CN113775748B - Control method and control system for vehicle power transmission device and engineering vehicle - Google Patents
Control method and control system for vehicle power transmission device and engineering vehicle Download PDFInfo
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- CN113775748B CN113775748B CN202111032004.4A CN202111032004A CN113775748B CN 113775748 B CN113775748 B CN 113775748B CN 202111032004 A CN202111032004 A CN 202111032004A CN 113775748 B CN113775748 B CN 113775748B
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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
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
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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
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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
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
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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
- F16H59/68—Inputs being a function of gearing status
- F16H59/70—Inputs being a function of gearing status dependent on the ratio established
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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
- F16H61/66—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 specially adapted for continuously variable gearings
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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
- F16H63/50—Signals to an engine or motor
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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
- F16H2059/366—Engine or motor speed
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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
- F16H61/66—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 specially adapted for continuously variable gearings
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention relates to the field of engineering machinery and discloses a control method and a control system of a vehicle power transmission device and an engineering vehicle. According to the control method and the control system of the vehicle power transmission device, when the vehicle runs in a vehicle section after an accelerator is loosened, the theoretical hydraulic speed ratio of a hydraulic transmission is calculated according to the actual vehicle speed, the actual rotating speed of an engine and the mechanical speed ratio corresponding to the current gear of the mechanical transmission; the hydraulic transmission is controlled to enable the vehicle to run at a speed smaller than the speed corresponding to the theoretical hydraulic speed ratio, the speed is reduced by dragging, and the situation that the engine provides power for a moment and drags backwards for a moment can not occur. According to the engineering vehicle provided by the invention, by adopting the control method of the vehicle power transmission device, the vehicle can be dragged backwards in a section to run at a reduced speed after the accelerator is loosened, no power is provided, and the situations that the engine provides power for a moment and drags backwards for a moment are avoided.
Description
Technical Field
The invention relates to the field of engineering machinery, in particular to a control method and a control system of a vehicle power transmission device and an engineering vehicle.
Background
The speed ratio of the multi-section hydraulic mechanical stepless speed changer is continuously variable in the section, and real-time accurate adjustment of the speed ratio can be realized. After the throttle is loosened in the section, the actual rotating speed of the engine generally drops according to a certain speed, in order to avoid sudden change of the vehicle speed, the speed ratio of the multi-section hydraulic mechanical stepless speed changer is generally calculated according to the actual vehicle speed, and the vehicle speed is reduced by using the reverse towing after the throttle of the whole vehicle is loosened, so that the hydraulic impact and the energy consumption are reduced.
The power source of the multi-section hydraulic mechanical stepless speed changer is the engine, so that the actual rotating speed of the engine after the throttle is loosened in the section is sometimes greater than the rotating speed for maintaining the multi-section hydraulic mechanical stepless speed changer to work according to the calculated speed ratio, sometimes less than the rotating speed for maintaining the multi-section hydraulic mechanical stepless speed changer to work according to the calculated speed ratio, sometimes equal to the rotating speed for maintaining the multi-section hydraulic mechanical stepless speed changer to work according to the calculated speed ratio, and therefore the actual rotating speed of the engine is not matched with the vehicle speed, and the hydraulic impact in the section is relatively large.
Disclosure of Invention
The invention aims to provide a control method and a control system of a vehicle power transmission device and an engineering vehicle, which can realize matching of actual rotating speed and vehicle speed of an engine in a rear section of a public throttle and reduce the vehicle speed by utilizing engine dragging.
In order to achieve the purpose, the invention adopts the following technical scheme:
a vehicle power transmission control method, the power transmission including an engine and a mechanical hydraulic transmission including a hydraulic transmission and a mechanical transmission, the hydraulic transmission and the mechanical transmission being powered by the engine; the vehicle power transmission device control method includes the steps of:
judging whether the section needs to be changed or not after the accelerator pedal is loosened;
if the section does not need to be changed, controlling the rotating speed of the engine to be reduced according to a set speed, and calculating the theoretical hydraulic speed ratio of the hydraulic transmission according to the actual vehicle speed, the actual rotating speed of the engine and the mechanical speed ratio corresponding to the current gear of the mechanical transmission;
and controlling the hydraulic transmission to enable the vehicle to run according to a speed smaller than the speed corresponding to the theoretical hydraulic speed ratio.
As a preferable aspect of the control method of the vehicular power transmitting apparatus, the step of calculating a theoretical hydraulic speed ratio of the hydraulic transmission based on an actual vehicle speed, an actual engine speed, and a mechanical speed ratio corresponding to a current shift position of the mechanical transmission includes:
calculating a total speed ratio according to the actual speed and the actual rotating speed of the engine, wherein the total speed ratio is the actual rotating speed of the engine: an actual vehicle speed;
and calculating a theoretical hydraulic speed ratio according to the total speed ratio and the mechanical speed ratio corresponding to the current gear of the mechanical transmission.
As a preferable aspect of the vehicle power transmission device control method, the step of controlling the hydraulic transmission so that the vehicle travels at a vehicle speed smaller than a vehicle speed corresponding to the theoretical hydraulic speed ratio includes:
calculating a target hydraulic speed ratio, wherein the target hydraulic speed ratio is a theoretical hydraulic speed ratio plus a calibration quantity;
and controlling the hydraulic transmission to enable the vehicle to run according to the speed corresponding to the target hydraulic speed ratio.
As a preferred technical scheme of the control method of the vehicle power transmission device, the corresponding calibration quantity is selected according to the current road condition of the vehicle and the current working condition of the vehicle.
As a preferable technical solution of the control method of the power transmission device of the vehicle, if a ratio of an actual opening degree of the accelerator pedal to a maximum opening degree of the accelerator pedal is less than 5%, the accelerator pedal is released;
and if the ratio of the actual opening degree of the accelerator pedal to the maximum opening degree of the accelerator pedal is not less than 5%, the accelerator pedal is not released.
As a preferable technical solution of the control method of the power transmission apparatus for a vehicle described above, after the accelerator pedal is released, if the vehicle is in a shifting process, a total speed ratio is calculated from an actual vehicle speed and an actual engine speed, a theoretical hydraulic speed ratio is calculated from the total speed ratio and a mechanical speed ratio corresponding to a target gear of the mechanical transmission, and the hydraulic transmission is controlled so that the vehicle travels at a vehicle speed corresponding to the theoretical hydraulic speed ratio.
As a preferable embodiment of the control method of the vehicle power transmission device, if the accelerator pedal is not released, the set vehicle speed is obtained according to the opening degree of the accelerator pedal, the theoretical hydraulic speed ratio is calculated according to the set vehicle speed and the actual engine speed, and the operation of the hydraulic transmission is controlled according to the theoretical hydraulic speed ratio.
A vehicle powertrain control system, the powertrain including an engine and a mechanical hydraulic transmission, the mechanical hydraulic transmission including a hydrodynamic transmission and a mechanical transmission, the hydrodynamic transmission and the mechanical transmission being powered by the engine; the vehicle power transmission device control system includes:
the accelerator pedal judging module is used for judging whether the accelerator pedal is loosened or not;
the section changing judging module is used for judging whether the section needs to be changed or not;
and the range-changing control module is used for controlling the rotating speed of the engine to be reduced according to a set speed when the accelerator pedal is released and the vehicle does not need to be changed, meanwhile, calculating a theoretical hydraulic speed ratio of the hydraulic transmission according to the actual vehicle speed, the actual rotating speed of the engine and the mechanical speed ratio corresponding to the current gear of the mechanical transmission, and controlling the hydraulic transmission to enable the vehicle to run according to the vehicle speed which is smaller than the vehicle speed corresponding to the theoretical hydraulic speed ratio.
As a preferred technical solution of the above vehicle power transmission device control system, the range-changing control module is further configured to calculate a total speed ratio according to an actual vehicle speed and an actual engine speed when the accelerator pedal is released and the vehicle is in a range-changing process, calculate a theoretical hydraulic speed ratio according to the total speed ratio and a mechanical speed ratio corresponding to a target gear of the mechanical transmission, and control the hydraulic transmission to enable the vehicle to run at a vehicle speed corresponding to the theoretical hydraulic speed ratio.
The invention also provides an engineering vehicle and a control method of the vehicle power transmission device.
The invention has the beneficial effects that: according to the control method and the control system of the vehicle power transmission device, when the vehicle runs in a vehicle section after an accelerator is loosened, the theoretical hydraulic speed ratio of a hydraulic transmission is calculated according to the actual vehicle speed, the actual rotating speed of an engine and the mechanical speed ratio corresponding to the current gear of the mechanical transmission; the hydraulic transmission is controlled to enable the vehicle to run at a speed smaller than the speed corresponding to the theoretical hydraulic speed ratio, the speed is reduced by dragging, and the engine cannot provide power for a moment and cannot drag the moment.
According to the engineering vehicle provided by the invention, by adopting the control method of the vehicle power transmission device, the vehicle can be dragged backwards in a section to run at a reduced speed after the accelerator is loosened, no power is provided, and the situations that the engine provides power for a moment and drags backwards for a moment are avoided.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
Fig. 1 is a flowchart of a control method of a vehicular power transmitting apparatus according to an embodiment of the present invention.
Detailed Description
In order to make the technical problems solved, the technical solutions adopted and the technical effects achieved by the present invention clearer, the technical solutions of the present invention are further described below by way of specific embodiments with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some but not all of the elements associated with the present invention are shown in the drawings.
Example one
The embodiment provides a control method of a vehicle power transmission device, wherein the power transmission device comprises an engine and a mechanical hydraulic transmission, the mechanical hydraulic transmission comprises a hydraulic transmission and a mechanical transmission, and the hydraulic transmission and the mechanical transmission are powered by the engine. The mechanical hydraulic transmission can be a multi-stage hydraulic mechanical stepless transmission capable of realizing stepless speed change in the prior art, the structure of the mechanical hydraulic transmission is not specifically described here, and the control method of the vehicle power transmission device provided by the embodiment is suitable for the power transmission device adopting the multi-stage hydraulic mechanical stepless transmission.
Fig. 1 is a flowchart of a control method of a vehicular power transmitting apparatus according to the present embodiment, and the control method of the vehicular power transmitting apparatus will be described in detail with reference to fig. 1.
And S1, judging whether the accelerator pedal is loosened, if not, executing S2, and if so, executing S3.
Acquiring the opening degree of an accelerator pedal in real time, and when the ratio of the opening degree of the accelerator pedal to the maximum opening degree of the accelerator pedal is less than 5%, determining that the accelerator pedal is loosened; and when the ratio of the opening degree of the accelerator pedal to the maximum opening degree of the accelerator pedal is greater than or equal to 5%, the accelerator pedal is not released.
And S2, acquiring a set vehicle speed according to the opening degree of an accelerator pedal, calculating a theoretical hydraulic speed ratio according to the set vehicle speed and the actual rotating speed of the engine, and controlling the hydraulic transmission to work according to the theoretical hydraulic speed ratio.
A corresponding relation table exists between the opening degree of the accelerator pedal and the set vehicle speed, the corresponding relation table is obtained through repeated tests, the opening degree of the accelerator pedal is obtained in real time, and the set vehicle speed is obtained according to the opening degree table look-up of the accelerator pedal.
As for the manner of calculating the theoretical hydraulic speed ratio based on the set vehicle speed and the actual engine speed, a manner commonly used in the art is adopted, and will not be described in detail. It should be noted that, when the hydraulic transmission is controlled to operate according to the theoretical hydraulic speed ratio, the vehicle speed may be a vehicle speed corresponding to the theoretical hydraulic speed ratio, and the theoretical hydraulic speed ratio may also be optimized to obtain an optimized hydraulic speed ratio, so as to control the hydraulic transmission to operate according to the optimized hydraulic speed ratio.
S3, judging whether segment replacement is needed; if not, executing S4, if yes, executing S5;
how to judge whether segment replacement is needed is the prior art and is not described in detail here.
And S4, controlling the rotating speed of the engine to decrease according to a set speed, calculating a theoretical hydraulic speed ratio of the hydraulic transmission according to the actual vehicle speed, the actual rotating speed of the engine and the mechanical speed ratio corresponding to the current gear of the mechanical transmission, and controlling the hydraulic transmission to enable the vehicle to run according to the vehicle speed smaller than the vehicle speed corresponding to the theoretical hydraulic speed ratio.
Specifically, S41, a total speed ratio is calculated from the actual vehicle speed and the actual engine speed, the total speed ratio being the actual engine speed: the actual vehicle speed.
And S42, calculating a theoretical hydraulic speed ratio according to the total speed ratio and the mechanical speed ratio corresponding to the current gear of the mechanical transmission.
It should be noted that the speed ratio corresponding to each gear of the mechanical transmission is a fixed value, and the way of calculating the theoretical hydraulic speed ratio according to the total speed ratio and the mechanical speed ratio corresponding to the current gear of the mechanical transmission depends on the specific structure of the mechanical hydraulic transmission. For example, when the engine is connected to a hydraulic transmission, the hydraulic transmission is connected to a mechanical transmission via a clutch, and the mechanical transmission drives wheels to travel, the total speed ratio is a hydraulic speed ratio × a mechanical speed ratio.
And S43, calculating a target hydraulic speed ratio, wherein the target hydraulic speed ratio is the theoretical hydraulic speed ratio plus a calibration quantity.
And S44, controlling the hydraulic transmission to drive the vehicle according to the vehicle speed corresponding to the target hydraulic speed ratio.
In order to realize that the engine is completely in a back dragging state and does not provide power when the engine runs in the rear section with the throttle loosened, a standard quantity is added on the basis of a theoretical hydraulic speed ratio to obtain a target hydraulic speed ratio, so that when the hydraulic transmission works, a vehicle runs according to the vehicle speed corresponding to the target hydraulic speed ratio to realize that the vehicle speed is gradually reduced, the vehicle speed is reduced by dragging, and the engine cannot provide power for a moment and drag for a moment.
In order to ensure that the vehicle speed does not drop too fast or too slow when the hydraulic transmission is controlled to work according to the target hydraulic speed ratio, the calibration quantity needs to be limited. However, because the current road condition of the vehicle and the current working condition of the vehicle can influence the speed reduction rate of the vehicle, for example, the road condition with large resistance can make the speed reduction rate of the vehicle relatively larger, and for the road condition with small resistance, the speed reduction rate of the vehicle can be relatively smaller; the relation table among the road condition, the vehicle working condition and the standard quantity can be determined through repeated tests, and when the vehicle is actually controlled to run, the corresponding standard quantity is selected according to the current road condition of the vehicle and the current working condition of the vehicle.
It should be noted that, because the rotation speed of the engine is continuously changed, the theoretical hydraulic speed ratio of the hydraulic transmission needs to be calculated in real time according to the actual vehicle speed, the actual rotation speed of the engine and the mechanical speed ratio corresponding to the current gear of the mechanical transmission, and the hydraulic transmission is controlled, so that the vehicle runs at a speed lower than the vehicle speed corresponding to the theoretical hydraulic speed ratio.
And S5, calculating a total speed ratio according to the actual vehicle speed and the actual engine speed, calculating a theoretical hydraulic speed ratio according to the total speed ratio and the mechanical speed ratio corresponding to the target gear of the mechanical transmission, and controlling the hydraulic transmission to enable the vehicle to run according to the vehicle speed corresponding to the theoretical hydraulic speed ratio.
The method of calculating the theoretical hydraulic speed ratio in the throttle release post-shifting process is the same as the method of calculating the theoretical hydraulic speed ratio in step S4 described above, and a description thereof will not be repeated. However, for example, the engine is connected to the hydraulic transmission, and the hydraulic transmission is connected to the mechanical transmission through the clutch, when the gear shifting is performed, the clutch needs to be disconnected, that is, the power transmission between the hydraulic transmission and the mechanical transmission is cut off, then the mechanical transmission is shifted, and after the gear shifting of the mechanical transmission is completed, the clutch is engaged to realize the power transmission between the hydraulic transmission and the mechanical transmission. After the clutch is disconnected, the theoretical hydraulic speed ratio is calculated according to the total speed ratio and the mechanical speed ratio corresponding to the target gear of the mechanical transmission, so that when the clutch is combined after the mechanical transmission is shifted, the rotating speeds of two ends of the clutch are the same, and shifting impact is avoided.
In the present embodiment, the target gear refers to a gear that is one step lower than the current gear of the mechanical transmission. It should be noted that after the above steps S4 and S5 are executed, the process returns to step S1.
The hydraulic transmission is controlled to work according to the theoretical hydraulic speed ratio, the rotating speed of the engine calculated according to the actual speed and the total speed ratio of the mechanical hydraulic transmission can be kept synchronous with the actual rotating speed of the engine, the rotating speeds of two ends of the clutch are the same in the section changing process, and the section changing process is smoother.
The embodiment also provides an engineering vehicle, and by adopting the control method of the vehicle power transmission device, the vehicle can be dragged backwards in a section to run at a reduced speed after the accelerator is loosened, and does not provide power, so that the situations that the engine provides power for a moment and drags backwards for a moment are avoided; the rotating speeds at two ends of the clutch are the same in the process of changing the section after the throttle is loosened, the section is changed smoothly, and the gear shifting impact is avoided.
Example two
The embodiment provides a vehicle power transmission device control system for implementing the vehicle power transmission device control method provided in the first embodiment.
The control system of the vehicle power transmission device provided by the embodiment comprises an accelerator pedal judgment module, a section changing judgment module and a section changing control module, wherein the accelerator pedal judgment module is used for judging whether an accelerator pedal is loosened; the section changing judgment module is used for judging whether the section needs to be changed or not; the range-changing control module is used for controlling the rotating speed of the engine to decrease according to a set speed when the accelerator pedal is released and the vehicle does not need range changing, meanwhile, calculating a theoretical hydraulic speed ratio of the hydraulic transmission according to the actual vehicle speed, the actual rotating speed of the engine and the mechanical speed ratio corresponding to the current gear of the mechanical transmission, and controlling the hydraulic transmission to enable the vehicle to run according to a vehicle speed smaller than the vehicle speed corresponding to the theoretical hydraulic speed ratio.
The range-changing control module is also used for calculating a total speed ratio according to the actual speed and the actual rotating speed of the engine when the accelerator pedal is released and the vehicle is in the range-changing process, calculating a theoretical hydraulic speed ratio according to the total speed ratio and the mechanical speed ratio corresponding to the target gear of the mechanical transmission, and controlling the hydraulic transmission to enable the vehicle to run according to the vehicle speed corresponding to the theoretical hydraulic speed ratio.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Claims (6)
1. A vehicle power transmission control method, the power transmission including an engine and a mechanical hydraulic transmission including a hydraulic transmission and a mechanical transmission, the hydraulic transmission and the mechanical transmission being powered by the engine; characterized in that the vehicle power transmission device control method includes the steps of:
judging whether the section needs to be changed or not after the accelerator pedal is loosened;
if the section does not need to be changed, controlling the rotating speed of the engine to be reduced according to a set speed, and calculating the theoretical hydraulic speed ratio of the hydraulic transmission according to the actual vehicle speed, the actual rotating speed of the engine and the mechanical speed ratio corresponding to the current gear of the mechanical transmission;
controlling the hydraulic transmission to enable the vehicle to run at a speed smaller than the speed corresponding to the theoretical hydraulic speed ratio;
the step of calculating the theoretical hydraulic speed ratio of the hydraulic transmission according to the actual vehicle speed, the actual engine speed and the mechanical speed ratio corresponding to the current gear of the mechanical transmission comprises the following steps:
calculating a total speed ratio according to the actual speed and the actual rotating speed of the engine, wherein the total speed ratio is the actual rotating speed of the engine: an actual vehicle speed;
calculating a theoretical hydraulic speed ratio according to the total speed ratio and a mechanical speed ratio corresponding to the current gear of the mechanical transmission;
the step of controlling the hydraulic transmission to enable the vehicle to run at a speed smaller than the speed corresponding to the theoretical hydraulic speed ratio comprises the following steps:
calculating a target hydraulic speed ratio, wherein the target hydraulic speed ratio is a theoretical hydraulic speed ratio plus a calibration quantity;
and controlling the hydraulic transmission to enable the vehicle to run according to the speed corresponding to the target hydraulic speed ratio.
2. The method of claim 1, wherein the corresponding calibration amount is selected based on a current road condition of the vehicle and a current operating condition of the vehicle.
3. The vehicle power transmission device control method according to claim 1, characterized in that if a ratio of an actual opening degree of the accelerator pedal to a maximum opening degree of the accelerator pedal is less than 5%, the accelerator pedal is released;
and if the ratio of the actual opening degree of the accelerator pedal to the maximum opening degree of the accelerator pedal is not less than 5%, the accelerator pedal is not released.
4. The vehicle power transmission device control method according to claim 1, wherein if the vehicle is in a shifting process after the accelerator pedal is released, a total speed ratio is calculated from an actual vehicle speed and an actual engine speed, a theoretical hydraulic speed ratio is calculated from the total speed ratio and a mechanical speed ratio corresponding to a target gear of the mechanical transmission, and the hydraulic transmission is controlled so that the vehicle travels at a vehicle speed corresponding to the theoretical hydraulic speed ratio.
5. The vehicle power transmission device control method according to claim 1, wherein if the accelerator pedal is not released, a set vehicle speed is obtained from an opening degree of the accelerator pedal, a theoretical hydraulic speed ratio is calculated from the set vehicle speed and an actual engine speed, and the operation of the hydraulic transmission is controlled based on the theoretical hydraulic speed ratio.
6. A working vehicle characterized by employing the vehicular power transmitting apparatus control method according to any one of claims 1 to 5.
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| JP2004011779A (en) * | 2002-06-07 | 2004-01-15 | Komatsu Forklift Co Ltd | Travel control device for industrial vehicle |
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| CN107100979A (en) * | 2017-04-13 | 2017-08-29 | 祁晋 | A kind of new automobile fluid torque-converter and the automobile with the fluid torque-converter |
| CN107697060A (en) * | 2016-08-08 | 2018-02-16 | 福特全球技术公司 | The deceleration for being used for motor vehicle driven by mixed power during pulling controls |
| CN110762201A (en) * | 2018-07-25 | 2020-02-07 | 广州汽车集团股份有限公司 | Method and system for eliminating impact between driving wheel and driven wheel of transmission |
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2021
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004011779A (en) * | 2002-06-07 | 2004-01-15 | Komatsu Forklift Co Ltd | Travel control device for industrial vehicle |
| CN101529128A (en) * | 2006-11-30 | 2009-09-09 | Tcm株式会社 | Speed change control system for industrial vehicle |
| CN106438980A (en) * | 2015-08-04 | 2017-02-22 | 中国第汽车股份有限公司 | Starting control method for mechanical type automatic transmission with hydrodynamic torque converter |
| CN107697060A (en) * | 2016-08-08 | 2018-02-16 | 福特全球技术公司 | The deceleration for being used for motor vehicle driven by mixed power during pulling controls |
| CN107100979A (en) * | 2017-04-13 | 2017-08-29 | 祁晋 | A kind of new automobile fluid torque-converter and the automobile with the fluid torque-converter |
| CN110762201A (en) * | 2018-07-25 | 2020-02-07 | 广州汽车集团股份有限公司 | Method and system for eliminating impact between driving wheel and driven wheel of transmission |
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