CN114233846A - Vehicle anti-gear-off control method and device, gearbox control unit and storage medium - Google Patents
Vehicle anti-gear-off control method and device, gearbox control unit and storage medium Download PDFInfo
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- CN114233846A CN114233846A CN202111540905.4A CN202111540905A CN114233846A CN 114233846 A CN114233846 A CN 114233846A CN 202111540905 A CN202111540905 A CN 202111540905A CN 114233846 A CN114233846 A CN 114233846A
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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
- F16H61/22—Locking of the control input devices
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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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Abstract
The application provides a vehicle anti-gear-off control method and device, a gearbox control unit and a storage medium, and relates to the technical field of vehicle control. Applied to a vehicle, the method comprising: determining the moving distance of a gear shifting fork shaft in a gear shifting actuating mechanism assembly when a vehicle runs according to the information acquired by the position acquisition unit, wherein the position acquisition unit is arranged on a gear shifting actuating mechanism of the vehicle; determining whether the vehicle is about to be out of gear or not according to the moving distance of the gear shifting fork shaft and whether a vehicle gear shifting command is received or not; and if so, controlling the gear shifting executing mechanism to move according to the moving distance and the previous gear before gear shifting. The scheme can solve the problem of gear disengagement of the vehicle in the driving process of accelerating suddenly, decelerating suddenly or driving on bumpy roads and the like, thereby improving the driving safety of the vehicle.
Description
Technical Field
The invention relates to the technical field of vehicle control, in particular to a vehicle anti-gear-off control method and device, a gearbox control unit and a storage medium.
Background
The gear-off refers to that the transmission is automatically shifted back to neutral from a certain gear during the running of the vehicle. The gear-shifting mainly occurs when the vehicle accelerates suddenly, decelerates suddenly or runs on a bumpy road. If the vehicle suddenly takes place the gear-off phenomenon in high speed or climbing driving, lead to the power interruption, can cause serious traffic accident. Therefore, the method has important practical significance for solving the problem of vehicle gear-off.
At present, the common problem of vehicle gear-off is solved by changing a mechanical structure, and the main methods are as follows: 1. the gear and the meshing sleeve are meshed by inverted cone teeth, and the gear sleeve is always subjected to dragging force in the gear direction, namely gear retaining force, due to the design structure of the inverted cone teeth; 2. the anti-disengaging structure for the positioning groove of the shift fork shaft increases the gear self-locking force when the shift fork shaft is in a gear or neutral state so as to prevent the vehicle from disengaging.
However, the existing mechanical structure improvement reduces the gear-disengaging frequency, and the gear-disengaging phenomenon still occurs when the vehicle is accelerated or decelerated suddenly or runs on a bumpy road surface, so that the gear-disengaging problem of the vehicle cannot be solved completely.
Disclosure of Invention
The present invention aims to provide a method and a device for controlling a vehicle to prevent gear-off, a transmission control unit and a storage medium, so as to solve the problem of gear-off during the driving process of the vehicle such as rapid acceleration, rapid deceleration or bumpy road surface, thereby improving the driving safety of the vehicle.
In order to achieve the above purpose, the technical solutions adopted in the embodiments of the present application are as follows:
in a first aspect, an embodiment of the present application provides a vehicle anti-gear-off control method, which is applied to a vehicle, and includes:
determining the moving distance of a gear shifting fork shaft in a gear shifting actuating mechanism assembly when a vehicle runs according to information acquired by a position acquisition unit, wherein the position acquisition unit is arranged on a gear shifting actuating mechanism of the vehicle;
determining whether the vehicle is about to be out of gear according to the moving distance of the gear shifting fork shaft and whether a vehicle gear shifting command is received;
and if so, controlling the gear shifting executing mechanism to move according to the moving distance and the previous gear before gear shifting.
In one possible implementation, the determining whether the vehicle is about to be out of gear according to the moving distance of the shift fork shaft and whether a vehicle shift instruction is received comprises:
and if the moving distance of the gear shifting fork shaft is greater than a preset threshold value and the vehicle gear shifting instruction is not received, determining that the vehicle is about to be out of gear.
In one possible implementation manner, the method further includes:
and if the moving distance of the gear shifting fork shaft is greater than the preset threshold value and the vehicle gear shifting instruction is received, determining that the vehicle is normally shifted.
In one possible implementation, the controlling the shift actuator to move according to the moving distance and the previous gear immediately before the gear-out includes:
and controlling the gear shifting actuating mechanism to move the moving distance towards the previous gear position before the gear is shifted out.
In one possible implementation, the position acquisition unit is a displacement sensor;
the information according to position acquisition unit collection, confirm the vehicle when the driving shift the shift distance of the declutch shift shaft in the actuating mechanism assembly that shifts, include:
acquiring a first distance detected by the displacement sensor;
and taking the first distance as the moving distance of the gear shifting fork shaft.
In a possible implementation, if the position acquisition unit is an angle sensor;
the information according to position acquisition unit collection, confirm the vehicle when the driving shift the shift distance of the declutch shift shaft in the actuating mechanism assembly that shifts, include:
acquiring a rotation angle detected by the angle sensor;
calculating a second distance according to the rotation angle and the rotation radius of the upper shifting block of the gear shifting actuating mechanism;
and taking the second distance as the moving distance.
In a second aspect, an embodiment of the present application further provides a vehicle anti-disengagement control device, which is applied to a vehicle, and the device includes:
the determining module is used for determining the moving distance of a gear shifting fork shaft in a gear shifting actuating mechanism assembly when a vehicle runs according to the information acquired by the position acquiring unit, wherein the position acquiring unit is arranged on the gear shifting actuating mechanism of the vehicle; determining whether the vehicle is about to be out of gear according to the moving distance of the gear shifting fork shaft and whether a vehicle gear shifting command is received;
and the control module is used for controlling the gear shifting executing mechanism to move according to the moving distance and the previous gear to be out of gear if the gear shifting executing mechanism is in the gear shifting state.
In a possible implementation manner, the determining module is further configured to:
and if the moving distance of the gear shifting fork shaft is greater than a preset threshold value and the vehicle gear shifting instruction is not received, determining that the vehicle is about to be out of gear.
In a possible implementation manner, the determining module is further configured to:
and if the moving distance of the gear shifting fork shaft is greater than the preset threshold value and the vehicle gear shifting instruction is received, determining that the vehicle is normally shifted.
In one possible implementation manner, the control module is further configured to:
and controlling the gear shifting actuating mechanism to move the moving distance towards the previous gear position before the gear is shifted out.
In one possible implementation, the position acquisition unit is a displacement sensor;
the determining module is further configured to:
acquiring a first distance detected by the displacement sensor;
and taking the first distance as the moving distance of the gear shifting fork shaft.
In a possible implementation, if the position acquisition unit is an angle sensor;
the determining module is further configured to:
acquiring a rotation angle detected by the angle sensor;
calculating a second distance according to the rotation angle and the rotation radius of the upper shifting block of the gear shifting actuating mechanism;
and taking the second distance as the moving distance.
In a third aspect, an embodiment of the present application provides a transmission control unit, including: a processor, a memory and a bus, the memory storing machine readable instructions executable by the processor, the processor and the memory communicating over the bus when the transmission control unit is operating, the processor executing the machine readable instructions to perform the steps of the vehicle anti-gear control method as described in the first aspect above.
In a fourth aspect, embodiments of the present application provide a computer-readable storage medium having a computer program stored thereon, where the computer program is executed by a processor to perform the steps of the vehicle anti-gear-out control method according to the first aspect.
The beneficial effect of this application is:
the embodiment of the application provides a vehicle gear-out prevention control method, a vehicle gear-out prevention control device, a gearbox control unit and a storage medium, which are applied to a vehicle, wherein the method comprises the following steps: determining the moving distance of a gear shifting fork shaft in a gear shifting actuating mechanism assembly when a vehicle runs according to the information acquired by the position acquisition unit, wherein the position acquisition unit is arranged on a gear shifting actuating mechanism of the vehicle; determining whether the vehicle is about to be out of gear or not according to the moving distance of the gear shifting fork shaft and whether a vehicle gear shifting command is received or not; and if so, controlling the gear shifting executing mechanism to move according to the moving distance and the previous gear before gear shifting. The technical scheme is that information collected by a position collecting unit on a gear shifting executing mechanism is transmitted to a gearbox control unit on a vehicle in real time, the gearbox control unit determines the moving distance of a gear shifting fork shaft in a gear shifting executing mechanism assembly when the vehicle is running according to the information collected by the position collecting unit, if the gearbox control unit determines that the vehicle is about to be out of gear according to the moving distance of the gear shifting fork shaft and whether a vehicle gear shifting command is received currently, the gearbox control unit controls the gear shifting executing mechanism to act according to the moving distance of the gear shifting fork shaft and a previous gear before the vehicle is about to be out of gear, and the gear shifting fork shaft is pushed back to the position of the previous gear before the gear is about to be out of gear, so that the previous gear is kept. Therefore, the problem of gear-off in the running process of the vehicle is solved, and the phenomenon that the vehicle is suddenly gear-off under the conditions of rapid acceleration, rapid deceleration or bumpy road surface and the like is effectively avoided, so that the running safety of the vehicle is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
FIG. 1 is a schematic view of a reverse tapered tooth structure in an automobile anti-derailment mechanical structure in the prior art;
FIG. 2 is a schematic diagram of a positioning groove structure of a fork shaft in an anti-disengagement mechanical structure of an automobile in the prior art;
FIG. 3 is a schematic structural diagram of a transmission control unit according to an embodiment of the present disclosure;
FIG. 4 is a schematic flow chart illustrating a method for controlling vehicle anti-derailment according to an embodiment of the present disclosure;
FIG. 5 is a schematic view of an out-of-gear position in a positioning groove structure of a fork shaft according to an embodiment of the present disclosure;
FIG. 6 is a schematic flow chart illustrating yet another method for controlling vehicle anti-derailment according to an embodiment of the present application;
FIG. 7 is a schematic flow chart illustrating another method for controlling vehicle anti-derailment according to an embodiment of the present disclosure;
fig. 8 is a schematic structural diagram of a vehicle anti-derailment control device according to an embodiment of the present application.
Icon: 1/2-gear position gear; 3-an engaging sleeve; 4-a shift actuator assembly; 41-a shift actuator; 42-shift rail; 43-gear self-locking spring and steel ball; 44-shift fork.
Detailed Description
In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it should be understood that the drawings in the present application are for illustrative and descriptive purposes only and are not used to limit the scope of protection of the present application. Additionally, it should be understood that the schematic drawings are not necessarily drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of the present application. It should be understood that the operations of the flow diagrams may be performed out of order, and steps without logical context may be performed in reverse order or simultaneously. One skilled in the art, under the guidance of this application, may add one or more other operations to, or remove one or more operations from, the flowchart.
In addition, the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, presented in the accompanying drawings, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present application without making any creative effort, shall fall within the protection scope of the present application.
It should be noted that in the embodiments of the present application, the term "comprising" is used to indicate the presence of the features stated hereinafter, but does not exclude the addition of further features.
First, before the technical solutions provided in the present application are explained in detail, the related background related to the present application will be briefly explained.
At present, in order to solve the problem of vehicle gear-off, the mechanical structure is changed. Two types of anti-derailment mechanisms for vehicles related to the prior art are mainly described herein.
Firstly, referring to fig. 1, the gear shift actuating mechanism assembly (4) can shift the meshing sleeve (3) to move left and right and respectively mesh with the gear gears (1/2) to realize the switching of different gears. The gear 1 and the engaging sleeve 3 are engaged by inverted cone teeth, and the engaging sleeve 3 is always subjected to dragging force in the gear direction by the design structure of the inverted cone teeth, namely, gear retaining force.
Secondly, referring to fig. 2, the fork shaft positioning groove anti-disengaging structure, the gear self-locking spring and the steel ball 43 are fixed on the gearbox and fixed, and the gear shifting fork shaft 42 moves left and right to enable the gear self-locking spring and the steel ball 43 to be switched in different gear self-locking grooves. When the gear self-locking spring and the steel ball 43 are in a gear or neutral state, the spring is compressed to the minimum, the provided gear self-locking force is the minimum, and when the gear self-locking spring and the steel ball 43 move out of the groove, the gear self-locking force provided by the spring is gradually increased to prevent the vehicle from being out of gear.
Although the traditional gear-off prevention method adopts a mechanical method of inverted cone tooth structure and shifting fork shaft self-locking, the frequency of gear-off of the vehicle is actually reduced to a certain extent. However, the vehicle may still be out of gear even under the conditions of rapid acceleration, rapid deceleration or bumpy road surface, and the problem of out of gear of the vehicle cannot be completely solved. The inventor analyzes and finds that the main reasons that the vehicle is easy to produce the gear-off phenomenon are as follows: referring to fig. 1, the meshing sleeve teeth and the target gear teeth cannot be in contact with both faces and have a gap. When the vehicle is subjected to gear shifting under the conditions of rapid acceleration, rapid deceleration, bumpy road driving and the like, the gear shifting may be switched from the positive tooth surface meshing to the back tooth surface meshing, and in the process, because the two tooth surfaces are not in contact, the friction force between the gear meshing surfaces is avoided, and finally the vehicle is subjected to gear shifting.
In order to solve the technical problems in the prior art, the application provides a new vehicle anti-disengagement control method, which mainly transmits information acquired by a position acquisition unit on a gear shifting execution mechanism 41 to a gearbox control unit on a vehicle in real time, the gearbox control unit determines the moving distance of a gear shifting fork shaft 42 in a gear shifting execution mechanism assembly when the vehicle is running according to the information acquired by the position acquisition unit, and the gearbox control unit determines whether the vehicle is about to disengage according to the moving distance of the gear shifting fork shaft 42 and whether a vehicle gear shifting command is currently received. If the moving distance of the shift fork 42 is greater than Δ y and no shift command is monitored, it can be determined that the vehicle is about to be out of gear, and the transmission control unit controls the shift actuator 41 to move according to the moving distance of the shift fork 42 and the previous gear before the vehicle is about to be out of gear, so as to push the shift fork 42 back to the previous gear before the vehicle is about to be out of gear and keep the shift fork in the previous gear. Therefore, the problem of gear shift during the running process of the vehicle is solved. The method has low cost and easy realization, and can completely solve the problem of vehicle gear-off.
FIG. 3 is a schematic structural diagram of a transmission control unit according to an embodiment of the present disclosure; the gearbox control unit can be a control unit in a vehicle, for example, and is used for realizing the vehicle anti-gear-off control method provided by the application.
As shown in fig. 3, the transmission control unit includes: a processor 301, a memory 302. The processor 301 and the memory 302 are electrically connected directly or indirectly to realize data transmission or interaction. For example, electrical connections may be made through one or more communication buses or signal lines.
The processor 301 may be an integrated circuit chip having signal processing capability. The Processor 301 may be a general-purpose Processor including a Central Processing Unit (CPU), a Network Processor (NP), and the like. The various methods, steps and logic blocks disclosed in the embodiments of the present invention may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The Memory 302 may be, but is not limited to, a Random Access Memory (RAM), a Read Only Memory (ROM), a Programmable Read-Only Memory (PROM), an Erasable Read-Only Memory (EPROM), an electrically Erasable Read-Only Memory (EEPROM), and the like.
It will be appreciated that the arrangement shown in figure 3 is merely illustrative and that the gearbox control unit may also comprise more or fewer components than shown in figure 3 or have a different configuration than that shown in figure 3. The components shown in fig. 3 may be implemented in hardware, software, or a combination thereof.
The memory 302 is used to store a program, and the processor 301 calls the program stored in the memory 302 to execute the vehicle anti-gear control method provided in the following embodiments.
The following describes a vehicle anti-gear-off control method and corresponding beneficial effects provided by the present application through a plurality of embodiments.
FIG. 4 is a schematic flow chart illustrating a method for controlling vehicle anti-derailment according to an embodiment of the present disclosure;
FIG. 5 is a schematic view of an embodiment of a positioning groove structure of a shift fork shaft for an out-of-gear position; alternatively, the execution subject of the method may be the transmission control unit shown in fig. 3 described above, with data processing function. It should be understood that in other embodiments, the order of some steps in the vehicle anti-downshift control method may be interchanged according to actual needs, or some steps may be omitted or deleted. As shown in fig. 4, the method includes:
s401, determining the moving distance of a gear shifting fork shaft in the gear shifting actuating mechanism assembly when the vehicle runs according to the information acquired by the position acquisition unit.
The position acquisition unit is arranged on a gear shifting execution mechanism of the vehicle.
In the present embodiment, when the vehicle is suddenly accelerated, decelerated, or driven on a bumpy road surface, the position acquisition unit may acquire the change data of the shift actuator, where the change data may refer to the displacement, the rotation angle, and the like of the shift actuator.
It will be appreciated that as shown in fig. 5, the shift rail 42 is fixedly connected to the shift fork 44 and cannot move relative thereto. Therefore, the change information of the shift actuator 41 can be collected in real time by a position collecting unit provided on the shift actuator 41, and the change information about the shift actuator 41 collected by the position collecting unit is transmitted to the transmission control unit.
Referring to fig. 5, since the shift actuator 41 is rigidly connected to the shift fork 42, if the shift actuator 41 moves toward the y1 direction, the shift actuator 41 drives the shift fork 44 to move, and the shift fork 44 moves left and right to drive the engaging sleeve 3 to move left and right, so as to engage the engaging sleeve 3 with the target gear 1/2, as shown in fig. 1, thereby driving the shift fork 42 to move toward the y1 direction. Therefore, the transmission control unit can determine the moving distance of the shift rail 42 in the shift actuator assembly when the vehicle is running, based on the variation information about the shift actuator 41 collected by the position collecting unit.
S402, determining whether the vehicle is about to be out of gear according to the moving distance of the gear shifting fork shaft and whether a vehicle gear shifting command is received.
It will be appreciated that when the gearbox control unit receives a vehicle gear shift command, the gearbox control unit controls the shift actuator 41 to move to the target gear position indicated by the "vehicle gear shift command". At this time, it is not necessary to determine whether the vehicle is about to be shifted out.
In this embodiment, the transmission control unit needs to combine "distance moved by the shift rail" and "whether a vehicle shift command is received" at the same time to determine whether the vehicle is about to be out of gear. Therefore, the accuracy of gear-out result judgment can be improved, and the condition of misjudgment is avoided.
In another implementation, in addition to determining whether the vehicle is about to be shifted out of gear according to the two indexes of "moving distance of shift fork" and "whether a vehicle shift command is received" mentioned above, it can also be determined whether the vehicle is about to be shifted out of gear according to the actual position of the shift fork and whether a vehicle shift command is received. The actual position y1 of the shift rail can be calculated from the movement distance Δ y of the shift rail and the position y0 of the previous gear before the shift rail is out of gear. That is, y1 ═ Δ y + y 0. Therefore, the gearbox control unit can acquire the actual position of the gear shifting fork shaft in real time, and the gearbox control unit can judge whether the vehicle is about to trip according to the actual position of the gear shifting fork shaft and whether a gear shifting instruction is received or not so as to ensure the accuracy of judgment of a gear tripping result.
And S403, if yes, controlling the gear shifting executing mechanism to move according to the moving distance and the previous gear position before gear shifting.
The "preceding gear immediately before the downshift" refers to a target gear in which the vehicle is located before the downshift. Illustratively, for example, the transmission control unit controls the vehicle a to travel in the 2-gear position, and during this travel the transmission control unit determines that the vehicle is about to be shifted (or that a shift has occurred) based on the distance the shift rail is moved and whether a vehicle shift command is received. At this time, the transmission control unit may take the 2-position as the "preceding gear immediately before the downshift" of the vehicle a.
In this embodiment, the transmission control unit may control the shift actuator to move to push the shift fork back to the position of the previous gear immediately before the gear shift, so as to maintain the previous gear according to the moving distance of the shift fork and the previous gear immediately before the gear shift. Therefore, the problem of gear disengagement in the driving process of the vehicle is solved, and the phenomenon that the vehicle suddenly disengages under the conditions of rapid acceleration, rapid deceleration or bumpy road surface and the like is effectively avoided, so that the driving safety of the vehicle is improved.
In summary, the embodiment of the present application provides a vehicle anti-gear-off control method, which is applied to a vehicle, and includes: determining the moving distance of a gear shifting fork shaft in a gear shifting actuating mechanism assembly when a vehicle runs according to the information acquired by the position acquisition unit, wherein the position acquisition unit is arranged on a gear shifting actuating mechanism of the vehicle; determining whether the vehicle is about to be out of gear or not according to the moving distance of the gear shifting fork shaft and whether a vehicle gear shifting command is received or not; and if so, controlling the gear shifting executing mechanism to move according to the moving distance and the previous gear before gear shifting. The technical scheme is that information collected by a position collecting unit on a gear shifting executing mechanism is transmitted to a gearbox control unit on a vehicle in real time, the gearbox control unit determines the moving distance of a gear shifting fork shaft in the gear shifting executing mechanism assembly when the vehicle is running according to the information collected by the position collecting unit, if the gearbox control unit determines that the vehicle is about to be out of gear according to the moving distance of the gear shifting fork shaft and whether a vehicle gear shifting command is received currently, the gearbox control unit controls the gear shifting executing mechanism to act according to the moving distance of the gear shifting fork shaft and a previous gear before the vehicle is about to be out of gear, the gear shifting fork shaft is pushed back to the position of the previous gear before the gear is about to be out of gear, the previous gear is kept, and an engagement sleeve and the previous gear before the gear is about to be out of gear are kept in an engagement state. Therefore, the problem of gear-off in the running process of the vehicle is solved, and the phenomenon that the vehicle is suddenly gear-off under the conditions of rapid acceleration, rapid deceleration or bumpy road surface and the like is effectively avoided, so that the running safety of the vehicle is improved.
How to determine whether the vehicle is about to be out of gear according to the moving distance of the shift rail and whether a vehicle shift command is received will be described in detail through the following embodiments.
As an optional implementation manner, an optional manner of the step S402 includes:
and if the moving distance of the gear shifting fork shaft is greater than a preset threshold value and the gear shifting command of the vehicle is not received, determining that the vehicle is about to be out of gear.
It should be understood that, as shown in fig. 1 and fig. 3, the shift actuator 41 is provided with a position acquisition unit, and the acquired data is transmitted to the transmission control unit in real time. The gearbox control unit can monitor the positions of the gear shifting fork shaft 42 and the gear shifting fork 44 in real time according to the information collected by the position collecting unit, and then can know the position of the meshing sleeve 3.
When the vehicle is in the normal 1-gear position, the gear self-locking spring and the steel ball fall into the y1 position in the first groove of the gear shifting fork shaft, and the compression amount of the spring is the minimum, so that the self-locking force is also the minimum because. If the engaging sleeve 3 drives the shifting fork 44 and the shifting fork shaft 42 to move towards the gear-disengaging direction, when the moving distance of the shifting fork shaft 42 towards the y2 direction is L1, the 'gear self-locking spring and steel ball' is at y2, namely, the compression force of the spring is maximum, so that the self-locking force is also maximum, and the vehicle can be subjected to gear-disengaging; when the shift rail 42 continues to move in the direction of y2 by a distance L2, the "gear self-locking spring and steel ball" is in y3, and the spring self-locking force is basically not available at this time because the spring self-locking spring and steel ball are not in the groove, so that the vehicle completely runs out of gear.
Thus, in this embodiment, if the gearbox control unit detects that the distance y of movement of the shift rail is greater than the preset threshold Δ y and no vehicle shift command is received, it can be determined that the vehicle is about to be out of gear (or that out of gear has occurred).
As another optional implementation manner, another optional manner of the step S402 further includes:
and if the moving distance of the gear shifting fork shaft is greater than a preset threshold value and a vehicle gear shifting command is received, determining that the vehicle normally shifts gears.
In this embodiment, if the transmission control unit detects that the moving distance y of the shift fork shaft is greater than the preset threshold value Δ y and receives a vehicle shift command, it may be determined that the vehicle is shifted normally.
How to control the shift actuator to move in accordance with the movement distance and the previous gear immediately before the gear shift will be described in detail by the following embodiments.
As an alternative embodiment, controlling the shift actuator to move according to the movement distance and the previous gear immediately before the gear-out includes:
and controlling the shift actuating mechanism to move a moving distance in the direction towards the previous gear position before the gear-off.
In the present embodiment, referring to fig. 5, the position y1 in the first left groove can be defined as the 1-position, the neutral position in the second middle groove, and the position y4 in the third groove can be defined as the 2-position.
With continued reference to FIG. 5, as an alternative embodiment, the "gear self-locking spring and steel ball" drops into the first recess y1 in the shift rail when the vehicle is in the normal 1 position. When the gearbox control unit monitors the moving distance L3 of the shifting fork shaft towards the direction of y2 in real time, and the gear self-locking spring and the steel ball are located between y2 and y3, and the gearbox control unit does not receive a gear shifting command, the fact that the vehicle is out of gear can be determined. At the moment, the gearbox control unit controls the gear shifting actuating mechanism to move to a 1-gear position y1 of a previous gear before gear shifting, the gear shifting actuating mechanism drives the gear shifting fork to further drive the gear shifting fork to move towards a y1 position, and when the gear shifting fork reaches y1, the gear self-locking spring and the steel ball fall into a y1 position in a first groove of the gear shifting fork shaft, and the gear shifting actuating mechanism stops acting. Therefore, the gear-off phenomenon of the vehicle is prevented, and the driving safety of the vehicle is improved.
With continued reference to FIG. 5, as an alternative embodiment, the "gear self-locking spring and steel ball" falls into the third recess y4 of the shift rail when the vehicle is in the normal 2 nd position. When the gearbox control unit monitors the moving distance L4 of the shifting fork shaft towards the direction of y5 in real time, and the gear self-locking spring and the steel ball are located between y5 and y6, and the gearbox control unit does not receive a gear shifting command, the fact that the vehicle is out of gear can be determined. At the moment, the gearbox control unit controls the gear shifting actuating mechanism to move to a 2-gear position y4 of a previous gear before gear shifting, the gear shifting actuating mechanism drives the gear shifting fork to further drive the gear shifting fork to move towards a y4 position, and when the gear shifting fork reaches y4, the gear self-locking spring and the steel ball fall into a y4 position in a third groove of the gear shifting fork shaft, and the gear shifting actuating mechanism stops acting. Therefore, the gear-off phenomenon of the vehicle is prevented, and the driving safety of the vehicle is improved.
The following embodiments will specifically explain how to determine the moving distance of the shift fork shaft in the shift actuator assembly when the vehicle is running according to the information collected by the position collecting unit.
Referring to fig. 6, step S301: according to the information that position acquisition unit gathered, confirm the vehicle and shift the shift distance of the declutch shift shaft in the actuating mechanism assembly that shifts when driving, include:
s601, acquiring a first distance detected by the displacement sensor.
And S602, taking the first distance as the moving distance of the gear shifting fork shaft.
In the present embodiment, the shift actuator is rigidly connected to the shift rail. Therefore, when the gear shifting actuating mechanism moves towards any direction, the gear shifting actuating mechanism can drive the gear shifting fork to move correspondingly towards any direction. That is, can detect the first distance that actuating mechanism moved through the displacement sensor who sets up on actuating mechanism shifts to shift the fork axle's removal distance with first distance as shifting, and then realized shifting the collection of fork axle removal distance.
Referring to fig. 7, step S301: according to the information that position acquisition unit gathered, confirm the vehicle and shift the shift distance of the declutch shift shaft in the actuating mechanism assembly that shifts when driving, include:
and S701, acquiring the rotation angle detected by the angle sensor.
And S702, calculating a second distance according to the rotation angle and the rotation radius of the upper shifting block of the gear shifting actuating mechanism.
And S703, taking the second distance as the moving distance of the gear shifting fork shaft.
In this embodiment, it is considered that the swing angle of the shift knob on the shift actuator changes when the shift actuator moves in either direction. Therefore, the swing angle (or the rotation angle) of the dial can be detected by an angle sensor provided on the shift actuator upper dial, and the second distance can be calculated based on the rotation angle and the rotation radius R of the shift actuator upper dial. The second distance is "the product of the radius R of rotation of the shift element on the shift actuator" and "the cosine of the rotation angle θ" cos θ ", that is, L2 ═ R × cos θ. And the second distance is used as the moving distance of the gear shifting fork shaft, so that the moving distance of the gear shifting fork shaft is determined.
Based on the same inventive concept, the embodiment of the present application further provides a vehicle anti-gear-off control device corresponding to the vehicle anti-gear-off control method, and as the principle of solving the problem of the device in the embodiment of the present application is similar to that of the vehicle anti-gear-off control method in the embodiment of the present application, the implementation of the device can refer to the implementation of the method, and repeated details are omitted.
Referring to fig. 8, a vehicle anti-downshift control device according to an embodiment of the present application is applied to a vehicle, and the device includes:
the determining module 801 is configured to determine a moving distance of a shift fork shaft in a shift actuating mechanism assembly when a vehicle is running according to information acquired by a position acquiring unit, where the position acquiring unit is arranged on a shift actuating mechanism of the vehicle; determining whether the vehicle is about to be out of gear or not according to the moving distance of the gear shifting fork shaft and whether a vehicle gear shifting command is received or not;
and a control module 802, configured to control the shift actuator to move according to the moving distance and a previous gear immediately before the gear-off if the shift actuator is in the first gear.
In a possible implementation manner, the determining module 801 is further configured to:
and if the moving distance of the gear shifting fork shaft is greater than a preset threshold value and the gear shifting command of the vehicle is not received, determining that the vehicle is about to be out of gear.
In a possible implementation manner, the determining module 801 is further configured to:
and if the moving distance of the gear shifting fork shaft is greater than a preset threshold value and a vehicle gear shifting command is received, determining that the vehicle normally shifts gears.
In one possible implementation, the control module 802 is further configured to:
and controlling the shift actuating mechanism to move a moving distance in the direction towards the previous gear position before the gear-off.
In one possible implementation, the position acquisition unit is a displacement sensor;
a determining module 801, further configured to:
acquiring a first distance detected by a displacement sensor;
the first distance is used as the movement distance of the shift rail.
In one possible implementation, if the position acquisition unit is an angle sensor;
a determining module 801, further configured to:
acquiring a rotation angle detected by an angle sensor;
calculating a second distance according to the rotation angle and the rotation radius of a shifting block on the gear shifting executing mechanism;
the second distance is taken as the moving distance.
The above-mentioned apparatus is used for executing the method provided by the foregoing embodiment, and the implementation principle and technical effect are similar, which are not described herein again.
These above modules may be one or more integrated circuits configured to implement the above methods, such as: one or more Application Specific Integrated Circuits (ASICs), or one or more microprocessors (DSPs), or one or more Field Programmable Gate Arrays (FPGAs), among others. For another example, when one of the above modules is implemented in the form of a Processing element scheduler code, the Processing element may be a general-purpose processor, such as a Central Processing Unit (CPU) or other processor capable of calling program code. For another example, these modules may be integrated together and implemented in the form of a system-on-a-chip (SOC).
Optionally, the invention also provides a program product, for example a computer-readable storage medium, comprising a program which, when being executed by a processor, is adapted to carry out the above-mentioned method embodiments.
In the embodiments provided in the present invention, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, or in a form of hardware plus a software functional unit.
The integrated unit implemented in the form of a software functional unit may be stored in a computer readable storage medium. The software functional unit is stored in a storage medium and includes several instructions to enable a computer device (which may be a personal computer, a server, or a network device) or a processor (processor) to execute some steps of the methods according to the embodiments of the present invention. And the aforementioned storage medium includes: a U disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
Claims (10)
1. A vehicle anti-derailment control method, applied to a vehicle, the method comprising:
determining the moving distance of a gear shifting fork shaft in a gear shifting actuating mechanism assembly when a vehicle runs according to information acquired by a position acquisition unit, wherein the position acquisition unit is arranged on a gear shifting actuating mechanism of the vehicle;
determining whether the vehicle is about to be out of gear according to the moving distance of the gear shifting fork shaft and whether a vehicle gear shifting command is received;
and if so, controlling the gear shifting executing mechanism to move according to the moving distance and the previous gear before gear shifting.
2. The method of claim 1, wherein determining whether the vehicle is about to be out of gear based on the distance the shift rail is moved and whether a vehicle shift command is received comprises:
and if the moving distance of the gear shifting fork shaft is greater than a preset threshold value and the vehicle gear shifting instruction is not received, determining that the vehicle is about to be out of gear.
3. The method of claim 2, further comprising:
and if the moving distance of the gear shifting fork shaft is greater than the preset threshold value and the vehicle gear shifting instruction is received, determining that the vehicle is normally shifted.
4. The method of claim 1, wherein said controlling movement of said shift actuator based on said distance moved and a previous gear immediately prior to said gear shift comprises:
and controlling the gear shifting actuating mechanism to move the moving distance towards the previous gear position before the gear is shifted out.
5. The method according to any one of claims 1 to 4, wherein the position acquisition unit is a displacement sensor;
the information according to position acquisition unit collection, confirm the vehicle when the driving shift the shift distance of the declutch shift shaft in the actuating mechanism assembly that shifts, include:
acquiring a first distance detected by the displacement sensor;
and taking the first distance as the moving distance of the gear shifting fork shaft.
6. The method according to any one of claims 1 to 4, wherein if the position acquisition unit is an angle sensor;
the information according to position acquisition unit collection, confirm the vehicle when the driving shift the shift distance of the declutch shift shaft in the actuating mechanism assembly that shifts, include:
acquiring a rotation angle detected by the angle sensor;
calculating a second distance according to the rotation angle and the rotation radius of the upper shifting block of the gear shifting actuating mechanism;
and taking the second distance as the moving distance.
7. A vehicle anti-derailment control device, applied to a vehicle, the device comprising:
the determining module is used for determining the moving distance of a gear shifting fork shaft in a gear shifting actuating mechanism assembly when a vehicle runs according to the information acquired by the position acquiring unit, wherein the position acquiring unit is arranged on the gear shifting actuating mechanism of the vehicle; determining whether the vehicle is about to be out of gear according to the moving distance of the gear shifting fork shaft and whether a vehicle gear shifting command is received;
and the control module is used for controlling the gear shifting executing mechanism to move according to the moving distance and the previous gear to be out of gear if the gear shifting executing mechanism is in the gear shifting state.
8. The apparatus of claim 7, wherein the determining module is further configured to:
and if the moving distance of the gear shifting fork shaft is greater than a preset threshold value and the vehicle gear shifting instruction is not received, determining that the vehicle is about to be out of gear.
9. A transmission control unit, comprising: a processor, a storage medium and a bus, the storage medium storing machine-readable instructions executable by the processor, the processor and the storage medium communicating over the bus when the gearbox control unit is operating, the processor executing the machine-readable instructions to perform the method steps of any of claims 1-6.
10. A computer-readable storage medium, characterized in that the storage medium has stored thereon a computer program which, when being executed by a processor, carries out the method according to any one of claims 1-6.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111540905.4A CN114233846A (en) | 2021-12-16 | 2021-12-16 | Vehicle anti-gear-off control method and device, gearbox control unit and storage medium |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111540905.4A CN114233846A (en) | 2021-12-16 | 2021-12-16 | Vehicle anti-gear-off control method and device, gearbox control unit and storage medium |
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| CN114233846A true CN114233846A (en) | 2022-03-25 |
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| JPS639756A (en) * | 1986-06-29 | 1988-01-16 | Hino Motors Ltd | Gear disengagement preventing method for transmission and device thereof |
| CN101317019A (en) * | 2005-11-25 | 2008-12-03 | 沃尔沃拉斯特瓦格纳公司 | Device for preventing internal shift-out of teeth type clutch in vehicle gear change mechanism |
| CN104019223A (en) * | 2014-05-14 | 2014-09-03 | 潍柴动力股份有限公司 | Method and device for controlling AMT gear selecting and shifting executing mechanism |
| CN214499999U (en) * | 2021-01-05 | 2021-10-26 | 中国重汽集团济南动力有限公司 | Electrically-driven axle gear shifting mechanism |
| CN113757358A (en) * | 2021-08-05 | 2021-12-07 | 东风汽车集团股份有限公司 | Vehicle and gear shifting control method, device and system of double-clutch automatic gearbox of vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JPS639756A (en) * | 1986-06-29 | 1988-01-16 | Hino Motors Ltd | Gear disengagement preventing method for transmission and device thereof |
| CN101317019A (en) * | 2005-11-25 | 2008-12-03 | 沃尔沃拉斯特瓦格纳公司 | Device for preventing internal shift-out of teeth type clutch in vehicle gear change mechanism |
| CN104019223A (en) * | 2014-05-14 | 2014-09-03 | 潍柴动力股份有限公司 | Method and device for controlling AMT gear selecting and shifting executing mechanism |
| CN214499999U (en) * | 2021-01-05 | 2021-10-26 | 中国重汽集团济南动力有限公司 | Electrically-driven axle gear shifting mechanism |
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Application publication date: 20220325 |