameter includes a first PI control parameter and a second PI control parameter; determining PI control parameters according to the current oil temperature of the gearbox and the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch, wherein the PI control parameters comprise:
determining a first PI control parameter according to the difference value of the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch;
and determining a second PI control parameter according to the current oil temperature of the gearbox.
Optionally, determining a first PI control parameter according to a difference between a target rotation speed of the clutch output and a current rotation speed of the clutch output includes:
and determining a first PI control parameter corresponding to the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end through a first relation table or a first fitting curve, wherein the first relation table or the first fitting curve at least has the first PI control parameter corresponding to the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end in different rotating speed difference intervals.
Optionally, determining a second PI control parameter according to a current oil temperature of the transmission includes:
and determining a second PI control parameter corresponding to the current oil temperature of the gearbox through a second relation table or a second fitting curve, wherein the second relation table or the second fitting curve at least has the second PI control parameter corresponding to the current oil temperature of the gearbox in different temperature intervals.
In a second aspect of the present invention, there is provided a control device for adjusting a differential speed between two ends of a synchronizer based on a clutch, the control method for adjusting a differential speed between two ends of a synchronizer based on a clutch, comprising:
the first data acquisition module is configured to acquire the current rotating speed and the target gear of the wheel;
the calculation module is configured to determine a target rotating speed of the output end of the clutch according to the current rotating speed of wheels and the target gear;
a second data acquisition module configured to acquire a current rotational speed of the clutch output;
and the control module is configured to adjust the working pressure of the clutch when the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end does not belong to a preset range, and control the clutch to be separated until the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end belongs to the preset range.
In a third aspect of the present invention, there is provided a control system for adjusting a differential speed across a synchronizer based on a clutch, comprising:
the control device for adjusting the speed difference of the two ends of the synchronizer based on the clutch;
a first rotational speed sensor configured to acquire a current rotational speed of a wheel; and
a second speed sensor configured to acquire a current speed of the clutch output.
In a fourth aspect of the invention, an automobile is provided that includes the above-described control system for adjusting a differential speed across a synchronizer based on a clutch.
According to the technical scheme, the optimal target rotating speed output by the output end of the clutch when the transmission is in the target gear is determined through the wheel speed of the vehicle and the target gear, the working pressure of the clutch is controlled according to the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch acquired in real time, and the difference value between the actual rotating speed and the target rotating speed of the output end of the clutch is controlled within a set range, so that the rotating speed difference required to be synchronized at the two ends of the synchronizer during gear shifting is controlled, the requirement of the automatic transmission on the capacity of the synchronizer is further reduced, and the manufacturing cost of the automatic transmission.
Additional features and advantages of embodiments of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the embodiments of the invention without limiting the embodiments of the invention. In the drawings:
FIG. 1 is a flow chart of a method for controlling a synchronizer speed difference based on a clutch according to a preferred embodiment of the present invention;
FIG. 2 is a flow chart of clutch operating pressure control provided in a preferred embodiment of the present invention;
FIG. 3 is a schematic illustration of a transmission configuration provided in accordance with a preferred embodiment of the present invention;
fig. 4 is a schematic block diagram of a control device for adjusting a speed difference between two ends of a synchronizer based on a clutch according to a preferred embodiment of the present invention.
Description of the reference numerals
1-engine, 2-clutch, 3-driving gear, 4-gearbox input shaft, 5-synchronizer, 6-gearbox output shaft, 7-gear and 8-differential.
Detailed Description
The following detailed description of embodiments of the invention refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.
As shown in fig. 1 and 2, in a first aspect of the present embodiment, there is provided a control method for adjusting a differential speed between both ends of a synchronizer based on a clutch, including:
acquiring the current rotating speed and the target gear of a wheel; determining a target rotating speed of the output end of the clutch according to the current rotating speed of the wheels and the target gear; acquiring the current rotating speed of the output end of the clutch; and when the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch does not belong to the preset range, adjusting the working pressure of the clutch until the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch belongs to the preset range, and controlling the clutch to be separated.
Therefore, the optimal target rotating speed output by the output end of the clutch when the transmission is in the target gear is determined through the wheel speed and the target gear of the vehicle, the working pressure of the clutch is controlled according to the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch acquired in real time, and the difference value between the actual rotating speed and the target rotating speed of the output end of the clutch is controlled within the set range, so that the rotating speed difference required to be synchronized at the two ends of the synchronizer during gear shifting is controlled, the requirement of the automatic transmission on the capacity of the synchronizer is further reduced, and the manufacturing cost of the automatic transmission is reduced.
Specifically, as shown in fig. 3, the power output by the vehicle engine 1 is transmitted to the wheels through the transmission via the clutch 2, the working pressure of the clutch 2 refers to the pressure between the pressure plate and the driven plate, and the clutch 2 controls the friction between the driven plate and the engine flywheel by controlling the pressure between the pressure plate and the driven plate, so as to control the linkage state of the clutch 2, wherein the driven plate is also called as a clutch friction plate. The transmission process of the engine power is as follows: the friction plate of the clutch is combined with the engine flywheel into a whole through the extrusion action of the pressure plate, so that the power of the engine flywheel is transmitted to the friction plate, the friction plate is connected with an input shaft of the gearbox and transmits the power to an input shaft 4 of the gearbox, a driving gear 3 is arranged on the input shaft 4 of the gearbox, a gear 7 is arranged on an output shaft of the gearbox, the power transmitted by the input shaft 4 of the gearbox is transmitted to the corresponding gear 7 through the driving gear 3 and transmitted to an output shaft 6 of the gearbox through the gear 7, the power of the output shaft 6 of the gearbox is transmitted to a half shaft through a differential 8 and then transmitted to wheels through the. In the process of shifting gears, the synchronizer 5 is used for synchronizing the difference of the rotating speeds between the adjacent gear gears 7, specifically, the difference of the rotating speeds between the synchronizer gear sleeve and the gear 7 to be meshed is eliminated through a synchronizing ring of the synchronizer 5, so that the synchronizer gear sleeve can be smoothly meshed with the gear 7 to complete gear engagement, wherein the synchronizer gear sleeve is also called a combining sleeve, the structure and the synchronization principle of the synchronizer 5 are the prior art, and the structure and the synchronization principle are not described herein again. Since the synchronizer 5 is arranged on the gearbox output shaft 6, the rotational speed of the synchronizer sleeve is related to the rotational speed of the gearbox output shaft 6, the rotation speed of the output shaft 6 of the gearbox is related to the rotation speed of the input shaft 4 of the gearbox, and if the rotation speed difference between the synchronizer sleeve and the gear wheel 7 to be meshed is too large, the synchronizer 5 is required to have larger synchronization capacity, and further increases the manufacturing cost, therefore, the difference between the rotating speed of the input shaft 4 of the gearbox and the theoretical rotating speed of the gearbox when the gearbox is normally geared to the target gear needs to be controlled to be kept in a reasonable range, thereby avoiding the problem of overlarge requirement on the synchronous capacity caused by overlarge rotation speed difference of the two ends of the synchronizer 5, and because the rotation speed of the input shaft 4 of the gear box is related to the rotation speed of the output end of the clutch, and the rotating speed of the output end of the clutch is directly related to the friction force between the driven disc and the engine flywheel, therefore, the rotating speed of the output end of the clutch can be controlled by controlling the working pressure between the clutch pressure plate and the driven plate. When a vehicle runs, the current rotating speed of wheels and a target gear to be combined are obtained in real time, the theoretical rotating speed of a gearbox input shaft 4, namely the theoretical rotating speed of a clutch output end can be calculated by obtaining the current rotating speed of the wheels, the target gear and the transmission parameters of the vehicle when a synchronizer 5 is normally meshed with a gear 7 of the target gear, and the rotating speed is used as the target rotating speed of the clutch output end, namely the target synchronous rotating speed, wherein the rotating speed of the wheels is obtained through a wheel speed sensor; meanwhile, the current rotating speed of the output end of the clutch is obtained in real time through a rotating speed sensor, the working pressure between a clutch pressure plate and a driven plate is adjusted according to the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch, the rotating speed of the output end of the clutch is timely adjusted, the process is repeated, the current rotating speed of the output end of the clutch is obtained in real time, until the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch is within a preset range, the clutch 2 is opened, the driven plate of the clutch 2 is controlled to be separated from an engine flywheel, a synchronizer 5 is controlled by a gearbox to synchronize a gear 7 with a meshing gear of a target gear.
The difference between the target rotational speed of the clutch output and the current rotational speed of the clutch output may be a positive value or a negative value, and thus, when the difference between the target rotational speed of the clutch output and the current rotational speed of the clutch output does not fall within a preset range, the operating pressure of the clutch 2 is adjusted, including:
when the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch is a positive value and is greater than a first preset threshold value, increasing the working pressure of the clutch 2; and when the difference between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end is a negative value and the absolute value of the difference is larger than a second preset threshold value, reducing the working pressure of the clutch 2. For example, if the optimal preset range of the difference between the target rotation speed of the clutch output end and the current rotation speed of the clutch output end is preset to be ± 200r/min, assuming that the calculated target rotation speed of the clutch output end is 1200r/min, the current rotation speed of the clutch output end detected in real time is 900r/min, and the current rotation speed of the clutch output end is lower than the target rotation speed, the difference between the target rotation speed of the clutch output end and the current rotation speed of the clutch output end is 1200 and 900-, the synchronous capacity of the synchronizer 5 is exceeded, so that gear engagement abnormality and suspension and influence on the service life of the synchronizer 5 occur, and therefore, the working pressure between the clutch pressure plate and the driven plate needs to be increased to increase the rotating speed of the output end of the clutch, so that the rotating speed difference between the two ends of the synchronizer 5 is reduced, and the synchronizer 5 is ensured to be in the synchronous capacity. The working pressure control of the existing clutch 2 is realized by controlling hydraulic oil, and the working principle is as follows: in the process of combining the clutch 2, hydraulic oil enters one side of a clutch oil cylinder through an oil passage, the pressure plate is pushed by the piston to move towards the other side to compress the driven plate, and therefore the driving/driven side of the clutch realizes synchronous motion.
According to the engine power transmission process described above, the determining of the target rotation speed of the clutch output from the current rotation speed of the wheels and the target gear according to the present embodiment includes:
acquiring a gear transmission ratio and a differential transmission ratio corresponding to the target gear; determining a target rotating speed of the output end of the clutch based on the current rotating speed of the wheels, a gear transmission ratio corresponding to the target gear and a differential transmission ratio; the gear transmission ratio is the transmission ratio of the gearbox in the target gear, and the differential transmission ratio is the transmission ratio of the output end of the gearbox to wheels. The calculation expression is as follows: the clutch output target speed n is equal to the wheel speed v × the differential gear ratio r1 × the gear ratio r 2.
Preferably, in the present embodiment, the operating pressure of the clutch 2 is adjusted based on PI control; the PI control-based regulation of the operating pressure of the clutch 2 includes:
acquiring the current oil temperature of the gearbox; determining PI control parameters according to the current oil temperature of the gearbox and the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch; the operating pressure of the clutch 2 is adjusted based on the difference between the target rotational speed at the clutch output and the current rotational speed at the clutch output, and the PI control parameter. Therefore, the working pressure of the clutch 2 can be adjusted more accurately through PI control by dynamically setting the current oil temperature of the gearbox in different ranges and corresponding different PI control parameters when the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch is in different ranges.
The PI control parameters comprise a first PI control parameter and a second PI control parameter; determining PI control parameters according to the current oil temperature of the gearbox and the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch, wherein the PI control parameters comprise:
determining a first PI control parameter according to the difference value of the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch; and determining a second PI control parameter according to the current oil temperature of the gearbox. The first PI control parameter comprises a first proportional compensation coefficient P1 and a first integral compensation coefficient I1, and the second PI control parameter comprises a second proportional compensation coefficient P2 and a second integral compensation coefficient I2. Then, the target operating pressure calculation formula of the clutch is as follows:
target clutch operating pressure ═ Δ V × (P1+ P2) +. jΔ V × (I1+ I2) dt;
where Δ V represents the difference between the target rotational speed of the clutch output and the current rotational speed of the clutch output.
Preferably, the determining the first PI control parameter according to the difference between the target rotation speed of the clutch output and the current rotation speed of the clutch output includes:
and determining a first PI control parameter corresponding to the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end through a first relation table or a first fitting curve, wherein the first relation table or the first fitting curve at least has the first PI control parameter corresponding to the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end in different rotating speed difference intervals. When the difference value DeltaV between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end is in different ranges, a first proportional compensation coefficient P1 and a first integral compensation coefficient I1 which correspond to the DeltaV respectively are included in a pre-established first relation table, when the DeltaV is in the first range, a first proportional compensation coefficient P1 and a first integral compensation coefficient I1 which correspond to the DeltaV are different from a first proportional compensation coefficient P1 and a first integral compensation coefficient I1 which correspond to the DeltaV when the DeltaV is in the second range, namely the DeltaV is different, and a first proportional compensation coefficient P1 and a first integral compensation coefficient I1 are also different. Thus, after Δ V is obtained, the first proportional compensation coefficient P1 and the first integral compensation coefficient I1 can be determined by looking up the table.
Preferably, the second PI control parameter is determined according to a current oil temperature of the transmission, and includes:
and determining a second PI control parameter corresponding to the current oil temperature of the gearbox through a second relation table or a second fitting curve, wherein the second relation table or the second fitting curve at least has the second PI control parameter corresponding to the current oil temperature of the gearbox in different temperature intervals. Similarly, a second proportional compensation coefficient P2 and a second integral compensation coefficient I2 corresponding to the oil temperature of the gearbox at different temperature values or temperature intervals are pre-established, and after the current oil temperature of the gearbox is obtained through a temperature sensor, the second proportional compensation coefficient P2 and the second integral compensation coefficient I2 can be determined through table lookup.
As shown in fig. 4, in a second aspect of the present invention, there is provided a control device for adjusting a differential speed across a synchronizer based on a clutch, wherein the control method for adjusting a differential speed across a synchronizer based on a clutch includes:
the first data acquisition module is configured to acquire the current rotating speed and the target gear of the wheel;
the calculation module is configured to determine a target rotating speed of the output end of the clutch according to the current rotating speed of wheels and the target gear;
a second data acquisition module configured to acquire a current rotational speed of the clutch output;
and the control module is configured to adjust the working pressure of the clutch 2 when the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end does not belong to the preset range, and control the clutch 2 to be disengaged until the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end belongs to the preset range.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions. Each functional unit and module in the embodiments may be integrated in one processing unit, or each unit may exist alone physically, or two or more units are integrated in one unit, and the integrated unit may be implemented in a form of hardware, or in a form of software functional unit. In addition, specific names of the functional units and modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working processes of the units and modules in the system may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In a third aspect of the present invention, there is provided a control system for adjusting a differential speed across a synchronizer based on a clutch, comprising:
the control device for adjusting the speed difference of the two ends of the synchronizer based on the clutch;
a first rotational speed sensor configured to acquire a current rotational speed of a wheel; and
a second speed sensor configured to acquire a current speed of the clutch output.
In a fourth aspect of the invention, an automobile is provided that includes the above-described control system for adjusting a differential speed across a synchronizer based on a clutch.
In summary, in the present embodiment, the target speed difference windows at two ends of the synchronizer are dynamically set according to the real-time vehicle speed, and the target speed difference windows are set according to the actual synchronization capability of the synchronizer; the method comprises the steps of determining target working pressure of a clutch through PI control, dynamically setting PI control parameters, adjusting the working pressure of the clutch based on a difference value between an actual speed difference and a target speed difference at two ends of a synchronizer, setting corresponding proportion and integral coefficients for different speed differences, setting corresponding proportion and integral coefficients for different temperatures, and adjusting the speed differences at two ends of the synchronizer through controlling the working pressure of the clutch so that the speed differences at two ends of the synchronizer reach a speed difference range which can be synchronized by the synchronizer. By the method, the working pressure of the clutch can be dynamically regulated and controlled based on the PI control of the speed difference of the two ends of the synchronizer, so that the speed difference of the two ends of the synchronizer can be controlled within the range of the synchronizable speed difference of the current synchronizer in real time according to different synchronizers, the type selection of the synchronizer is not limited by the synchronizable speed difference and the synchronizability, the production cost is effectively reduced, and the flexibility of type selection of the synchronizer is improved.
While the embodiments of the present invention have been described in detail with reference to the accompanying drawings, the embodiments of the present invention are not limited to the details of the above embodiments, and various simple modifications can be made to the technical solution of the embodiments of the present invention within the technical idea of the embodiments of the present invention, and the simple modifications are within the scope of the embodiments of the present invention.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, the embodiments of the present invention will not be described separately for the various possible combinations.
In addition, any combination of the various embodiments of the present invention is also possible, and the same shall be considered as disclosed in the embodiments of the present invention as long as it does not depart from the spirit of the embodiments of the present invention.
Claims (10)
1. A control method for adjusting speed difference of two ends of a synchronizer based on a clutch is characterized by comprising the following steps:
acquiring the current rotating speed and the target gear of a wheel;
determining a target rotating speed of the output end of the clutch according to the current rotating speed of the wheel and the target gear;
acquiring the current rotating speed of the output end of the clutch;
and when the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch does not belong to the preset range, adjusting the working pressure of the clutch until the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch belongs to the preset range, and controlling the clutch to be separated.
2. The method for controlling a speed difference across a clutch-regulated synchronizer according to claim 1, wherein when a difference between a target speed of the clutch output and a current speed of the clutch output does not fall within a preset range, the regulating the operating pressure of the clutch comprises:
when the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch is a positive value and is greater than a first preset threshold value, increasing the working pressure of the clutch; and
and when the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch is a negative value and the absolute value of the difference value is greater than a second preset threshold value, reducing the working pressure of the clutch.
3. The method of claim 1, wherein determining a target speed of the clutch output based on the current speed of the vehicle and the target gear comprises:
acquiring a gear transmission ratio and a differential transmission ratio corresponding to the target gear;
determining a target rotating speed of the output end of the clutch based on the current rotating speed of the wheels, a gear transmission ratio corresponding to the target gear and a differential transmission ratio;
the gear transmission ratio is the transmission ratio of the gearbox in the target gear, and the differential transmission ratio is the transmission ratio of the output end of the gearbox to wheels.
4. The control method for regulating the speed difference between two ends of the synchronizer based on the clutch as claimed in claim 1, characterized in that the working pressure of the clutch is regulated based on PI control; the PI-based control regulates the working pressure of the clutch, including:
acquiring the current oil temperature of the gearbox;
determining PI control parameters according to the current oil temperature of the gearbox and the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch;
and adjusting the working pressure of the clutch based on the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch and the PI control parameter.
5. The method of claim 4, wherein the PI control parameters include a first PI control parameter and a second PI control parameter; determining PI control parameters according to the current oil temperature of the gearbox and the difference value between the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch, wherein the PI control parameters comprise:
determining a first PI control parameter according to the difference value of the target rotating speed of the output end of the clutch and the current rotating speed of the output end of the clutch;
and determining a second PI control parameter according to the current oil temperature of the gearbox.
6. The method of claim 5, wherein determining the first PI control parameter based on a difference between a target speed at the clutch output and a current speed at the clutch output comprises:
and determining a first PI control parameter corresponding to the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end through a first relation table or a first fitting curve, wherein the first relation table or the first fitting curve at least has the first PI control parameter corresponding to the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end in different rotating speed difference intervals.
7. The method of claim 5, wherein determining the second PI control parameter based on a current oil temperature of the transmission comprises:
and determining a second PI control parameter corresponding to the current oil temperature of the gearbox through a second relation table or a second fitting curve, wherein the second relation table or the second fitting curve at least has the second PI control parameter corresponding to the current oil temperature of the gearbox in different temperature intervals.
8. A control device for regulating the speed difference between two ends of a synchronizer based on a clutch, which applies the control method for regulating the speed difference between two ends of the synchronizer based on the clutch as claimed in any one of claims 1-7, characterized by comprising:
the first data acquisition module is configured to acquire the current rotating speed and the target gear of the wheel;
the calculation module is configured to determine a target rotating speed of the output end of the clutch according to the current rotating speed of wheels and the target gear;
a second data acquisition module configured to acquire a current rotational speed of the clutch output;
and the control module is configured to adjust the working pressure of the clutch when the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end does not belong to a preset range, and control the clutch to be separated until the difference value between the target rotating speed of the clutch output end and the current rotating speed of the clutch output end belongs to the preset range.
9. A control system for regulating speed difference between two ends of a synchronizer based on a clutch is characterized by comprising:
the control device for regulating a differential speed across a synchronizer based on a clutch of claim 8;
a first rotational speed sensor configured to acquire a current rotational speed of a wheel; and
a second speed sensor configured to acquire a current speed of the clutch output.
10. An automobile comprising the clutch-based control system for adjusting differential speed across a synchronizer of claim 9.
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