CN114046353A - Control method of electric control automatic gearbox - Google Patents
Control method of electric control automatic gearbox Download PDFInfo
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- CN114046353A CN114046353A CN202111472744.XA CN202111472744A CN114046353A CN 114046353 A CN114046353 A CN 114046353A CN 202111472744 A CN202111472744 A CN 202111472744A CN 114046353 A CN114046353 A CN 114046353A
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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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
- F16H2061/062—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for controlling filling of clutches or brake servos, e.g. fill time, fill level or pressure during filling
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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, in particular to a control method of an electric control automatic gearbox, which comprises the following steps: step one, gear shifting is requested, and a driver sends a gear shifting request; in the second oil supplementing stage, the current supplied by the clutch is promoted, oil is filled into the clutch, and the piston pushes the driven disc to move towards the driving disc; step three, in a sliding friction stage, the clutch is continuously lifted to supply current, the driven disc and the driving disc start to contact, and sliding friction is generated between the driven disc and the driving disc; step four, rapidly compressing, and rapidly lifting the clutch to supply current until the driven disc and the driving disc are changed from sliding friction to static friction; and step five, maintaining the current supplied to the clutch when the driven disc and the driving disc are in the static friction state in step four. The control method of the electric control automatic gearbox has the advantages of small shifting impact, comfortable operation, high reversing operation efficiency, short friction time of the F2 clutch and small heat productivity.
Description
Technical Field
The invention relates to the field of engineering machinery, in particular to a control method of an electric control automatic gearbox.
Background
The loader is a kind of earth and stone construction machinery widely used in highway, railway, building, water and electricity, port and mine, and is mainly used for shoveling and loading bulk materials such as soil, gravel, lime and coal, and also for light shoveling and digging of ore and hard soil. The different auxiliary working devices can be replaced to carry out bulldozing, hoisting and other material loading and unloading operations such as wood.
The working process of the loader clutch mainly comprises the steps of quick filling, prepressing, slope, pressing and the like, the severe working environment of the loader cannot be met, the problems of slow gear shifting reaction and large impact exist under different working conditions, and the loader clutch can not be controlled even in severe conditions, so that the driving comfort is influenced, the working efficiency is influenced, and the improvement is needed.
Disclosure of Invention
The invention aims to provide the control method of the electric control automatic gearbox, which has small gear shifting impact, is comfortable to operate and is suitable for various different complex working conditions, aiming at the problems.
In order to achieve the aim, the invention discloses a control method of an electric control automatic gearbox, which comprises the following steps:
step one, gear shifting is requested, and a driver sends a gear shifting request;
in the second oil supplementing stage, the current supplied by the clutch is promoted, oil is filled into the clutch, and the piston pushes the driven disc to move towards the driving disc;
step three, in a sliding friction stage, the clutch is continuously lifted to supply current, the driven disc and the driving disc start to contact, and sliding friction is generated between the driven disc and the driving disc;
step four, rapidly compressing, and rapidly lifting the clutch to supply current until the driven disc and the driving disc are changed from sliding friction to static friction;
and step five, maintaining the current supplied to the clutch when the driven disc and the driving disc are in the static friction state in step four.
By adopting the control method, multi-curve gear shifting can be realized, the control method is suitable for various different complex working conditions, the reversing operation efficiency can be improved, the clutch can be prevented from slipping in the F2 gear shifting process, automatic shifting of the automatic shifting gear is realized, such as shifting from F1 to F2 or shifting from F2 to F1, and the control method has the advantages of small shifting impact, comfortable operation, high reversing operation efficiency, short friction time of the F2 gear clutch and small heat productivity.
In the first step: when the engine is in an idling state, a driver sends a forward gear shifting or reverse gear shifting request.
In the third step, when the current gear ratio in the gearbox is smaller than the actual gear ratio, the current supplied by the clutch is gradually increased, and when the current gear ratio in the gearbox is equal to the actual gear ratio, the fourth step is carried out, or the fourth step is directly carried out after the duration time of the stage exceeds 1.5S.
In step four, the duration of this phase is less than or equal to 200 ms.
By adopting the method, when the engine is in an idle state and a driver sends a forward gear shifting or reverse gear shifting request, multi-curve gear shifting can be realized, the method is suitable for various different working conditions, and has the advantages of small gear shifting impact and comfortable operation.
Between step one and step two, the driver issues a speed-up request.
Between the third step and the fourth step, when the transmission ratio of the current gear in the gearbox is smaller than the actual transmission ratio, the current supplied by the clutch is gradually increased, and when the transmission ratio of the current gear in the gearbox is equal to the actual transmission ratio, the buffer holding stage is entered, or the buffer holding stage is directly entered after the duration time of the stage exceeds 1.5S;
and a buffer holding stage, wherein the current supply current of the current clutch is held, and the step four is carried out after the duration of the stage is less than or equal to 200 ms.
In step four, the duration of this phase is less than or equal to 200 ms.
After the driver sends the speed-raising request again after shifting gears, the method can realize multi-curve gear-shifting and is suitable for various different working conditions, and a buffer holding stage is additionally arranged between the third step and the fourth step to prevent the boosting from causing impact, so that the method has the advantages of small gear-shifting impact and comfortable operation.
In the first step: when the vehicle is in the F1 gear state, the driver makes a request for shifting to the R gear.
In the second step, the supply current of the R-range clutch is increased, and the supply current of the F1-range clutch is rapidly reduced, the stage is continued until the supply current of the R-range clutch is equal to the supply current of the F1-range clutch, and when the supply current of the R-range clutch is equal to the supply current of the F1-range clutch, the F1-range clutch enters the slipping stage.
In step three, when the current gear ratio in the gearbox is smaller than the actual ratio, the current supplied by the clutch is gradually increased, and the current supplied by the F1 gear clutch is reduced, and when the current gear ratio in the gearbox is equal to the actual ratio, the step four is carried out, or the step four is directly carried out after the duration of the stage exceeds 1.5S.
When the vehicle is in the F1 gear state and the driver requests to shift to the R gear, the method can improve the reversing operation efficiency and has the advantages of high reversing operation efficiency and comfortable operation.
In step one, the vehicle is in the F1 gear state, and the driver makes a shift to the F2 gear request.
In step two, the supply current of the F2 gear clutch is raised while the supply current of the F1 gear clutch is reduced, and this stage continues until the supply current of the F2 gear clutch is equal to the supply current of the F1 gear clutch, and step three is entered when the supply current of the F2 gear clutch is equal to the supply current of the F1 gear clutch.
In the third step and the fourth step, when the supply current of the F2 gear clutch is equal to the supply current of the F1 gear clutch, the supply current of the F2 gear is continuously increased, the F2 gear clutch enters a slipping phase and a quick pressing phase, the phases continue until the current vehicle speed is equal to the actual vehicle speed of the F2 gear, and the step five is performed when the current vehicle speed is equal to the actual vehicle speed of the F2 gear.
When the vehicle is in the F1 gear state and the driver requests to shift to the F2 gear, the method can prevent the clutch from slipping in the F2 gear upshift process, can realize automatic upshift and downshift, and has the advantages of short slipping time of the F2 gear clutch, small heat generation and comfortable operation.
In conclusion, the beneficial effects of the invention are as follows: the multi-curve gear shifting can be realized, the multi-curve gear shifting device is suitable for various different complex working conditions, the reversing operation efficiency can be improved, the clutch can be prevented from slipping in the process of shifting the F2 gear, automatic shifting of the F1 to F2 or shifting of the F2 to F1 is realized, and the multi-curve gear shifting device has the advantages of small shifting impact, comfortable operation, high reversing operation efficiency, short friction time of the F2 gear clutch and small heat productivity.
Drawings
FIG. 1 is a schematic diagram of the change in the current supplied to the clutch during a shift to a forward gear or a reverse gear request from the driver while the engine is idling;
FIG. 2 is a schematic diagram showing the change in the supply current to the clutch during the driver's request for an upshift after the shift;
FIG. 3 is a schematic diagram illustrating the change in clutch supply current during a shift to R gear request made by the driver while the vehicle is in gear F1;
FIG. 4 is a schematic diagram illustrating clutch supply current changes during a shift to F2 when the vehicle is in F1 gear;
fig. 5 is a schematic diagram of a transmission gear scheme of the gearbox.
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
The following is a description of preferred embodiments of the present invention with reference to the accompanying drawings.
An electric control automatic gearbox control method comprises the following steps:
step one, gear shifting is requested, and a driver sends a gear shifting request;
in the second oil supplementing stage, the current supplied by the clutch is promoted, oil is filled into the clutch, and the piston pushes the driven disc to move towards the driving disc;
step three, in a sliding friction stage, the clutch is continuously lifted to supply current, the driven disc and the driving disc start to contact, and sliding friction is generated between the driven disc and the driving disc;
step four, rapidly compressing, and rapidly lifting the clutch to supply current until the driven disc and the driving disc are changed from sliding friction to static friction;
and step five, maintaining the current supplied to the clutch when the driven disc and the driving disc are in the static friction state in step four. The maximum torque transmission of the clutch is ensured, and no slipping occurs.
By adopting the control method, multi-curve gear shifting can be realized, the control method is suitable for various different complex working conditions, the reversing operation efficiency can be improved, the clutch can be prevented from slipping in the F2 gear shifting process, automatic shifting of the automatic shifting gear is realized, such as shifting from F1 to F2 or shifting from F2 to F1, and the control method has the advantages of small shifting impact, comfortable operation, high reversing operation efficiency, short friction time of the F2 gear clutch and small heat productivity.
Example 1, with reference to figure 1, in step one: when the engine is in an idling state, a driver sends a forward gear shifting or reverse gear shifting request.
In the third step, when the current gear ratio in the gearbox is smaller than the actual gear ratio, the current supplied by the clutch is gradually increased, and when the current gear ratio in the gearbox is equal to the actual gear ratio, the fourth step is carried out, or the fourth step is directly carried out after the duration time of the stage exceeds 1.5S.
In step four, the duration of this phase is less than or equal to 200 ms. The friction plate is prevented from slipping.
By adopting the method, when the engine is in an idle state and a driver sends a forward gear shifting or reverse gear shifting request, multi-curve gear shifting can be realized, the method is suitable for various different working conditions, and has the advantages of small gear shifting impact and comfortable operation.
Referring to fig. 1, in the present embodiment, the shift curves may be arranged in both the shift curve 1 and shift curve 2 regions.
Embodiment 2, referring to fig. 2, between step one and step two, the driver issues a speed-up request.
Between the third step and the fourth step, when the transmission ratio of the current gear in the gearbox is smaller than the actual transmission ratio, the current supplied by the clutch is gradually increased, and when the transmission ratio of the current gear in the gearbox is equal to the actual transmission ratio, the buffer holding stage is entered, or the buffer holding stage is directly entered after the duration time of the stage exceeds 1.5S; in the friction sliding stage, the pressure is gradually increased, the higher the input rotating speed at the oil filling door is, the higher the required pressure is, the larger the slope of the curve is, and the larger the accelerator is, the shorter the time is, determined according to the size of the accelerator.
And a buffer holding stage, wherein the current supply current of the current clutch is held, and the step four is carried out after the duration of the stage is less than or equal to 200 ms.
In step four, the duration of this phase is less than or equal to 200 ms.
After the driver sends the speed-raising request again after shifting gears, the method can realize multi-curve gear-shifting and is suitable for various different working conditions, and a buffer holding stage is additionally arranged between the third step and the fourth step to prevent the boosting from causing impact, so that the method has the advantages of small gear-shifting impact and comfortable operation.
Referring to fig. 2, in the present embodiment, the shift curve may be set in both the shift curve 1 and shift curve 2 regions.
Example 3, referring to fig. 3, in step one: when the vehicle is in the F1 gear state, the driver makes a request for shifting to the R gear.
In the second step, the supply current of the R gear clutch is increased, and simultaneously the supply current of the F1 gear clutch is rapidly reduced, the stage continues until the supply current of the R gear clutch is equal to the supply current of the F1 gear clutch, when the supply current of the R gear clutch is equal to the supply current of the F1 gear clutch, the F1 gear clutch enters a slipping stage, and when the R reverse gear is supplemented with oil and the clutch clearance is eliminated, the F1 gear pressure is rapidly reduced to the R gear oil supplementing end pressure (namely, the cross pressure point).
In step three, when the current gear ratio in the gearbox is smaller than the actual ratio, the current supplied by the clutch is gradually increased, and the current supplied by the F1 gear clutch is reduced, and when the current gear ratio in the gearbox is equal to the actual ratio, the step four is carried out, or the step four is directly carried out after the duration of the stage exceeds 1.5S. When the gear R is slipping, the clutch of gear F1 is disengaged gradually (the pressure drops to 0bar, the current 100mA, the pressure of the solenoid valve is 0 bar).
In the quick compression phase, to improve the F1 gear responsiveness, the F1 gear pressure is increased to clutch back-up pressure.
When the vehicle is in the F1 gear state and the driver requests to shift to the R gear, the method can improve the reversing operation efficiency and has the advantages of high reversing operation efficiency and comfortable operation.
Embodiment 4, referring to fig. 4, in step one, the driver requests a shift to F2 gear while the vehicle is in the F1 gear state.
In step two, the supply current of the F2 gear clutch is raised while the supply current of the F1 gear clutch is reduced, and this stage continues until the supply current of the F2 gear clutch is equal to the supply current of the F1 gear clutch, and step three is entered when the supply current of the F2 gear clutch is equal to the supply current of the F1 gear clutch. When the F2 range is filled to remove the clutch lash, the F1 range pressure quickly drops to the R range fill end pressure (i.e., crossover pressure point).
In the third step and the fourth step, when the supply current of the F2 gear clutch is equal to the supply current of the F1 gear clutch, the supply current of the F2 gear is continuously increased, the F2 gear clutch enters a slipping phase and a quick pressing phase, the phases continue until the current vehicle speed is equal to the actual vehicle speed of the F2 gear, and the step five is performed when the current vehicle speed is equal to the actual vehicle speed of the F2 gear.
When F2 enters the rapid-compression phase, the F1 clutch is gradually disengaged (pressure drops to 0bar, current 100mA solenoid pressure is 0 bar). At the same time, to improve the F1 gear responsiveness, the F1 gear pressure is increased to the clutch back-up pressure.
The gear shifting curve of the R gear is the same as the gear shifting curve of the idling and the fuel filling door, and the pressure and the time are determined according to the size of the accelerator.
When the vehicle is in the F1 gear state and the driver requests to shift to the F2 gear, the method can prevent the clutch from slipping in the F2 gear upshift process, can realize automatic upshift and downshift, and has the advantages of short slipping time of the F2 gear clutch, small heat generation and comfortable operation.
When the vehicle is in the F2 gear state and a driver requests to shift to the F1 gear, the current of the F2 gear is rapidly reduced, and the F1 gear performs the steps from one to five according to the accelerator condition to complete the F1 boosting.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and substitutions can be made without departing from the technical principle of the present invention, and these modifications and substitutions should also be regarded as the protection scope of the present invention.
Claims (13)
1. A control method of an electric control automatic gearbox is characterized by comprising the following steps:
step one, gear shifting is requested, and a driver sends a gear shifting request;
in the second oil supplementing stage, the current supplied by the clutch is promoted, oil is filled into the clutch, and the piston pushes the driven disc to move towards the driving disc;
step three, in a sliding friction stage, the clutch is continuously lifted to supply current, the driven disc and the driving disc start to contact, and sliding friction is generated between the driven disc and the driving disc;
step four, rapidly compressing, and rapidly lifting the clutch to supply current until the driven disc and the driving disc are changed from sliding friction to static friction;
and step five, maintaining the current supplied to the clutch when the driven disc and the driving disc are in the static friction state in step four.
2. The control method of an electronically controlled automatic transmission according to claim 1, characterized in that in step one: when the engine is in an idling state, a driver sends a forward gear shifting or reverse gear shifting request.
3. The control method for an electronically controlled automatic transmission according to claim 2, characterized in that in step three, when the current gear ratio in the transmission is smaller than the actual gear ratio, the current supplied to the clutch is gradually increased, and when the current gear ratio in the transmission is equal to the actual gear ratio, step four is entered, or the duration of this stage exceeds 1.5S and then step four is entered directly.
4. A control method for an electronically controlled automatic transmission according to claim 2 or 3, characterised in that in step four, the phase duration is less than or equal to 200 ms.
5. An electronically controlled automatic transmission control method as recited in claim 1, wherein between step one and step two, the driver issues a speed increase request.
6. An electrically controlled automatic transmission control method according to claim 5, characterized in that between step three and step four, when the current gear ratio in the transmission is smaller than the actual ratio, the current supplied to the clutch is gradually increased, when the current gear ratio in the transmission is equal to the actual ratio, the buffer hold phase is entered, or the buffer hold phase is entered directly after the duration of the phase exceeds 1.5S;
and a buffer holding stage, wherein the current supply current of the current clutch is held, and the step four is carried out after the duration of the stage is less than or equal to 200 ms.
7. The method according to claim 6, wherein in step four, the duration of this phase is less than or equal to 200 ms.
8. The control method of an electronically controlled automatic transmission according to claim 1, characterized in that in step one: when the vehicle is in the F1 gear state, the driver makes a request for shifting to the R gear.
9. The control method of an electronically controlled automatic transmission according to claim 8, wherein in step two, the supply current of the R range clutch is raised while the supply current of the F1 range clutch is rapidly reduced, and this phase continues until the supply current of the R range clutch is equal to the supply current of the F1 range clutch, and when the supply current of the R range clutch is equal to the supply current of the F1 range clutch, the F1 range clutch enters the slip phase.
10. An electrically controlled automatic transmission control method according to claim 9, characterized in that in step three, when the current gear ratio in the transmission is smaller than the actual ratio, the supply current to the clutch is gradually increased while the supply current to the clutch of gear F1 is decreased, and when the current gear ratio in the transmission is equal to the actual ratio, step four is entered, or the phase is entered directly after the duration of the phase exceeds 1.5S.
11. The method of claim 1, wherein in step one, the vehicle is in a F1 gear state and the driver requests a shift to a F2 gear.
12. The control method of an electronically controlled automatic transmission according to claim 11, wherein in step two, the supply current of the F2 range clutch is raised while the supply current of the F1 range clutch is reduced, and this stage continues until the supply current of the F2 range clutch is equal to the supply current of the F1 range clutch, and step three is entered when the supply current of the F2 range clutch is equal to the supply current of the F1 range clutch.
13. The control method of an electronically controlled automatic transmission according to claim 12, characterized in that in step three and step four, when the supply current of the F2 gear clutch is equal to the supply current of the F1 gear clutch, the supply current of the F2 gear is continuously raised, the F2 gear clutch enters a slip phase and a rapid-hold phase, which continue until the current vehicle speed is equal to the actual vehicle speed of the F2 gear, and when the current vehicle speed is equal to the actual vehicle speed of the F2 gear, the step five is entered.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111472744.XA CN114046353B (en) | 2021-12-06 | 2021-12-06 | Control method of electric control automatic gearbox |
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| CN202111472744.XA CN114046353B (en) | 2021-12-06 | 2021-12-06 | Control method of electric control automatic gearbox |
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| CN114046353A true CN114046353A (en) | 2022-02-15 |
| CN114046353B CN114046353B (en) | 2023-03-21 |
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Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111577884A (en) * | 2020-05-28 | 2020-08-25 | 合肥工业大学 | Speed change control method for tillage operation of wheeled tractor |
| CN112049928A (en) * | 2020-09-16 | 2020-12-08 | 山推工程机械股份有限公司 | Bulldozer and electronic control gear shifting control method and device thereof |
| CN112628394A (en) * | 2021-02-18 | 2021-04-09 | 雷沃工程机械集团有限公司 | Control strategy for clutch of planetary gearbox of loader |
| CN112628395A (en) * | 2021-02-18 | 2021-04-09 | 雷沃工程机械集团有限公司 | Control strategy of proportional electromagnetic valve for loader planetary gearbox |
| CN112648367A (en) * | 2021-02-18 | 2021-04-13 | 雷沃工程机械集团有限公司 | Proportional electromagnetic valve current control method for planetary gearbox of loader |
| CN113074247A (en) * | 2021-05-08 | 2021-07-06 | 北京航空航天大学 | Gear shifting control method for changing intention in power gear shifting process |
-
2021
- 2021-12-06 CN CN202111472744.XA patent/CN114046353B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111577884A (en) * | 2020-05-28 | 2020-08-25 | 合肥工业大学 | Speed change control method for tillage operation of wheeled tractor |
| CN112049928A (en) * | 2020-09-16 | 2020-12-08 | 山推工程机械股份有限公司 | Bulldozer and electronic control gear shifting control method and device thereof |
| CN112628394A (en) * | 2021-02-18 | 2021-04-09 | 雷沃工程机械集团有限公司 | Control strategy for clutch of planetary gearbox of loader |
| CN112628395A (en) * | 2021-02-18 | 2021-04-09 | 雷沃工程机械集团有限公司 | Control strategy of proportional electromagnetic valve for loader planetary gearbox |
| CN112648367A (en) * | 2021-02-18 | 2021-04-13 | 雷沃工程机械集团有限公司 | Proportional electromagnetic valve current control method for planetary gearbox of loader |
| CN113074247A (en) * | 2021-05-08 | 2021-07-06 | 北京航空航天大学 | Gear shifting control method for changing intention in power gear shifting process |
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| CN114046353B (en) | 2023-03-21 |
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