CN114658836B - Intermediate shaft braking control system and control method - Google Patents

Intermediate shaft braking control system and control method Download PDF

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Publication number
CN114658836B
CN114658836B CN202210392147.4A CN202210392147A CN114658836B CN 114658836 B CN114658836 B CN 114658836B CN 202210392147 A CN202210392147 A CN 202210392147A CN 114658836 B CN114658836 B CN 114658836B
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China
Prior art keywords
intermediate shaft
braking
executing
brake
rotating speed
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CN202210392147.4A
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Chinese (zh)
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CN114658836A (en
Inventor
赵达
高志飞
王巍巍
杨帅
孙安邦
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FAW Jiefang Automotive Co Ltd
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FAW Jiefang Automotive Co Ltd
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Classifications

    • 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
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • 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
    • F16H59/26—Inputs being a function of torque or torque demand dependent on pressure
    • 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
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • 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
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/52—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on the weight of the machine, e.g. change in weight resulting from passengers boarding a bus
    • 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
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/02—Fluid pressure
    • F16D2121/04—Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/02—Fluid-pressure mechanisms
    • 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
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F16H2059/663—Road slope

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention belongs to the technical field of transmission control, and discloses a countershaft braking control system and a countershaft braking control method. The intermediate shaft braking control system comprises two piston cylinders, two-position three-way normally closed electromagnetic valves and a control unit, wherein the two piston cylinders are respectively arranged at two sides of the intermediate shaft; a piston rod of the piston cylinder is provided with a brake block, and the brake block is configured to brake the intermediate shaft; the working ends of the two electromagnetic valves are communicated with the cylinder inner cavities of the two piston cylinders in a one-to-one correspondence manner; an air inlet of the electromagnetic valve is connected with an air source, and an air outlet of the electromagnetic valve is connected with an air exhaust channel; the control unit is configured to control the solenoid valve during braking, and the control unit is configured to obtain road gradient and vehicle mass parameters and to be able to obtain a target rotational speed of the brake intermediate shaft. The intermediate shaft braking control system can shorten the power interruption time caused by intermediate shaft braking during gear shifting, and can solve the problems of insufficient braking and over-braking during intermediate shaft braking.

Description

Intermediate shaft braking control system and control method
Technical Field
The invention relates to the technical field of transmission control, in particular to a countershaft braking control system and a countershaft braking control method.
Background
The gear shifting of the AMT (Automated Mechanical Transmission, an electric control mechanical automatic gearbox) mainly comprises two types, namely a synchronizer gear shifting mode and a sliding gear sleeve gear shifting mode, wherein the synchronizer is used for realizing the rotation speed synchronization, and the control mode is simpler; the latter then need rely on the intermediate shaft stopper to carry out the deceleration at upshift in-process, and slip tooth cover shifts after reaching the target rotational speed difference, when the rotational speed difference is improper, can appear shifting the impact, shift failure even slip tooth cover destruction scheduling risk.
The existing intermediate shaft braking system is mainly composed of a braking plate group with the same principle as a wet clutch, friction plates and steel plates are alternately arranged, when the intermediate shaft brake works, a piston presses the wet braking plate group to generate braking torque so as to slow down the intermediate shaft, but the braking release process is slower, the wet braking plate group is in small clearance fit, and certain dragging loss exists when the intermediate shaft brake is in a non-working state.
Meanwhile, the existing control mode is mainly based on a multi-plate wet brake block group type intermediate shaft brake. On one hand, the electromagnetic valve of the intermediate shaft brake is controlled by a switch, and the target rotating speed is calculated only by means of oil temperature, gear and rotating speed information, so that consideration on the whole vehicle environment and road conditions is lacked; on the other hand, the conventional wet brake pad set has insufficient system controllability due to heat dissipation problems and residual braking problems. Based on the two reasons, the existing control mode can generate the phenomenon of insufficient braking or overbraking: when the braking is insufficient, secondary braking is performed, but the control accuracy requirement of the secondary braking on the electromagnetic valve is higher, the control of the switch valve often causes the condition that the target rotating speed is reached just after the active braking stage is started, so that the braking cannot be released in time, the phenomenon of tooth ejection is easy to occur, and the power interruption time is longer; when the braking happens, abnormal sound or tooth ejection phenomenon can occur during gear shifting due to the fact that the intermediate shaft is slowed down too fast.
Disclosure of Invention
The invention aims to provide a countershaft braking control system which can shorten power interruption time caused by countershaft braking during gear shifting and solve the problems of insufficient braking and over-braking during countershaft braking.
To achieve the purpose, the invention adopts the following technical scheme:
the intermediate shaft braking control system comprises two piston cylinders, two-position three-way normally closed electromagnetic valves and a control unit, wherein the two piston cylinders are respectively arranged at two sides of the intermediate shaft; a piston rod of the piston cylinder is provided with a brake block, and the brake block is configured to brake the intermediate shaft; the working ends of the two electromagnetic valves are communicated with the cylinder inner cavities of the two piston cylinders in a one-to-one correspondence manner; an air inlet of the electromagnetic valve is connected with an air source, and an air outlet of the electromagnetic valve is connected with an air exhaust channel; the control unit is configured to control the solenoid valve during braking, and the control unit is configured to obtain road gradient and vehicle mass parameters and to be able to obtain a target rotational speed of the brake intermediate shaft.
Optionally, the intermediate shaft brake control system further comprises a pressure detection device configured to measure pressure parameters of the two cylinder chambers respectively and to transmit to the control unit.
Optionally, the pressure detection device is an air pressure sensor, and two air pressure sensors are arranged and are connected to the inner cavities of the two air cylinders in a one-to-one correspondence manner.
Optionally, the solenoid valve is a PWM solenoid valve.
The beneficial effects are that:
the intermediate shaft braking control system controls two piston cylinders in a one-to-one correspondence mode through two-position three-way normally closed electromagnetic valves, air is fed into the piston cylinders during braking so that a braking block connected to a piston rod brakes an intermediate shaft, and meanwhile, a control unit can obtain a road gradient and a whole vehicle quality parameter and obtain a target rotating speed of the braking intermediate shaft, so that the electromagnetic valves are controlled in the braking process. The intermediate shaft brake control system adopts a symmetrical arrangement mode of brake blocks, so that lubrication is more sufficient, and the problem of friction plate ablation caused by overlarge heat load is avoided; meanwhile, when the brake is released, the brake can be quickly separated, the response time for releasing the brake is quicker, and no drag loss exists in a non-braking state; and the control unit can obtain road gradient and whole vehicle quality parameters, so that the adaptability to road conditions is better, and the problems of insufficient braking and over-braking during intermediate shaft braking can be effectively solved.
Another object of the present invention is to provide a control method for braking a countershaft, which can shorten the power interruption time caused by braking the countershaft during gear shifting and solve the problems of insufficient braking and over-braking during braking the countershaft.
To achieve the purpose, the invention adopts the following technical scheme:
the intermediate shaft brake control method uses the intermediate shaft brake control system according to any one of the above aspects, and includes the steps of:
s1, a control unit acquires an upshift state of a transmission;
s2, the control unit acquires the initial rotating speed of the intermediate shaft, the initial rotating speed of the output shaft, the road gradient and the mass of the whole vehicle;
s3, calculating the target rotating speed of the intermediate shaft by using the parameters in the step S2;
s4, controlling an air inlet of the electromagnetic valve to enter air, and enabling a working end to enter air to a piston cylinder and brake;
s5, judging whether the rotating speed of the intermediate shaft is not greater than a second target rotating speed, if so, executing a step S6, otherwise, executing a step S4;
s6, closing an air inlet of the electromagnetic valve, and exhausting air from an exhaust port by the piston cylinder;
and S7, stopping the intermediate shaft braking.
Optionally, in step S5, the method specifically includes the steps of:
s8, judging whether the rotating speed of the intermediate shaft is not greater than the first target rotating speed, if so, executing the step S9, otherwise, returning to the step S4;
s9, controlling an air inlet of the electromagnetic valve to enter air, and enabling a working end to enter air to a piston cylinder and brake;
s10, judging whether the rotating speed of the intermediate shaft is not greater than a second target rotating speed, if so, executing a step S6, otherwise, returning to executing a step S9; the second target rotational speed is less than the first target rotational speed.
Optionally, in step S10, before performing step S6, the method further includes the steps of:
s11, acquiring pressure parameters of two piston cylinders;
s12, judging whether the pressure parameter difference value of the two piston cylinders is not larger than a preset pressure difference, if so, executing a step S6, otherwise, executing a step S13;
and S13, judging whether the rotating speed of the intermediate shaft is not greater than the second target rotating speed, if so, executing the step 6, otherwise, returning to the step S11.
Optionally, step S3 further includes calculating a preset deceleration rate of the intermediate shaft using the parameters in step S2; in step S13, the process further includes the step of, before returning to step S11:
s14, judging whether the speed reduction rate of the rotating speed of the intermediate shaft is not greater than a preset speed reduction rate, if so, executing a step S15, otherwise, executing a step S16;
s15, controlling an electromagnetic valve to enable one of the two piston cylinders with small air pressure to enter air, and executing the step S11;
s16, controlling the electromagnetic valve to enable one of the two piston cylinders with large air pressure to be exhausted, and executing the step S11.
Optionally, the solenoid valve is a PWM solenoid valve, and in step S4, the solenoid valve is controlled with a 100% duty cycle; in step S9, the solenoid valve is controlled at a duty cycle of 20% -50%.
Optionally, in step S15 and step S16, the solenoid valve is controlled with a 20% -50% duty cycle.
The beneficial effects are that:
the intermediate shaft braking control method uses the intermediate shaft control system, introduces road gradient and whole vehicle quality parameters on the basis of gear information, intermediate shaft initial rotating speed and output shaft initial rotating speed, and has better adaptability to road conditions; moreover, the intermediate shaft braking control method does not rely on the oil temperature to calculate the target rotating speed any more, so that the intermediate shaft braking control method has excellent control precision for a transmission assembly which is applied to a dry oil tank lubrication technology and has no oil stirring loss; meanwhile, the power interruption time caused by the braking of the intermediate shaft during gear shifting can be shortened, and the problems of insufficient braking and over-braking during the braking of the intermediate shaft can be solved.
Drawings
FIG. 1 is a schematic illustration of a countershaft brake control system according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a method for controlling braking of an intermediate shaft according to an embodiment of the present invention.
In the figure:
100. a piston cylinder; 110. a piston rod; 120. an inner cavity of the cylinder;
200. an intermediate shaft; 300. an electromagnetic valve; 400. a control unit; 410. an air pressure sensor.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
Referring to fig. 1, fig. 1 provides a schematic diagram of a countershaft brake control system in the present embodiment. The intermediate shaft braking control system comprises two piston cylinders 100, two-position three-way normally closed electromagnetic valves 300 and a control unit 400, wherein the two piston cylinders 100 are respectively arranged at two sides of an intermediate shaft 200; a brake pad, specifically a friction shoe pad, is provided on the piston rod 110 of the piston cylinder 100, and is configured to brake the intermediate shaft 200; working ends a of the two electromagnetic valves 300 are communicated with cylinder inner cavities 120 of the two piston cylinders 100 in a one-to-one correspondence manner; the air inlet b of the electromagnetic valve 300 is connected with an air source, and the air outlet c of the electromagnetic valve 300 is connected with an air outlet channel; the control unit 400 is configured to control the solenoid valve 300 during braking, and the control unit 400 is configured to obtain road gradient and vehicle mass parameters and to be able to obtain a target rotational speed of the brake intermediate shaft 200.
The intermediate shaft brake control system controls two piston cylinders 100 through two-position three-way normally closed solenoid valves 300 in a one-to-one correspondence respectively, and air is supplied to the piston cylinders 100 during braking to brake the intermediate shaft 200 by a brake pad connected to the piston rod 110, and simultaneously the control unit 400 controls the solenoid valves 300 during braking by obtaining road gradient and vehicle mass parameters and obtaining a target rotational speed of the brake intermediate shaft 200. The intermediate shaft brake control system adopts a symmetrical arrangement mode of brake blocks, so that lubrication is more sufficient, and the problem of friction plate ablation caused by overlarge heat load is avoided; meanwhile, when the brake is released, the brake can be quickly separated, the response time for releasing the brake is quicker, and no drag loss exists in a non-braking state; in addition, the control unit 400 can obtain road gradient and whole vehicle quality parameters, has better adaptability to road conditions, and can effectively solve the problems of insufficient braking and over-braking during the braking of the intermediate shaft 200.
Preferably, the intermediate shaft brake control system further comprises a pressure detection device configured to measure pressure parameters of the two cylinder chambers 120, respectively, and to transmit them to the control unit 400. Further, the pressure detecting device is two air pressure sensors 410, and the two air pressure sensors 410 are connected to the two cylinder inner cavities 120 in a one-to-one correspondence. By providing the air pressure sensor 410, the pressure parameters of the cylinder chambers 120 of the two piston cylinders 100 can be monitored in real time, so that when the brake blocks connected with the piston rods 110 brake the intermediate shaft 200 from both sides, the brake pressures of the two brake blocks are identical, when the brake is released, the brake can be quickly separated, the response time of releasing the brake is faster, and the problems of vibration, eccentric wear and intermediate shaft 200 damage caused by overlarge brake pressure on one side can not be caused.
Alternatively, the solenoid valve 300 is a PWM (Pulse Width Modulation ) solenoid valve 300. The PWM electromagnetic valve can mechanically adjust the compression time and proportion, and has the characteristics of simple structure, flexible control, quick dynamic response and long service life. One advantage of PWM solenoid valves is that the signals from the processor to the controlled system are all in digital form, eliminating the need for digital to analog conversion; meanwhile, the signal can be kept in a digital form, the noise resistance is enhanced, the noise influence is minimized, and the communication distance can be greatly prolonged.
The PWM solenoid valve can also realize duty ratio control, which is an electronically controlled pulse width modulation technique, by modulating the pulse width of a voltage signal with a certain frequency applied to an actuator, i.e., the solenoid valve 300, by the control unit 400, and controlling the magnitude of the ratio occupied by the effective voltage by switching on and off the switching circuit, the control of the voltage average value of the voltage signal on the solenoid valve 300 is realized, thereby finally realizing current control over the solenoid valve 300, and realizing accurate and continuous control over the working condition of the solenoid valve 300.
Referring to fig. 2, the invention further provides a method for controlling the braking of the intermediate shaft based on the intermediate shaft braking control system. The intermediate shaft brake control method uses the intermediate shaft brake control system according to any one of the above aspects, and includes the steps of:
s1, the control unit 400 acquires a transmission upshift state;
s2, the control unit 400 acquires the initial rotation speed of the intermediate shaft 200, the initial rotation speed of the output shaft, the road gradient and the whole vehicle mass;
s3, calculating the target rotating speed of the intermediate shaft 200 by using the parameters in the step S2;
s4, controlling an air inlet b of the electromagnetic valve 300 to enter air, and enabling the working end a to enter air to the piston cylinder 100 and brake;
s5, judging whether the rotating speed of the intermediate shaft 200 is not greater than a second target rotating speed, if so, executing a step S6, otherwise, executing a step S4;
s6, closing an air inlet b of the electromagnetic valve 300, and exhausting air from an air outlet c by the piston cylinder 100;
and S7, braking of the intermediate shaft 200 is finished.
The intermediate shaft braking control method uses the intermediate shaft braking control system, introduces road gradient and whole vehicle quality parameters on the basis of gear information, the initial rotating speed of the intermediate shaft 200 and the initial rotating speed of the output shaft, and has better adaptability to road conditions; moreover, the target rotating speed is not calculated by depending on the oil temperature, the method is suitable for an automatic transmission without oil stirring loss, and the braking control has higher control precision; meanwhile, the double brake blocks are designed to enable lubrication to be more sufficient, so that the problem of friction plate ablation caused by overlarge heat load is avoided; meanwhile, when the brake is released, the brake can be quickly separated, the response time for releasing the brake is faster, and in addition, no drag loss exists in a non-braking state, so that the problems of insufficient braking and over-braking during the braking of the intermediate shaft 200 can be effectively solved.
Preferably, in step S5, the method specifically includes the steps of:
s8, a quick braking stage: judging whether the rotating speed of the intermediate shaft 200 is not greater than a first target rotating speed, if so, executing a step S9, otherwise, returning to executing the step S4;
s9, controlling an air inlet b of the electromagnetic valve 300 to enter air, and enabling the working end a to enter air to the piston cylinder 100 and brake;
s10, a speed regulation stage: judging whether the rotating speed of the intermediate shaft 200 is not greater than a second target rotating speed, if so, executing the step S6, otherwise, returning to executing the step S9; the second target rotational speed is less than the first target rotational speed.
The intermediate shaft 200 is braked and decomposed into two stages of quick braking and speed regulation, the system reliability is higher, the speed reduction control precision is higher, the total power interruption time is shorter, and the gear shifting impact can be effectively reduced while the gear shifting success rate is ensured.
Further, in step S10, before executing step S6, the method further includes the steps of:
s11, acquiring pressure parameters of two piston cylinders 100;
s12, judging whether the pressure parameter difference value of the two piston cylinders 100 is not larger than a preset pressure difference, if so, executing a step S6, otherwise, executing a step S13;
and S13, judging whether the rotating speed of the intermediate shaft 200 is not greater than the second target rotating speed, if so, executing the step 6, otherwise, returning to the step S11.
Specifically, step S3 further includes calculating the preset deceleration rate of the intermediate shaft 200 using the parameters in step S2, and in step S13, the step of returning to step S11 further includes the steps of:
s14, judging whether the rotational speed and the speed reduction rate of the intermediate shaft 200 are not greater than the preset speed reduction rate, if yes, executing the step S15, otherwise, executing the step S16;
s15, controlling the electromagnetic valve 300 to enable one of the two piston cylinders 100 with small air pressure to enter air, and executing step S11;
s16, the solenoid valve 300 is controlled so that one of the two piston cylinders 100, which has a large air pressure, is exhausted, and step S11 is performed.
By setting the air pressure sensor 410 to monitor the pressure parameters of the cylinder chambers 120 of the two piston cylinders 100 in real time and adjusting the pressures of the two cylinder chambers 120, the pressure difference between the two cylinder chambers 120 is always not greater than a preset pressure difference, and the preset pressure difference is determined based on the maximum pressure difference of two sides that can be borne by the intermediate shaft 200, which is not specifically limited in this embodiment. The pressure difference between the two cylinder inner cavities 120 is not larger than the preset pressure difference all the time, so that when the brake blocks connected with the piston rod 110 brake the intermediate shaft 200 from two sides, the brake pressures of the two brake blocks are similar, and the problems of vibration, eccentric wear and damage of the intermediate shaft 200 caused by overlarge brake pressure on one side are avoided.
Meanwhile, the determination of the speed reduction rate of the rotating speed of the intermediate shaft 200 is mainly used for pressure regulation control of the two piston cylinders 100, and the preset speed reduction rate is determined and acquired based on the calibrated value of the intermediate shaft 200, so that the phenomenon of excessive braking during braking of the intermediate shaft 200 can be avoided.
Preferably, the solenoid valve 300 is a PWM solenoid valve, and in step S4, the solenoid valve 300 is controlled with a 100% duty cycle, and the rapid braking phase of the first phase is entered; in step S9, the solenoid valve 300 is controlled at a duty ratio of 20% -50%, and the second speed regulation stage is entered. Further, in both step S15 and step S16, the solenoid valve 300 is controlled at a duty cycle of 20% -50%. The 20% -50% duty ratio range is determined according to the calibration value of the electromagnetic valve 300, and the duty ratio is determined according to the working conditions of the whole vehicle and the transmission in actual control, which is not particularly limited in this embodiment. The duty ratio is the proportion of the whole period of the high level in one pulse period, and the action of the electromagnetic valve 300 can be precisely controlled by controlling and adjusting the duty ratio, namely controlling the energizing time of the electromagnetic valve 300 on the premise of fixed signal frequency: the duty cycle increases, the average voltage acting on the solenoid valve 300 increases, and the operating stroke of the solenoid valve 300 increases; the duty cycle is reduced, the average voltage applied to the solenoid valve 300 is reduced, and the solenoid valve 300 stroke is reduced.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the invention. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.

Claims (10)

1. A countershaft brake control system, comprising:
the two piston cylinders (100) are respectively arranged at two sides of the intermediate shaft (200); a brake block is arranged on a piston rod (110) of the piston cylinder (100), and the brake block is configured to brake the intermediate shaft (200);
the working ends of the two-position three-way normally-closed electromagnetic valves (300) are correspondingly communicated with cylinder inner cavities (120) of the two piston cylinders (100) one by one; an air inlet of the electromagnetic valve (300) is connected with an air source, and an air outlet of the electromagnetic valve (300) is connected with an air exhaust channel;
-a control unit (400), the control unit (400) being configured to control the solenoid valve (300) during braking, the control unit (400) being configured to obtain road grade and vehicle mass parameters and to be able to obtain a target rotational speed for braking the intermediate shaft (200).
2. The intermediate shaft brake control system according to claim 1, further comprising a pressure detection device configured to measure pressure parameters of the two cylinder chambers (120) respectively and to transmit to the control unit (400).
3. The intermediate shaft brake control system according to claim 2, wherein the pressure detecting device is an air pressure sensor (410), two air pressure sensors (410) are provided, and the two air pressure sensors (410) are connected to the two cylinder chambers (120) in a one-to-one correspondence.
4. The intermediate shaft brake control system according to claim 1, characterized in that the solenoid valve (300) is a PWM solenoid valve (300).
5. A method of controlling a countershaft brake, characterized by using a countershaft brake control system according to any one of claims 1-4, comprising the steps of:
s1, the control unit (400) acquires a transmission upshift state;
s2, the control unit (400) acquires the initial rotating speed of the intermediate shaft (200), the initial rotating speed of the output shaft, the road gradient and the whole vehicle mass;
s3, calculating the target rotating speed of the intermediate shaft (200) by using the parameters in the step S2;
s4, controlling an air inlet of the electromagnetic valve (300) to enter air, and enabling the working end to enter the piston cylinder (100) and brake;
s5, judging whether the rotating speed of the intermediate shaft (200) is not greater than the target rotating speed, if so, executing a step S6, otherwise, executing a step S4;
s6, closing an air inlet of the electromagnetic valve (300), and exhausting air from an air outlet by the piston cylinder (100);
and S7, finishing braking of the intermediate shaft (200).
6. The intermediate shaft brake control method according to claim 5, characterized in that in step S5, specifically comprising the steps of:
s8, judging whether the rotating speed of the intermediate shaft (200) is not greater than a first target rotating speed, if so, executing a step S9, otherwise, returning to executing a step S4;
s9, controlling an air inlet of the electromagnetic valve (300) to enter air, and enabling the working end to enter the piston cylinder (100) and brake;
s10, judging whether the rotating speed of the intermediate shaft (200) is not greater than a second target rotating speed, if so, executing a step S6, otherwise, returning to executing a step S9; the second target rotational speed is less than the first target rotational speed.
7. The intermediate shaft brake control method according to claim 6, characterized in that in said step S10, before executing said step S6, further comprising the step of:
s11, acquiring pressure parameters of two piston cylinders (100);
s12, judging whether the pressure parameter difference value of the two piston cylinders (100) is not larger than a preset pressure difference, if so, executing a step S6, otherwise, executing a step S13;
and S13, judging whether the rotating speed of the intermediate shaft (200) is not greater than a second target rotating speed, if so, executing the step 6, otherwise, returning to the step S11.
8. The intermediate shaft brake control method according to claim 7, characterized in that said step S3 further includes calculating a preset deceleration rate of said intermediate shaft (200) using the parameters in said step S2, and said step S13 further includes the steps of, before returning to said step S11:
s14, judging whether the rotating speed reducing rate of the intermediate shaft (200) is not greater than a preset reducing rate, if so, executing a step S15, otherwise, executing a step S16;
s15, controlling the electromagnetic valve (300) to enable one of the two piston cylinders (100) with small air pressure to enter air, and executing the step S11;
s16, controlling the electromagnetic valve (300) so that one of the two piston cylinders (100) with large air pressure is exhausted, and executing step S11.
9. The intermediate shaft brake control method according to claim 8, characterized in that the solenoid valve (300) is a PWM solenoid valve (300), and in the step S4, the solenoid valve (300) is controlled at a 100% duty ratio; in the step S9, the electromagnetic valve (300) is controlled at a duty ratio of 20% -50%.
10. The intermediate shaft brake control method according to claim 9, characterized in that in both of the step S15 and the step S16, the solenoid valve (300) is controlled at a 20% -50% duty ratio.
CN202210392147.4A 2022-04-14 2022-04-14 Intermediate shaft braking control system and control method Active CN114658836B (en)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011098679A (en) * 2009-11-09 2011-05-19 Hino Motors Ltd Controller of mechanical automatic transmission
CN109780199A (en) * 2018-12-29 2019-05-21 威伯科汽车控制系统（中国）有限公司 A kind of commercial vehicle automatic mechanical type gearbox brake system and brake control method
CN111120642A (en) * 2020-01-10 2020-05-08 一汽解放汽车有限公司 AMT intermediate shaft brake pneumatic control method based on double PWM valves
CN112576658A (en) * 2020-12-18 2021-03-30 陕西法士特齿轮有限责任公司 Air path control system and control method of AMT brake
CN214661647U (en) * 2021-02-01 2021-11-09 陕西法士特齿轮有限责任公司 AMT brake control gas circuit with pressure maintaining function

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011098679A (en) * 2009-11-09 2011-05-19 Hino Motors Ltd Controller of mechanical automatic transmission
CN109780199A (en) * 2018-12-29 2019-05-21 威伯科汽车控制系统（中国）有限公司 A kind of commercial vehicle automatic mechanical type gearbox brake system and brake control method
CN111120642A (en) * 2020-01-10 2020-05-08 一汽解放汽车有限公司 AMT intermediate shaft brake pneumatic control method based on double PWM valves
CN112576658A (en) * 2020-12-18 2021-03-30 陕西法士特齿轮有限责任公司 Air path control system and control method of AMT brake
CN214661647U (en) * 2021-02-01 2021-11-09 陕西法士特齿轮有限责任公司 AMT brake control gas circuit with pressure maintaining function

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