CN115013520A - AMT gearbox intermediate shaft brake control method, device and controller - Google Patents

AMT gearbox intermediate shaft brake control method, device and controller Download PDF

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Publication number
CN115013520A
CN115013520A CN202210688891.9A CN202210688891A CN115013520A CN 115013520 A CN115013520 A CN 115013520A CN 202210688891 A CN202210688891 A CN 202210688891A CN 115013520 A CN115013520 A CN 115013520A
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China
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real
duty ratio
rotating speed
time
braking
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CN202210688891.9A
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Chinese (zh)
Inventor
孙晓鹏
孟建平
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Weichai Power Co Ltd
Weifang Weichai Power Technology Co Ltd
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Weichai Power Co Ltd
Weifang Weichai Power Technology Co Ltd
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Priority to CN202210688891.9A priority Critical patent/CN115013520A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—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
    • F16H59/36—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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/72—Wind turbines with rotation axis in wind direction

Abstract

The embodiment of the application provides an AMT gearbox intermediate shaft braking control method, device and controller, and the method comprises the following steps: storing an initial value in a corresponding relation between a duty ratio and a speed reduction slope; acquiring a real-time speed difference between the gear rotating speed and the engaging sleeve rotating speed of the brake valve in the braking process; judging whether the real-time speed difference exceeds a preset speed difference range or not; if so, determining a real-time expected value of a rotating speed reduction slope corresponding to the real-time speed difference, and then determining an expected duty ratio; controlling a brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of a rotating speed reduction slope under the expected duty ratio, storing the actual value into a corresponding relation between the duty ratio and the rotating speed reduction slope, and returning to the step of acquiring the real-time speed difference between the rotating speed of the gear and the rotating speed of the joint sleeve in the braking process of the brake valve; if not, the brake valve is controlled to stop braking the intermediate shaft. This application prevents the problem that jackshaft braking overshoot and braking are not enough through the flexible control to the brake valve.

Description

AMT gearbox intermediate shaft braking control method, device and controller
Technical Field
The embodiment of the application relates to the technical field of intermediate shaft brake control, in particular to an AMT gearbox intermediate shaft brake control method, device and controller.
Background
In a vehicle equipped with an AMT (Automated Mechanical Transmission) gearbox, when upshifting, if the rotational speed of a gear to be engaged is higher than the rotational speed of an engaging sleeve, the gear is directly upshifted, which easily causes gear rattling and obvious gear shift shock, so that the vehicle needs to be braked by a brake valve when upshifting, so that the rotational speed of the gear to be engaged is reduced, and the difference between the rotational speed of the gear to be engaged and the rotational speed of the engaging sleeve is within a preset difference range.
At present, in the prior art, when a brake valve is used for braking, a fixed duty ratio is generally set for the brake valve, so that the braking time of the brake valve is equal in each braking period, and the braking interval time between every two braking periods is also equal.
However, the inventors found that the prior art has at least the following technical problems: when the brake valve is adopted to brake the intermediate shaft according to a fixed duty ratio, if the brake slope is overlarge, the condition of brake overshoot is easy to occur, so that the synchronous rotating speed overshoot and the inter-tooth impact are caused; or the situation that the gear shifting time is prolonged due to insufficient braking of the intermediate shaft caused by too small braking slope occurs.
Disclosure of Invention
The embodiment of the application provides an AMT gearbox intermediate shaft braking control method, device and controller, and aims to solve the problem that braking overshoot or insufficient braking is generated when a braking valve brakes a gearbox intermediate shaft.
In a first aspect, the present application provides a method for controlling braking of an intermediate shaft of an AMT gearbox, comprising:
storing an initial value in a corresponding relation between a duty ratio and a speed reduction slope;
acquiring a real-time speed difference between the gear rotating speed and the engaging sleeve rotating speed of the brake valve in the braking process;
judging whether the real-time speed difference exceeds a preset speed difference range or not;
if so, determining a real-time expected value of a rotating speed reduction slope corresponding to the real-time speed difference according to the real-time speed difference, and determining an expected duty ratio according to the stored values in the corresponding relation between the real-time expected value and the duty ratio and the rotating speed reduction slope;
controlling the brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of a rotating speed reduction slope under the expected duty ratio, storing the actual value into a corresponding relation between the duty ratio and the rotating speed reduction slope, and returning to the step of acquiring the real-time speed difference between the rotating speed of the gear and the rotating speed of the engaging sleeve of the brake valve in the braking process;
if not, controlling the brake valve to stop braking the intermediate shaft.
In one possible implementation manner, the storing an initial value in the corresponding relationship between the duty ratio and the speed reduction slope includes:
under the condition that the braking of the intermediate shaft is cancelled, when the duty ratio of the braking valve is 0%, the natural slope of the natural reduction of the rotating speed of the intermediate shaft is obtained, and the natural slope is stored in the corresponding relation between the duty ratio and the rotating speed reduction slope according to a first initial value;
acquiring an initial speed difference between the gear rotating speed of the intermediate shaft and the rotating speed of an engaging sleeve at the moment of brake enabling of the brake valve, and determining an initial expected value of a rotating speed reduction slope of the intermediate shaft according to the initial speed difference;
and if the initial expected value is larger than the first initial value, controlling the brake valve to perform initial braking on the intermediate shaft according to an initial braking duty ratio, acquiring a rotating speed reduction slope under the initial braking duty ratio, and storing a second initial value in a corresponding relation between the duty ratio and the rotating speed reduction slope.
In a possible implementation manner, the determining a real-time expected value of the speed reduction slope corresponding to the real-time speed difference according to the real-time speed difference has a calculation formula as follows:
K esp ＝(Δv-Δv’)/Δt
in the formula, K esp And the real-time speed difference is a real-time expected value of a speed reduction slope corresponding to the real-time speed difference, the delta v is the real-time speed difference, the delta v' is the preset speed difference, and the delta t is the preset braking duration.
In one possible implementation manner, the determining the expected duty ratio according to the real-time expected value and stored values in the corresponding relationship between the duty ratio and the speed reduction slope includes:
according to the real-time expected value, inquiring stored values in the corresponding relation between the duty ratio and the rotating speed descending slope, determining a stored first rotating speed descending slope which is closest to the real-time expected value and smaller than the real-time expected value and a stored second rotating speed descending slope which is closest to the real-time expected value and larger than the real-time expected value, and acquiring a first duty ratio corresponding to the first rotating speed descending slope and a second duty ratio corresponding to the second rotating speed descending slope;
and carrying out interpolation calculation according to the real-time expected value, the first rotating speed descending slope, the first duty ratio, the second rotating speed descending slope and the second duty ratio to obtain an expected duty ratio.
In a possible implementation manner, the desired duty ratio is obtained by performing interpolation calculation according to the real-time desired value, the first speed decreasing slope, the first duty ratio, the second speed decreasing slope, and the second duty ratio, and a calculation formula of the desired duty ratio is as follows:
Figure BDA0003700799000000031
wherein, PWM esp To the desired duty cycle, K esp For a speed reduction slope corresponding to said real-time speed differenceReal-time desired value of, K 1 Is the first speed reduction slope, K 2 For a second speed reduction slope, PWM 1 At a first duty cycle, PWM 2 Is the second duty cycle.
In one possible implementation, after the obtaining of the initial speed difference between the gear speed of the intermediate shaft and the engaging sleeve speed at the instant of brake enabling of the brake valve and the determining of the initial expected value of the speed reduction slope of the intermediate shaft according to the initial speed difference:
and if the difference value between the initial expected value and a preset threshold value is smaller than or equal to the first initial value, controlling the brake valve to stop braking the intermediate shaft.
In one possible implementation, the initial braking duty cycle is 100%.
In one possible implementation manner, if not, the brake valve is controlled to stop braking the intermediate shaft, and then: and periodically clearing the corresponding relation between the duty ratio and the rotating speed reduction slope stored in the braking process of the brake valve.
In a second aspect, the present application provides an AMT transmission intermediate shaft brake control device, comprising:
the storage module is used for storing an initial value in the corresponding relation between the duty ratio and the rotating speed descending slope;
the acquiring module is used for acquiring the real-time speed difference between the gear rotating speed and the engaging sleeve rotating speed of the brake valve in the braking process;
the judging module is used for judging whether the real-time speed difference exceeds a preset speed difference range or not;
the calculation module is used for determining a real-time expected value of a rotating speed reduction slope corresponding to the real-time speed difference according to the real-time speed difference if the real-time speed difference exceeds a preset speed difference range, and determining an expected duty ratio according to the stored value in the corresponding relation between the real-time expected value and the duty ratio and the rotating speed reduction slope;
the control module is used for controlling the brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of a rotating speed reduction slope under the expected duty ratio, storing the actual value into a corresponding relation between the duty ratio and the rotating speed reduction slope, and returning to the step of acquiring the real-time speed difference between the rotating speed of the gear and the rotating speed of the engaging sleeve in the braking process of the brake valve;
the control module is further used for controlling the brake valve to stop braking the intermediate shaft if the real-time speed difference does not exceed a preset speed difference range.
In a third aspect, the present application provides a controller comprising: at least one processor and memory;
the memory stores computer-executable instructions;
the at least one processor executes the computer-executable instructions stored by the memory such that the at least one processor executes the AMT transmission countershaft braking control method as described above in the first aspect.
In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores instructions executed by a computer, and when the computer executes the instructions, the AMT gearbox intermediate shaft brake control method described in the first aspect is implemented.
In a fifth aspect, the present application provides a computer program product comprising a computer program which, when executed by a processor, implements the AMT gearbox countershaft braking control method as described above in the first aspect.
According to the method, the expected duty ratio is determined according to the real-time expected value of the rotating speed reduction slope of the intermediate shaft in the braking process of the brake valve and the corresponding relation between the duty ratio and the rotating speed reduction slope, the brake valve is controlled to brake the intermediate shaft according to the expected duty ratio until the real-time speed difference is within the preset speed difference range, and therefore flexible braking of the intermediate shaft is achieved, and the problems that braking of the intermediate shaft is excessive and insufficient are avoided.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise.
FIG. 1 is a schematic structural diagram of an AMT transmission upshift provided by an embodiment of the present application;
FIG. 2 is a schematic structural diagram of an AMT gearbox intermediate shaft brake control system provided by the embodiment of the application;
FIG. 3 is a first flowchart of a method for controlling braking of an intermediate shaft of an AMT gearbox according to an embodiment of the present application;
FIG. 4 is a flowchart illustrating a second method for controlling braking of an intermediate shaft of an AMT transmission according to an embodiment of the present application;
FIG. 5 is a schematic structural diagram of an ATM gearbox intermediate shaft brake control device provided by the embodiment of the application;
fig. 6 is a schematic diagram of a hardware structure of the controller provided in the embodiment of the invention in fig. 6.
Detailed Description
In order to make the objects, 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 is obvious that the described embodiments are some but not all of the embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
At present, in a vehicle equipped with an AMT gearbox, during an upshift, the rotation speed of an input shaft of the gearbox is increased, the rotation speeds of a gear to be engaged on an intermediate shaft and an intermediate shaft are also increased, and the rotation speeds of an output shaft of the gearbox and a joint sleeve on the output shaft are the original low-gear rotation speeds, at this time, the rotation speed of the joint gear is higher than the rotation speed of the joint sleeve, and if the gear is directly shifted to a high gear, gear beating is easily caused, so that the rotation speed of the joint gear needs to be reduced first until the difference between the rotation speed of the gear and the rotation speed of the joint sleeve is within a preset difference range. When the difference of the real-time rotating speeds between the gear and the joint sleeve is negative, an execution mechanism of the automatic gear-shifting of the gearbox is triggered. Therefore, a transmission without synchronizers requires braking of the intermediate shaft using a brake valve. The inventor finds that most of brake valves in the prior art are pneumatic control valves, so that in the braking process of the brake valves on the intermediate shaft, because the initial difference value between the rotating speed of the gear to be engaged and the rotating speed of the engaging sleeve is large, the brake valves brake the intermediate shaft according to a fixed brake duty ratio, if the brake duty ratio is large, the problem of synchronous rotating speed overshoot is caused, and if the brake duty ratio is small, the problem of gear shifting time prolonging caused by insufficient braking is easy to occur.
In order to solve the technical problem, the embodiment of the application provides the following technical scheme that a real-time expected duty ratio is determined based on a real-time expected value of a speed reduction slope and a corresponding relation between the duty ratio and the speed reduction slope, and then a brake valve is controlled to brake an intermediate shaft according to the expected duty ratio until a real-time speed difference is within a preset speed difference range. In the braking process of the brake valve, the intermediate shaft is braked according to the real-time expected duty ratio, so that the flexible braking of the intermediate shaft is realized, and the excess braking and the insufficient braking of the intermediate shaft are prevented.
Fig. 1 is a schematic structural diagram of an AMT transmission according to an embodiment of the present invention during upshift, and as shown in fig. 1, an upshift mechanism 10 of the AMT transmission includes: brake valve 101, intermediate shaft 102, gear to be engaged 103, and engaging sleeve 104. The brake valve 101 is used for braking the intermediate shaft 102; the intermediate shaft 102 has a plurality of engaging gears thereon for connecting the input shaft and the output shaft of the transmission through the engaging gears; the gear to be engaged 103 is an engaged gear after upshifting on the intermediate shaft 102 and is used for transmitting power to an output shaft of a gearbox, the engaging sleeve 104 is installed on the output shaft of the gearbox and is used for connecting a vehicle gear shifting lever and the output shaft of the gearbox, and the rotating speed of the engaging sleeve 104 is the same as that of the output shaft of the gearbox.
Fig. 2 is a schematic architecture diagram of an AMT gearbox intermediate shaft brake control system provided by an embodiment of the present application, and as shown in fig. 2, the system includes: an AMT gearbox 11 and a controller 12. The AMT gearbox 11 is provided with an intermediate shaft and a brake valve, and the controller 12 controls the output duty ratio of the brake valve to realize braking of the intermediate shaft of the AMT gearbox. The controller 12 may be an ECU (Electronic Control Unit), a TCU (Telematics Control Unit) communicatively connected to the ECU, or other controllers having similar functions.
Fig. 3 is a first flowchart of a method for controlling braking of an intermediate shaft of an AMT gearbox according to an embodiment of the present application. The executing main body of the embodiment of the present application may be the controller in the embodiment shown in fig. 2, and this embodiment does not particularly limit this, and as shown in fig. 3, the AMT transmission intermediate shaft brake control method includes:
s301: an initial value is stored in a correspondence relationship between the duty ratio and the rotational speed reduction slope.
In the embodiment of the application, the duty ratio is the ratio of the braking time to one braking period, and the whole braking duration of the braking valve is composed of a plurality of braking periods. The initial value is the duty ratio and the corresponding speed reduction slope.
It should be noted that the duty ratios and the initial values of the rotational speed reduction slopes corresponding thereto have at least two duty ratios, wherein one duty ratio takes a smaller value, and the other duty ratio takes a larger value. For example, the duty ratio is 0% and its corresponding speed reduction slope Ka, and the duty ratio is 95% and its corresponding speed reduction slope Kb.
Specifically, the duty ratio and the corresponding speed reduction slope which are determined to be different according to the real vehicle test and input by the user on the computer terminal can be received, and the duty ratio and the corresponding speed reduction slope are stored in the corresponding relation between the duty ratio and the speed reduction slope.
S302: and acquiring the real-time speed difference between the gear rotating speed and the engaging sleeve rotating speed of the brake valve in the braking process.
In the embodiment of the application, a rotating speed sensor is installed in the AMT gearbox and used for acquiring the real-time rotating speed of the gear and the joint sleeve.
Specifically, the gear rotating speed and the joint sleeve rotating speed acquired by the rotating speed sensor in real time are received, and the gear rotating speed and the joint sleeve rotating speed are subjected to difference to obtain the real-time speed difference between the gear rotating speed and the joint sleeve rotating speed.
S303: and judging whether the real-time speed difference exceeds a preset speed difference range. If yes, go to step S304, otherwise go to step S306.
In the embodiment of the application, the preset speed difference range is an interval range formed by positive and negative values of the preset speed difference, and the preset speed difference range is preset and stored in the controller.
For example, the preset speed difference in the preset speed difference range is 50 rpm, the preset speed difference range is from positive 50 rpm to negative 50 rpm, and when the real-time speed difference is 20 rpm, the real-time speed difference is within the preset speed difference range.
Specifically, whether the real-time speed difference is within a preset speed difference range is searched and compared, if yes, step S303 is executed, and if not, step S306 is executed.
S304: and determining a real-time expected value of the rotating speed reduction slope corresponding to the real-time speed difference according to the real-time speed difference, and determining an expected duty ratio according to the stored value in the corresponding relation between the real-time expected value and the duty ratio and the rotating speed reduction slope.
Specifically, according to the real-time speed difference, a real-time expected value of a speed reduction slope corresponding to the real-time speed difference is determined, and a calculation formula is as follows:
K esp ＝|Δv-Δv’|/Δt
in the formula, K esp The speed difference is a real-time expected value of a speed reduction slope corresponding to the real-time speed difference, delta v is the real-time speed difference, delta v' is a preset speed difference, and delta t is a preset braking duration, wherein the preset speed difference and the preset braking duration are data pre-stored in a memory and are the speed difference and the braking duration when the gear-up requirement is met.
Illustratively, at the moment of brake enabling of the brake valve, the gear rotation speed of the intermediate shaft is 2000 revolutions per minute, the rotation speed of the joint sleeve is 1500 revolutions per minute, the real-time speed difference Δ v is 2000 revolutions per minute-1500 revolutions per minute-500 revolutions per minute, the preset speed difference is 50 revolutions per minute, the preset brake duration is 2 seconds, and K is calculated according to the calculation formula esp 450 rpm/2 s/225 rpm/s。
In the embodiment of the application, the time node corresponding to the real-time expected slope is the time node for acquiring the real-time speed difference. And at the time node, performing interpolation calculation according to the real-time expected value and stored values in the corresponding relation between the duty ratio and the rotating speed reduction slope to obtain the expected duty ratio.
S305: and controlling the brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of the rotating speed reduction slope under the expected duty ratio, storing the actual value into the corresponding relation between the duty ratio and the rotating speed reduction slope, and returning to the step S302.
In the embodiment of the application, the actual value of the rotating speed reduction slope is a value obtained according to the actual speed difference, and the actual speed difference is obtained in the process that the brake valve brakes according to the expected duty ratio.
Specifically, after the desired duty ratio is obtained, a control signal is sent out, the brake valve is controlled to brake the intermediate shaft according to the obtained desired duty ratio, during the braking process, an actual speed difference of the rotating speed descending slope is obtained, an actual value of the rotating speed descending slope is obtained according to the actual speed difference, the actual value is stored in the corresponding relation between the duty ratio and the rotating speed descending slope, then the step S302 is returned to, and the steps S302 and the following steps are executed until the judgment result of the step S303 is no in the circulating process of the steps S302 to S305.
S306: and controlling the brake valve to stop braking the intermediate shaft.
In the embodiment of the application, the brake valve is provided with a brake part and an electric control part, the brake part can be a friction plate and a steel sheet which are used in combination, the friction plate is connected with the intermediate shaft through a connecting piece, the connecting piece can be a spline, and the electric control part can be an electromagnetic valve and an air cylinder which are used in combination.
Specifically, if the real-time speed difference is judged to be within the preset speed difference range, a control signal is sent to the electromagnetic valve, the electromagnetic valve is controlled to close the air cylinder, so that the air cylinder drives the steel sheet to be separated from the friction sheet, and the brake on the intermediate shaft is stopped.
In summary, in the embodiment of the present application, a real-time expected value and an expected duty ratio of a rotational speed reduction slope are obtained by obtaining a corresponding relationship between a real-time speed difference and a stored duty ratio and the rotational speed reduction slope in a braking process of a brake valve, and then the brake valve is dynamically adjusted in real time according to the expected duty ratio, so that flexible control over the brake valve is realized, and the fixed duty ratio is avoided from being used for controlling the brake valve, thereby preventing the problems of brake overshoot and brake insufficiency of an intermediate shaft.
Fig. 4 is a second flowchart of a method for controlling braking of an intermediate shaft of an AMT transmission according to an embodiment of the present application, in the embodiment of the present application, a specific implementation method of the initial value stored in the corresponding relationship between the duty ratio and the speed reduction slope in step S301 is described in detail on the basis of the embodiment shown in fig. 2, please refer to fig. 4, and the method includes:
s401: and under the condition that the braking of the intermediate shaft is cancelled, when the duty ratio of the braking valve is 0%, the natural slope of the natural reduction of the rotating speed of the intermediate shaft is obtained, and the natural slope is stored in the corresponding relation between the duty ratio and the rotating speed reduction slope by using a first initial value.
In the present example, a duty ratio of the brake valve of 0% means that a braking time of the brake valve is 0, and a corresponding duty ratio of the first initial value in a correspondence relationship between the duty ratio and the rotation speed decrease slope is 0%.
Specifically, under the condition that the braking duty ratio is 0%, the real-time speed difference between the gear rotation speed and the engaging sleeve rotation speed is obtained by receiving the gear rotation speed and the engaging sleeve rotation speed acquired by the rotation speed sensor, a first initial value is obtained by calculating according to the formula in the step S304 in the above embodiment, and the first initial value and the duty ratio of 0% are stored in the corresponding relationship between the duty ratio and the rotation speed reduction slope.
S402: the method comprises the steps of obtaining an initial speed difference between the gear rotating speed of the intermediate shaft and the rotating speed of the joint sleeve at the moment when the brake valve is braked and enabled, and determining an initial expected value of the rotating speed reduction slope of the intermediate shaft according to the initial speed difference.
In the embodiment of the present application, the initial speed difference is the difference in the rotational speed between the gear and the sleeve at the moment when the brake valve is to be opened.
Specifically, the rotational speeds of the gear and the sleeve, which are acquired from the rotational speed sensor at the moment when the brake valve is to be opened, are received, and the rotational speed of the gear and the rotational speed of the sleeve are differentiated to obtain an initial speed difference, which is calculated according to the formula in step S304 in the above embodiment to obtain an initial expected value.
S403: and if the initial expected value is larger than the first initial value, controlling the brake valve to perform initial braking on the intermediate shaft according to the initial braking duty ratio, acquiring the rotating speed reduction slope under the initial braking duty ratio, and storing a second initial value into the corresponding relation between the duty ratio and the rotating speed reduction slope.
In the embodiment of the present application, the initial braking duty cycle is a value greater than 0% duty cycle, and the initial braking duty cycle may be 95%, 90% or other values that enable the brake valve to open quickly.
Specifically, if it is determined that the initial expected value is greater than the first initial value, a control signal is sent, the brake valve is controlled to brake the intermediate shaft according to the initial brake duty ratio, in the braking process, the rotation speeds of the gear and the engaging sleeve, which are acquired from the rotation speed sensor, are received, the rotation speed of the gear and the rotation speed of the engaging sleeve are differentiated to obtain a rotation speed difference, a rotation speed reduction slope under the initial brake duty ratio is obtained by calculating according to the formula in step S304 in the above embodiment, the rotation speed reduction slope is marked as a second initial value, and the second initial value and the initial brake duty ratio are stored in the corresponding relationship between the duty ratio and the rotation speed reduction slope.
In summary, in the embodiment of the present application, when it is determined that the initial expected value is greater than the first initial value, the brake valve is controlled to perform braking according to the initial braking duty ratio, so that the brake valve is opened quickly, the purpose of reducing the braking time of the brake valve in the early stage of braking is achieved, and the whole braking process is shortened.
It should be noted that step S401 in the above embodiment is executed when the intermediate shaft brake is cancelled during the vehicle running process, and the vehicle running process may be executed by a user or by a vehicle manufacturer before the vehicle leaves a factory. If the user performs step S401 during the running of the vehicle, it may result in the time to perform step S401 also during the entire braking process of the brake valves. Therefore, in order to shorten the braking time period of the brake valve, step S401 of the embodiment of the present application is completed in the factory shipment of the vehicle.
In an alternative embodiment of the present application, based on the embodiment shown in fig. 2, a specific implementation method for determining a desired duty ratio according to a real-time desired value and stored values in a corresponding relationship between the duty ratio and a speed reduction slope is described in detail, where the method includes:
s501: according to the real-time expected value, inquiring stored values in the corresponding relation between the duty ratio and the rotating speed descending slope, determining a stored first rotating speed descending slope which is closest to the real-time expected value and smaller than the real-time expected value and a stored second rotating speed descending slope which is closest to the real-time expected value and larger than the real-time expected value, and acquiring a first duty ratio corresponding to the first rotating speed descending slope and a second duty ratio corresponding to the second rotating speed descending slope.
In this embodiment of the application, the stored value is a duty ratio and a corresponding speed reduction slope, and the stored value may be a duty ratio of 0%, 50%, or 100%, or may also be a first initial value and an initial expected value of the speed reduction slope, or the like. In the stored values, the value closest to the real-time expected value and smaller than the real-time expected value is a first rotating speed descending slope, the value closest to the real-time expected value and larger than the real-time expected value is a stored second rotating speed descending slope, the first duty ratio corresponds to the first rotating speed descending slope, and the second duty ratio corresponds to the second rotating speed descending slope.
Specifically, after the real-time expected value is obtained, the stored value is searched to obtain a first rotating speed descending slope and a second rotating speed descending slope which are closest to the real-time expected value, and the first duty ratio and the second duty ratio are indexed and obtained according to the corresponding relation between the duty ratios and the rotating speed descending slopes.
S502: and carrying out interpolation calculation according to the real-time expected value, the first rotating speed descending slope, the first duty ratio, the second rotating speed descending slope and the second duty ratio to obtain the expected duty ratio.
In the embodiment of the application, the interpolation is to construct an nth order polynomial function, where n is a natural number greater than or equal to 1, to pass or approximate the function through all known points, and then to predict unknown points by using the obtained function, which may be a first order polynomial.
Specifically, according to the real-time expected value, the first speed decreasing slope, the first duty ratio, the second speed decreasing slope and the second duty ratio, interpolation calculation is performed to obtain the expected duty ratio, and a calculation formula is as follows:
Figure BDA0003700799000000101
in the formula, PWM esp To the desired duty cycle, K esp For a real-time desired value, K, of the speed reduction slope corresponding to the real-time speed difference 1 At a first speed reduction slope, K 2 For a second speed reduction slope, PWM 1 At a first duty cycle, PWM 2 Is the second duty cycle.
Exemplary, real-time desired value K of the current speed reduction slope esp 100 rpm/s, a first speed reduction slope K corresponding to a duty ratio of 40% in the stored correspondence between the duty ratio and the speed reduction slope 1 Is 80 rpm/s, and the second speed reduction slope k2 corresponding to the duty ratio of 60% is 120 rpm/s, the desired duty ratio PWM is calculated according to the above formula esp ＝50％。
In an alternative embodiment of the present application, on the basis of the embodiment shown in fig. 4, an initial speed difference between the gear rotation speed of the intermediate shaft and the engaging sleeve rotation speed at the moment of brake enabling of the brake valve is obtained in step S402, and an initial expected value of the speed reduction slope of the intermediate shaft is determined according to the initial speed difference, and then, the method further includes:
s404: and if the difference value between the initial expected value and the preset threshold value is smaller than or equal to the first initial value, controlling the brake valve to stop braking the intermediate shaft.
In the embodiment of the present application, the preset threshold is a value close to 0 in the preset storage value, and the preset threshold may be 0.5 rpm/s, 1.0 rpm/s, or other values that do not affect the overall braking effect.
Specifically, if the difference value between the initial expected value and the preset threshold value is smaller than or equal to the initial value, a control signal is sent out, and the brake valve is controlled to stop braking the intermediate shaft.
In summary, the preset threshold in the embodiment of the present application is used to increase the fault tolerance rate during the determination operation, so as to avoid that the steps after step S402 are still executed when the initial expected value is slightly greater than the first initial value, thereby shortening the braking duration.
In an alternative embodiment of the present application, the initial braking duty cycle in step S403 is defined: the initial brake duty cycle is 100%.
Specifically, the duty ratio of 100% is stored in the correspondence relationship between the duty ratio and the rotation speed reduction slope, and the initial braking duty ratio is recorded as 100%.
In summary, referring to fig. 4, the brake valve is controlled to perform initial braking according to the initial braking duty ratio of 100% so that the brake valve is opened quickly and the opening degree is 100%, which can make the braking process of the brake valve shorter and shorten the braking time to the maximum.
In an alternative embodiment of the present application, on the basis of the embodiment shown in fig. 3, after the controlling the brake valve to stop braking the intermediate shaft in step S303, the method further includes:
s307: and periodically clearing the corresponding relation between the duty ratio and the rotating speed reduction slope stored in the braking process of the brake valve.
In the embodiment of the application, the corresponding relationship between the duty ratio and the speed reduction slope is stored in the memory, and is periodically in a specified time period, wherein the time period can be one complete braking time of the brake valve, one day, one month or the time period thereof, and only the data stored in the time period does not influence the normal use of the memory.
It should be noted that, on the premise of not affecting the normal use of the memory, the longer the time interval of the corresponding relationship between the duty ratio and the speed reduction slope is, the better the time interval is, because, in the above embodiment, the expected duty ratio needs to be obtained through interpolation calculation, the longer the time interval is, the more the stored values are, the more accurate the interpolation calculation result is.
In summary, in the embodiment of the present application, the memory occupied by the corresponding relationship between the duty ratio and the rotational speed decreasing slope stored in the braking process of the brake valve is saved by periodically clearing the corresponding relationship between the duty ratio and the rotational speed decreasing slope stored in the braking process of the brake valve.
The method for controlling the braking of the intermediate shaft of the ATM gearbox is specifically described above.
FIG. 5 is a schematic structural diagram of an ATM gearbox intermediate shaft brake control device provided by the embodiment of the application. As shown in fig. 5, the control device includes: a storage module 51, an acquisition module 52, a judgment module 53, a calculation module 54 and a control module 55.
The storage module 51 is configured to store an initial value in a corresponding relationship between a duty ratio and a speed reduction slope;
the obtaining module 52 is configured to obtain a real-time speed difference between a gear rotation speed and an engaging sleeve rotation speed of the brake valve in a braking process;
the judging module 53 is configured to judge whether the real-time speed difference exceeds a preset speed difference range;
the calculation module 54 is configured to determine a real-time expected value of a speed reduction slope corresponding to the real-time speed difference according to the real-time speed difference if the real-time speed difference exceeds a preset speed difference range, and determine an expected duty ratio according to stored values in a corresponding relationship between the real-time expected value and the duty ratio and the speed reduction slope;
and the control module 55 is used for controlling the brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of the rotating speed reduction slope under the expected duty ratio, storing the actual value into the corresponding relation between the duty ratio and the rotating speed reduction slope, and returning to the step of acquiring the real-time speed difference between the rotating speed of the gear and the rotating speed of the engaging sleeve in the braking process of the brake valve. And the control module is also used for controlling the brake valve to stop braking the intermediate shaft if the real-time speed difference does not exceed the preset speed difference range.
In an optional embodiment of the application, the storage module is specifically configured to store a natural slope of a natural decrease in the rotation speed of the intermediate shaft in a corresponding relationship between a duty ratio and the rotation speed decrease slope as a first initial value; the obtaining module is further used for obtaining an initial speed difference between the gear rotating speed of the intermediate shaft and the rotating speed of the joint sleeve at the moment of brake enabling of the brake valve, and the calculating module is used for determining an initial expected value of the rotating speed reduction slope of the intermediate shaft according to the initial speed difference. And the judging module is also used for judging that the initial expected value is greater than the first initial value, controlling the brake valve to perform initial braking on the intermediate shaft according to the initial braking duty ratio, acquiring the rotating speed reduction slope under the initial braking duty ratio, and storing the rotating speed reduction slope in the corresponding relation between the duty ratio and the rotating speed reduction slope by using a second initial value.
In an embodiment of the present application, the calculation module is specifically configured to:
K esp ＝|Δv-Δv’|/Δt
and calculating a real-time expected value of the speed reduction slope.
In an optional embodiment of the application, the obtaining module is further configured to query stored values in a corresponding relationship between the duty ratio and the speed reduction slope according to the real-time expected value, determine a stored first speed reduction slope that is closest to the real-time expected value and is smaller than the real-time expected value, and a stored second speed reduction slope that is closest to the real-time expected value and is larger than the real-time expected value, and obtain a first duty ratio corresponding to the first speed reduction slope and a second duty ratio corresponding to the second speed reduction slope. And the calculation module is further used for carrying out interpolation calculation according to the real-time expected value, the first rotating speed descending slope, the first duty ratio, the second rotating speed descending slope and the second duty ratio to obtain the expected duty ratio.
In the embodiment of the present application, the calculation module is specifically configured to calculate the formula K according to esp Calculating the real-time expected value of the speed reduction slope according to the equation:
Figure BDA0003700799000000131
a desired duty cycle is calculated.
In an optional embodiment of the application, the determination module is further configured to control the brake valve to stop braking the intermediate shaft if it is determined that a difference between the initial expected value and the preset threshold value is smaller than or equal to a first initial value.
In an optional embodiment of the present application, the storage module is further configured to store the initial duty ratio of 100% as an initial value in a corresponding relationship between the duty ratio and the speed reduction slope.
In an optional embodiment of the present application, the control module is further configured to control the brake valve to stop braking the intermediate shaft if the real-time speed difference does not exceed the preset speed difference range.
The apparatus provided in this embodiment may be used to implement the technical solutions of the above method embodiments, and the implementation principles and technical effects are similar, which are not described herein again.
Fig. 6 is a schematic diagram of a hardware structure of a controller according to an embodiment of the present invention. As shown in fig. 6, the controller 60 of the present embodiment includes: a processor 601 and a memory 602; wherein
A processor 601 for storing computer execution instructions;
a memory 602; computer-executable instructions stored for execution by the memory device perform the various steps involved in the above-described method embodiments. Reference may be made in particular to the description relating to the method embodiments described above.
Alternatively, the memory 602 may be separate or integrated with the processor 601.
When the memory 602 is provided separately, the controller further includes a bus 603 for connecting the memory 602 and the processor 601.
The embodiment of the invention also provides a computer-readable storage medium, wherein computer-executable instructions are stored in the computer-readable storage medium, and when the processor executes the computer-executable instructions, the method for controlling the braking of the intermediate shaft of the ATM gearbox is realized.
Embodiments of the present invention also provide a computer program product, which includes a computer program, and when the computer program is executed by a processor, the method for controlling braking of the intermediate shaft of the ATM gearbox is implemented.
In the several embodiments provided in the present invention, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the above-described modules is merely a logical division, and other divisions may be realized in practice, for example, a plurality of modules 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 modules, and may be in an electrical, mechanical or other form.
The modules described as separate parts may or may not be physically separate, and parts displayed as modules may or may not be physical units, may be located in one position, or may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to implement the solution of the present embodiment.
In addition, functional modules in the embodiments of the present invention may be integrated into one processing unit, or each module may exist alone physically, or two or more modules are integrated into one unit. The unit formed by the modules can be realized in a hardware mode, and can also be realized in a mode of hardware and a software functional unit.
The integrated module implemented in the form of a software functional module may be stored in a computer-readable storage medium. The software functional module 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 to execute some steps of the methods according to the embodiments of the present application.
It should be understood that the Processor may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method disclosed in connection with the present invention may be embodied directly in a hardware processor, or in a combination of the hardware and software modules within the processor.
The memory may comprise a high-speed RAM memory, and may further comprise a non-volatile storage NVM, such as at least one disk memory, and may also be a usb disk, a removable hard disk, a read-only memory, a magnetic or optical disk, etc.
The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (Extended Industry Standard Architecture) bus, or the like. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, the buses in the figures of the present application are not limited to only one bus or one type of bus.
The storage medium may be implemented by any type or combination of volatile or non-volatile memory devices, such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disks. A storage media may be any available media that can be accessed by a general purpose or special purpose computer.
An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. Of course, the storage medium may also be integral to the processor. The processor and the storage medium may reside in an Application Specific Integrated Circuits (ASIC). Of course, the processor and the storage medium may reside as discrete components in an electronic device or host device.
Those of ordinary skill in the art will understand that: all or a portion of the steps of implementing the above-described method embodiments may be performed by hardware associated with program instructions. The foregoing program may be stored in a computer-readable storage medium. When executed, the program performs steps comprising the method embodiments described above; and the aforementioned storage medium includes: various media that can store program codes, such as ROM, RAM, magnetic or optical disks.
To illustrate the technical solution of the present application, but not to limit it; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and these modifications or substitutions do not depart from the scope of the technical solutions of the embodiments of the present application.

Claims (12)

1. A braking control method for an intermediate shaft of an AMT gearbox is characterized by comprising the following steps:
storing an initial value in a corresponding relation between a duty ratio and a speed reduction slope;
acquiring a real-time speed difference between the gear rotating speed and the engaging sleeve rotating speed of the brake valve in the braking process;
judging whether the real-time speed difference exceeds a preset speed difference range or not;
if so, determining a real-time expected value of a rotating speed reduction slope corresponding to the real-time speed difference according to the real-time speed difference, and determining an expected duty ratio according to the stored values in the corresponding relation between the real-time expected value and the duty ratio and the rotating speed reduction slope;
controlling the brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of a rotating speed reduction slope under the expected duty ratio, storing the actual value into a corresponding relation between the duty ratio and the rotating speed reduction slope, and returning to the step of acquiring the real-time speed difference between the rotating speed of the gear and the rotating speed of the engaging sleeve of the brake valve in the braking process;
if not, controlling the brake valve to stop braking the intermediate shaft.
2. The method of claim 1, wherein the storing an initial value in the correspondence of duty ratio to speed reduction slope comprises:
under the condition that the braking of the intermediate shaft is cancelled, when the duty ratio of the braking valve is 0%, the natural slope of the natural reduction of the rotating speed of the intermediate shaft is obtained, and the natural slope is stored in the corresponding relation between the duty ratio and the rotating speed reduction slope according to a first initial value;
acquiring an initial speed difference between the gear rotating speed of the intermediate shaft and the rotating speed of an engaging sleeve at the moment of brake enabling of the brake valve, and determining an initial expected value of a rotating speed reduction slope of the intermediate shaft according to the initial speed difference;
and if the initial expected value is larger than the first initial value, controlling the brake valve to perform initial braking on the intermediate shaft according to an initial braking duty ratio, acquiring a rotating speed reduction slope under the initial braking duty ratio, and storing a second initial value in a corresponding relation between the duty ratio and the rotating speed reduction slope.
3. The method according to claim 1, wherein the real-time expected value of the speed reduction slope corresponding to the real-time speed difference is determined according to the real-time speed difference, and the calculation formula is as follows:
K esp ＝|Δv-Δv′|/Δt
in the formula, K esp And the real-time speed difference is a real-time expected value of a speed reduction slope corresponding to the real-time speed difference, the delta v is the real-time speed difference, the delta v' is the preset speed difference, and the delta t is the preset braking duration.
4. The method of claim 1, wherein determining the desired duty cycle from the stored values in the real-time desired value and the duty cycle to speed droop slope relationship comprises:
according to the real-time expected value, inquiring stored values in the corresponding relation between the duty ratio and the rotating speed descending slope, determining a stored first rotating speed descending slope which is closest to the real-time expected value and smaller than the real-time expected value and a stored second rotating speed descending slope which is closest to the real-time expected value and larger than the real-time expected value, and acquiring a first duty ratio corresponding to the first rotating speed descending slope and a second duty ratio corresponding to the second rotating speed descending slope;
and carrying out interpolation calculation according to the real-time expected value, the first rotating speed descending slope, the first duty ratio, the second rotating speed descending slope and the second duty ratio to obtain an expected duty ratio.
5. The method of claim 4, wherein the desired duty cycle is obtained by performing an interpolation calculation according to the real-time desired value, the first speed reduction slope, the first duty cycle, the second speed reduction slope, and the second duty cycle, and the calculation formula is as follows:
Figure FDA0003700798990000021
in the formula, PWM esp To the desired duty cycle, K esp Is a real-time expected value, K, of the speed reduction slope corresponding to said real-time speed difference 1 For said first speed reduction slope, K 2 For a second speed reduction slope, PWM 1 At a first duty cycle, PWM 2 Is the second duty cycle.
6. The method according to claim 2, characterized in that after said obtaining an initial speed difference between the gear speed of the intermediate shaft and the sleeve speed at the instant of brake enabling of the brake valve and determining an initial desired value of the speed reduction slope of the intermediate shaft from said initial speed difference,:
and if the difference value between the initial expected value and a preset threshold value is smaller than or equal to the first initial value, controlling the brake valve to stop braking the intermediate shaft.
7. The method of claim 2, wherein: the initial braking duty cycle is 100%.
8. The method of claim 1, wherein if no, controlling the brake valve to stop braking the intermediate shaft, and thereafter: and periodically clearing the corresponding relation between the duty ratio and the rotating speed reduction slope stored in the braking process of the brake valve.
9. An AMT gearbox intermediate shaft brake control device is characterized by comprising:
the storage module is used for storing an initial value in the corresponding relation between the duty ratio and the rotating speed descending slope;
the acquiring module is used for acquiring the real-time speed difference between the gear rotating speed and the engaging sleeve rotating speed of the brake valve in the braking process;
the judging module is used for judging whether the real-time speed difference exceeds a preset speed difference range or not;
the calculation module is used for determining a real-time expected value of a rotating speed reduction slope corresponding to the real-time speed difference according to the real-time speed difference if the real-time speed difference exceeds a preset speed difference range, and determining an expected duty ratio according to the stored value in the corresponding relation between the real-time expected value and the duty ratio and the rotating speed reduction slope;
the control module is used for controlling the brake valve to brake the intermediate shaft according to the expected duty ratio, acquiring an actual value of a rotating speed reduction slope under the expected duty ratio, storing the actual value into a corresponding relation between the duty ratio and the rotating speed reduction slope, and returning to the step of acquiring the real-time speed difference between the rotating speed of the gear and the rotating speed of the engaging sleeve in the braking process of the brake valve;
the control module is further used for controlling the brake valve to stop braking the intermediate shaft if the real-time speed difference does not exceed a preset speed difference range.
10. A controller, comprising: at least one processor and memory;
the memory stores computer execution instructions;
the at least one processor executing the computer-executable instructions stored by the memory causes the at least one processor to execute the AMT transmission countershaft braking control method of any one of claims 1-8.
11. A computer readable storage medium, characterized in that the computer readable storage medium stores a computer executable instruction, when the computer executable instruction is executed by a processor, the AMT gearbox intermediate shaft brake control method according to any one of claims 1 to 8 is realized.
12. A computer program product, characterized by comprising a computer program which, when executed by a processor, implements the AMT gearbox countershaft braking control method according to any one of claims 1 to 8.
CN202210688891.9A 2022-06-17 2022-06-17 AMT gearbox intermediate shaft brake control method, device and controller Pending CN115013520A (en)

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