CN116733966A - Clutch control method and system suitable for planetary power shift gearbox - Google Patents

Clutch control method and system suitable for planetary power shift gearbox Download PDF

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Publication number
CN116733966A
CN116733966A CN202310745896.5A CN202310745896A CN116733966A CN 116733966 A CN116733966 A CN 116733966A CN 202310745896 A CN202310745896 A CN 202310745896A CN 116733966 A CN116733966 A CN 116733966A
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CN
China
Prior art keywords
clutch
gear shifting
control
real
combined
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Pending
Application number
CN202310745896.5A
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Chinese (zh)
Inventor
丁亚委
刘军萍
赵裕聪
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Jiangsu Advanced Construction Machinery Innovation Center Ltd
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Jiangsu Advanced Construction Machinery Innovation Center Ltd
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Priority to CN202310745896.5A priority Critical patent/CN116733966A/en
Publication of CN116733966A publication Critical patent/CN116733966A/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/2807—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted using electric control signals for shift actuators, e.g. electro-hydraulic control therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/30—Hydraulic or pneumatic motors or related fluid control means therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • F16H2061/062—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for controlling filling of clutches or brake servos, e.g. fill time, fill level or pressure during filling

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The application discloses a clutch control method and a system suitable for a planetary power shift gearbox, wherein the method judges the shift requirement according to real-time vehicle speed, vehicle acceleration and the like, determines a clutch to be combined, further controls an oil duct electromagnetic valve by a gearbox control unit, and realizes pre-compensation control of the clutch to be combined in an automatic shift mode and intermittent compensation control of the clutch to be combined in a manual shift mode. Therefore, the application can improve the consistency of the oil filling process of the multi-clutch with different lengths of the multi-oil passage and the oil passage, improve the gear shifting response speed and reduce the gear shifting impact.

Description

Clutch control method and system suitable for planetary power shift gearbox
Technical Field
The application relates to the technical field of gearbox clutch control, in particular to a clutch control method and a clutch control system suitable for a planetary power shift gearbox.
Background
The gear shifting process of the planetary power gear shifting gearbox is completed by means of combination and separation of a plurality of wet clutches, and different gear positions of the gearbox are formed according to the combination of different clutches. The wet clutch consists of clutch pack, piston, spring, friction plates and polished sections. When shifting gears, the TCU controls the electromagnetic valve in the integrated valve block to be opened, transmission oil enters the oil duct through the valve hole of the electromagnetic valve and gradually fills the clutch pack, the oil pushes the piston to overcome the spring force, then the friction plate and the polished section are gradually compressed, and simultaneously the torque which can be transmitted by the clutch is gradually increased until the set value is reached.
The planetary power shift gearbox uses an integrated valve block, the integrated valve block is arranged on the gearbox body, and all electromagnetic valves are arranged in the integrated valve block, so that the electromagnetic valves for controlling the oil filling of all clutches are all positioned at fixed positions on the gearbox body. The clutches are distributed at a plurality of different positions between the input shaft and the output shaft of the gearbox, and each clutch is provided with an oil passage for filling and draining oil. Therefore, the planetary power shift gearbox has the characteristics of multiple oil channels, inconsistent lengths of the oil channels and overlong partial oil channels.
When shifting gears, the clutch pack is fully filled with oil from the opening of the TCU control electromagnetic valve, and the oil is required to be fully filled with oil channels in advance. The characteristics that the oil duct length of the planetary power shift gearbox is inconsistent and part of the oil duct is overlong can cause time delay of oil reaching the clutch, the clutch cannot immediately respond to a shift request, the transmitted torque responds slowly, the shift time is prolonged, and the like. Moreover, the oil flow speed is inconsistent at different oil temperatures and oil pressures. The inconsistent oil passage length and the excessive length of a part of the oil passage further exacerbate the inconsistency of oil filling speed. And the influence of the inconsistency is different under different engine speeds. These factors lead to the problems of difficult control of the oil filling process, poor consistency of the oil filling rules and the oil filling quantity, shift impact, slow reversing response, inconsistent shift smoothness and the like.
Therefore, how to reasonably control the oil charge of the clutch in the gear shifting process of the planetary power shift gearbox, and the problems of improving the response speed of the clutch, shortening the gear shifting time, reducing the gear shifting impact and improving the gear shifting smoothness become the clutch control of the planetary power shift gearbox.
Disclosure of Invention
The application aims to overcome the defects in the prior art and provides a clutch control method and a system suitable for a planetary power shift gearbox, which can improve the shift response speed and reduce the shift impact.
In order to achieve the above purpose, the application is realized by adopting the following technical scheme.
In a first aspect, the present application provides a clutch control method for a planetary powershift transmission, comprising:
in automatic shift mode:
acquiring real-time vehicle speed information, and calculating vehicle acceleration and real-time impact according to the real-time vehicle speed information;
judging whether a gear shifting requirement exists or not based on the real-time vehicle speed information;
if a gear shifting requirement exists, determining a clutch to be combined according to the corresponding gear shifting requirement type;
and performing precompensation control on the to-be-combined clutch until: ending the current pre-compensation control when the gear shifting requirement is changed; or when the real-time speed reaches the speed of the gear shifting point corresponding to the current gear shifting requirement, interrupting the current pre-compensation control and executing the gear shifting process control;
and/or, in a manual shift mode:
determining an upshift to-be-combined clutch and a downshift to-be-combined clutch according to the current gear;
respectively carrying out intermittent compensation control on the upshift to-be-combined clutch and the downshift to-be-combined clutch until a manual gear selection signal is received, interrupting the current intermittent compensation control, and executing gear shifting process control;
wherein, the pre-compensation control of the clutch to be combined comprises: controlling the oil passage corresponding to the clutch to be combined to be communicated with a main oil passage of the gearbox, so that the main oil passage of the gearbox is pre-filled with oil to the oil passage corresponding to the clutch to be combined;
the intermittent compensation control of the upshift and downshift to-be-engaged clutches respectively includes: and periodically controlling a main oil way of the gearbox to pre-charge oil into an oil way corresponding to the clutch to be combined according to the set compensation duration, and controlling the corresponding oil way to drain oil after the compensation duration.
When the method is applied, the clutch to be combined is pre-judged, and the oil pre-compensation control is carried out on the corresponding oil duct, so that the gear shifting response speed can be improved, and the gear shifting impact can be reduced.
Optionally, the above method of the present application further includes: before pre-compensation control or intermittent compensation control is performed, acquiring real-time rotation speed information of an engine and the impact degree of the last gear shifting process, and determining compensation pressure according to the real-time rotation speed information of the engine and the impact degree of the last gear shifting process;
when the clutch to be combined is subjected to pre-compensation control or intermittent compensation control, the control enables the main oil passage of the gearbox to be communicated with the corresponding oil passage of the clutch to be combined, and oil can be pre-filled into the corresponding oil passage according to the compensation pressure.
According to the technical scheme, the compensation pressure can be adjusted on the basis of the preset calibration value according to the impact degree of the last gear shifting process and the real-time rotating speed of the engine, so that compensation control is corrected, the accuracy of the compensation control is improved, and the consistency of the multi-clutch oil filling process with inconsistent lengths of multiple oil channels and oil channels is improved.
Optionally, the method of the present application further comprises: after the control of each gear shifting process is finished, calculating the impact degree of the gear shifting process; the impact degree of the gear shifting process is the maximum value of the real-time impact degree of the gear shifting process. The result of the jerk calculation is used as the jerk of the last shift process required for the next precompensation control or intermittent compensation control, as a calculation of the compensation pressure.
Optionally, the maximum value of the real-time impact degree of the vehicle acceleration and the gear shifting process is calculated according to the real-time vehicle speed information, and the formula is as follows:
α cur =Δv cur /Δt
J cur =Δα cur /Δt
wherein Deltav cur The change quantity of the real-time speed of the whole vehicle is represented, and deltat represents the time change quantity; j (J) cur Indicating the real-time impact degree alpha cur Indicating vehicle acceleration, Δα cur Indicating the amount of change in vehicle acceleration.
Optionally, in the present application, the determining the compensation pressure according to the real-time rotation speed information of the engine and the impact degree of the last gear shifting process includes:
if the impact degree of the last gear shifting process meets J<J C According to the real-time rotation speed N of the engine Eng Determining the precompensation pressure p and the real-time rotation speed N of the engine Eng The higher the compensation pressure p, the smaller;
if the impact degree in the last gear shifting process meets J is not less than J C According to the real-time rotation speed N of the engine Eng And determining the compensation pressure p according to the impact degree J of the last gear shifting process, and enabling the compensation pressure p to be equal to the real-time rotating speed N of the engine Eng The impact degree J of the previous gear shifting process is in a positive correlation;
wherein J is C Is a preset impact threshold.
The above technical scheme is that the impact degree J is smaller than the fixed value J C In time, according to engine speed N only Eng Adjusting p, engine speed N Eng The higher p is, the smaller p is; otherwise, the compensation pressure is adjusted according to the engine speed and the impact degree, and the impact degree J in the last gear shifting process is larger, and the p is larger.
Optionally, the method of the present application further comprises: and receiving a gear shifting mode selection signal, and determining that the gear shifting mode is an automatic gear shifting mode or a manual gear shifting mode according to the gear shifting mode selection signal. The application can realize automatic manual and automatic shift mode switching, and realize pre-compensation control or intermittent compensation control under the corresponding shift mode.
Optionally, the method of the present application further comprises: after each precompensation control is finished and each gear shifting process control is finished, corresponding preset idle state of the corresponding clutch is timed t Idle Zero clearing and restarting timing;
to be tied atBefore the clutch is engaged to perform precompensation control, the current t is Idle The value and a preset first time reference value t C1 Comparing if t is satisfied Idle ≧t C1 And if the gear shifting requirement is unchanged and the current real-time speed does not reach the speed of the gear shifting point corresponding to the current gear shifting requirement, starting to perform precompensation control on the clutch to be combined.
Optionally, the method of the present application further comprises:
after the oil pre-filling is finished in each period of intermittent compensation control and the control of each gear shifting process is finished, the corresponding preset idle state of the corresponding clutch is timed to be t Idle Zero clearing and restarting timing;
before intermittent compensation control is performed on the clutch to be combined in each period, the current t is Idle The value and a preset second time reference value t C2 Comparing if t is satisfied Idle ≧t C2 And if the manual gear selection signal is not received, starting to perform intermittent compensation control of a new period on the to-be-combined clutch.
In the above technical solution, the first time reference value t C1 And a second time reference value t C2 The time length of the oil duct can be set according to the calibrated time length of oil drain of the oil duct, so that the oil duct is in an emptying state as much as possible when the precompensation control is started each time, and the precompensation control is not influenced.
Optionally, the determining whether a gear shifting requirement exists based on the real-time vehicle speed information includes:
if the real-time vehicle speed v cur Satisfy v cur >v up -v C * b, the vehicle has an upshift requirement currently;
if the real-time vehicle speed v cur Satisfy v cur <v dwn +v C * b, the vehicle has a downshift requirement at present;
if the real-time vehicle speed v cur Satisfy v dwn +v C *b≦v cur ≦v up -v C * b, the vehicle does not currently have a gear shifting requirement;
wherein v is up V is the vehicle speed corresponding to the upshift point in the current gear dwn For the current gearVehicle speed v corresponding to downshifting point of gear C Is a vehicle speed reference calibration value; b is based on vehicle acceleration alpha cur And determining positive correlation coefficients. If the vehicle actually has a gear shifting requirement, the larger the acceleration is, the more the vehicle needs to be pre-compensated as soon as possible, and the judgment rule can realize the pre-compensation starting time control according to the acceleration adjustment so as to timely pre-judge the gear shifting requirement of the vehicle and timely perform compensation control.
Optionally, in the present application, the method for determining a change in gear shifting requirement includes:
if the current gear shifting requirement is an upshift requirement, when the real-time vehicle speed accords with v cur ≦v up -v C * b, judging that the gear shifting requirement is changed;
if the current gear shifting requirement is a gear shifting requirement, when the real-time vehicle speed accords with v cur ≧v dwn +v C * And b, judging that the gear shifting requirement is changed.
When the shift demand changes, it is indicated that the on-coming clutch needs to be changed, and thus the current compensation control process needs to be ended.
Optionally, in the manual gear shifting mode, the determining the upshift to engage clutch and the downshift to engage clutch according to the current gear includes: and taking the clutch corresponding to the adjacent high gear of the current gear as an upshift to-be-combined clutch CluUp, and taking the clutch corresponding to the adjacent low gear of the current gear as a downshift to-be-combined clutch CluDwn.
In a second aspect, the present application provides a computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements a clutch control method as described in the first aspect for a planetary powershift transmission.
In a third aspect, the present application provides a clutch control system adapted to a planetary powershift transmission, characterized by comprising a transmission, a vehicle speed sensor, a manual gear selection mechanism, an engine control unit ECU and a transmission control unit TCU;
the gearbox is used for sending a current gear signal to the gearbox control unit TCU and receiving a clutch oil duct valve control signal sent by the gearbox control unit TCU;
the speed sensor is used for acquiring the real-time speed of the whole vehicle and sending the real-time speed to the gearbox control unit TCU;
the manual gear selection mechanism is used for enabling a driver to select gears in a manual gear shifting mode and responding to the gear selection operation of the driver to send a manual gear selection signal to the gearbox control unit TCU;
the engine control unit ECU is used for sending an engine real-time rotating speed signal to the gearbox control unit TCU;
the transmission control unit TCU is configured to execute the clutch control method according to any one of claims 1 to 11 based on the received signal, and perform precompensation control, intermittent compensation control or shift control of the oil passage corresponding to the clutch to be combined by sending a clutch oil passage valve control signal to the transmission.
Optionally, the clutch control system of the present application further includes a manual-automatic mode selection switch disposed in the cab, and an output end of the manual-automatic mode selection switch is connected to the gearbox control unit TCU, so as to transmit a shift mode selection signal to the gearbox control unit TCU;
the gearbox control unit TCU determines that the gear shifting mode is an automatic gear shifting mode or a manual gear shifting mode according to the gear shifting mode selection signal.
In the clutch control system, the gearbox comprises an integrated valve block, clutches and oil ducts corresponding to the clutches, and different gears correspond to different clutches or clutch combinations;
the integrated valve block comprises a plurality of electromagnetic valves, and each electromagnetic valve is used for controlling the connection or disconnection between one oil duct and a main oil duct of the gearbox;
the transmission control unit TCU is communicated with a transmission main oil way through a control electromagnetic valve so that the corresponding oil way of the clutch to be combined is communicated with the transmission main oil way; the transmission control unit TCU is turned off through the control electromagnetic valve to disconnect the corresponding oil duct of the clutch to be combined from the main oil duct of the transmission, and the corresponding oil duct of the clutch to be combined is converted into a drainage state.
Compared with the prior art, the application has the following advantages and advances:
the application provides a clutch control method and a clutch control system suitable for a planetary power shift gearbox, which solve the problems of slow shift response, long shift time, large shift impact and the like caused by the characteristics of multiple oil channels, inconsistent length of the oil channels, overlong part of the oil channels and the like of the planetary power shift gearbox by pre-judging a clutch to be combined corresponding to a shift requirement and performing pre-compensation control or intermittent compensation control on corresponding oil channels, thereby ensuring the smoothness of shift and the comfort of driving.
Drawings
0031. FIG. 1 is a schematic diagram illustrating an architecture of an embodiment of a clutch control system of the present application;
FIG. 2 is a schematic flow chart diagram of one embodiment of a clutch control method of the present application in an automatic shift mode;
FIG. 3 is a schematic flow chart diagram illustrating an embodiment of a clutch control method of the present application in an automatic shift mode;
FIG. 4 is a schematic flow chart diagram of one embodiment of a clutch control method of the present application in manual shift mode;
FIG. 5 is a schematic flow chart diagram illustrating an embodiment of a clutch control method according to the present application in a manual shift mode.
Detailed Description
The application is further described below with reference to the accompanying drawings. The following examples are only for more clearly illustrating the technical aspects of the present application, and are not intended to limit the scope of the present application.
Example 1
The embodiment describes a clutch control method suitable for a planetary power shift gearbox, comprising:
referring to fig. 2, in the automatic shift mode:
acquiring real-time vehicle speed information, and calculating vehicle acceleration and real-time impact according to the real-time vehicle speed information;
judging whether a gear shifting requirement exists or not based on the real-time vehicle speed information;
if a gear shifting requirement exists, determining a clutch to be combined according to the corresponding gear shifting requirement type;
and performing precompensation control on the to-be-combined clutch until: ending the current pre-compensation control when the gear shifting requirement is changed; or when the real-time speed reaches the speed of the gear shifting point corresponding to the current gear shifting requirement, interrupting the current pre-compensation control and executing the gear shifting process control;
and/or, referring to fig. 4, in manual shift mode:
determining an upshift to-be-combined clutch and a downshift to-be-combined clutch according to the current gear;
respectively carrying out intermittent compensation control on the upshift to-be-combined clutch and the downshift to-be-combined clutch until a manual gear selection signal is received, interrupting the current intermittent compensation control, and executing gear shifting process control;
wherein, the pre-compensation control of the clutch to be combined comprises: controlling the oil passage corresponding to the clutch to be combined to be communicated with a main oil passage of the gearbox, so that the main oil passage of the gearbox is pre-filled with oil to the oil passage corresponding to the clutch to be combined;
the intermittent compensation control of the upshift and downshift to-be-engaged clutches respectively includes: and periodically controlling a main oil way of the gearbox to pre-charge oil into an oil way corresponding to the clutch to be combined according to the set compensation duration, and controlling the corresponding oil way to drain oil after the compensation duration.
The following describes a specific implementation of the present embodiment.
The method of the embodiment further comprises the following steps: and receiving a gear shifting mode selection signal, and determining that the gear shifting mode is an automatic gear shifting mode or a manual gear shifting mode according to the gear shifting mode selection signal. The shift mode selection signal may be issued by a shift mode switch provided in the cab, the switch state being operated by the driver, the switch wiring signal being high when the switch is closed; when the switch is disconnected, the switch wiring signal is low level, so that automatic manual and automatic shift mode switching can be realized, and further precompensation control or intermittent compensation control can be realized in the corresponding shift mode.
1. Automatic shift mode
When the automatic gear shifting mode works, the gear box is mainly used for shifting gears according to the vehicle speed, and when the vehicle speed is reduced, the gear box is used for downshifting; when the vehicle speed increases, the transmission is upshifted. Referring to fig. 2, based on the automatic gear shifting principle, when the embodiment is applied, the gear box control unit TCU may determine the to-be-combined clutch by judging the gear shifting requirement in advance according to the vehicle speed and the vehicle acceleration, and then may perform precompensation control on the to-be-combined clutch according to the gear shifting requirement and the idle state duration of the to-be-combined clutch, so that the oil duct of the to-be-combined clutch is full of oil. And when the vehicle speed reaches the speed of a gear shifting point or the gear shifting requirement changes, exiting the precompensation control. The pre-compensation pressure is determined by calibration, and is corrected according to the engine speed and the gear shift impact degree in the last gear shift process.
Referring to the flowchart of fig. 3, the pre-compensation control step in the automatic shift mode is as follows.
(1) And calculating the acceleration of the whole vehicle in real time. The speed sensor signal is collected by a speed change box control unit TCU to obtain the real-time speed v of the whole vehicle cur According to alpha cur =Δv cur Calculating vehicle acceleration according to J cur =Δα cur Calculating the real-time impact degree of the whole vehicle by delta t, wherein the maximum value of the impact degree in the gear shifting process is the impact degree J in the gear shifting process A Wherein t is time.
(2) Pre-judging gear shifting requirements: if v cur >v up -v C * b, considering that the gearbox needs to be upshifted; if v cur <v dwn +v C * b, considering that the gearbox needs to be downshifted; if v dwn +v C *b≦v cur ≦v up -v C * b, the gearbox is considered to have no gear shifting requirement. Wherein v is up V is the vehicle speed corresponding to the upshift point in the current gear dwn V is the vehicle speed corresponding to the downshift point of the current gear C Is a fixed value determined by calibration, b is a value according to alpha curr The coefficients determined.
(3) The oncoming clutch is determined. Clutch CluUp, which is required to be engaged when upshifting in the current gear, and clutch CluDwn, which is required to be engaged when downshifting. When the gearbox needs to be upshifted, the to-be-combined clutch is CluUp; when the gearbox needs to be downshifted, the to-be-combined clutch is CluDwn; when the gearbox has no gear-shifting requirement, the on-demand clutch is in an undetermined state.
(4) And judging the starting condition of the precompensation control. After the gear shifting is finished or the precompensation control is finished, cluUp and CluDwn enter the Idle state, and time t is counted from 0 Idle . When the gear is shifted or the gear box returns to neutral gear, the clutch is drained, and the timing is cleared, namely t Idle =0. When the oncoming clutch has been determined and t Idle >t C1 During the process, the TCU performs precompensation control on the clutch to be combined, and simultaneously CluUp and CluDwn exit from the Idle state, wherein t is as follows C1 Is a fixed value.
(5) Pre-compensation pressure p of oncoming clutch 1 According to the calibration result, the TCU controls the engine speed N when opening according to the precompensation Eng And the degree of impact J during the last shift A P pair of 1 And (5) adjusting. Engine speed N Eng The higher the p 1 The smaller; impact degree J of last gear shifting process A The larger p 1 The larger; impact degree J A Less than a fixed value J C In time, according to engine speed N only Eng Adjusting p 1 Constant value J C And (5) determining according to calibration.
(6) After the precompensation control is turned on, if v when the oncoming clutch is CluUp cur ≦v up -v C * b, changing gear shifting requirements, and ending the pre-compensation control; if v when the oncoming clutch is CluDwn cur ≧v dwn +v C * And b, changing gear shifting requirements, and ending the pre-compensation control. Otherwise, step (7) is performed. After the precompensation control is finished, the electromagnetic valve is closed, and the process goes to the step (1).
(7) After the precompensation control is turned on, if v when the oncoming clutch is CluUp cur ≥v up The speed reaching the upshift point is explained, upshift control is needed, and pre-compensation control is interrupted; if v when the oncoming clutch is CluDwn cur ≤v dwn Indicating that the vehicle speed reaches the downshift point, the downshift control is needed to be performed, and the pre-compensation is performedControl interrupts. After the precompensation control is interrupted, the TCU control enters into the gear shifting process control, and the impact degree J of the gear shifting process is calculated A . After the gear shifting process is completed, returning to the step (1).
2. Manual shift mode
In the manual shift mode, the clutch control method of the present embodiment refers to fig. 4, in which the to-be-engaged clutch is first determined, then the intermittent compensation control is started, the intermittent compensation control is interrupted when the driver operates the upshift, the shift process control is entered, and the intermittent compensation control is ended after the set time t1 is exceeded each time the intermittent compensation control. The detailed flow is shown in fig. 5, and is specifically described below.
(1) Determining an oncoming clutch: clutch CluUp, which is required to be engaged when upshifting in the current gear, and clutch CluDwn, which is required to be engaged when downshifting. The oncoming clutches are CluUp and CluDwn.
(2) Intermittent compensation control starting condition judgment: after the gear shifting is finished or after the intermittent compensation control is finished, cluUp and CluDwn enter an Idle state, and time t is counted from 0 Idle . Every time the gear is shifted or the gear box returns to neutral gear, the timing is cleared, namely t Idle =0. When t Idle >t C2 When the TCU controls the electromagnetic valve to be opened, intermittent compensation control is carried out on the clutch to be combined, and meanwhile, cluUp and CluDwn exit from the Idle state, wherein t is as follows C2 Is a fixed value.
(3) Intermittent compensation of compensation pressure p 2 Duration t of compensation 1 According to the calibration result, TCU is determined according to the engine speed N Eng And the impact degree J of the last manual gear shifting process M P pair of 2 、t 1 And (5) adjusting. Engine speed N Eng The higher the p 2 And t 1 The smaller; impact degree J of last gear shifting process M The larger p 2 And t 1 The larger; impact degree J M Less than a fixed value J C In time, according to engine speed N only Eng Adjusting p 2 And t 1 Constant value J C And (5) determining according to calibration.
(4) After the intermittent compensation control is started, the driver manually lifts the vehicleDuring gear shifting and manual gear shifting, intermittent compensation control is interrupted, a TCU (thyristor controlled valve) controls an electromagnetic valve to be opened, oil is filled into a clutch, gear shifting process control is performed, and the impact degree J of the gear shifting process is calculated M . After the control of the gear shifting process is finished, returning to the step (1).
(5) After the intermittent compensation control is started, the compensation duration exceeds t 1 And (2) after the intermittent compensation control is finished, the TCU controls the electromagnetic valve to be closed, and the process goes to the step (2) to carry out the intermittent compensation control of the next period.
Example 2
Based on the same inventive concept as embodiment 1, this embodiment describes a computer-readable storage medium on which a computer program is stored, which, when executed by a processor, implements the clutch control method as described in embodiment 1 as applied to a planetary powershift transmission.
Example 3
Based on the same inventive concept as in embodiment 1, this embodiment describes a clutch control system applicable to a planetary power shift transmission, which includes a transmission, a vehicle speed sensor, a manual gear selection mechanism, an engine control unit ECU, and a transmission control unit TCU, as shown in fig. 1.
Just like a planetary power shift gearbox, in the clutch control system of the embodiment, the gearbox comprises an integrated valve block, clutches and oil channels corresponding to the clutches, and different gears correspond to different clutches or clutch combinations; the integrated valve block comprises a plurality of electromagnetic valves, and each electromagnetic valve is used for controlling the connection or disconnection between one oil duct and a main oil duct of the gearbox;
the transmission control unit TCU can be communicated with a transmission main oil way through controlling the electromagnetic valve to conduct so that the corresponding oil way of the clutch to be combined is communicated with the transmission main oil way; the transmission control unit TCU is turned off through the control electromagnetic valve to disconnect the corresponding oil duct of the clutch to be combined from the main oil duct of the transmission, and the corresponding oil duct of the clutch to be combined is converted into a drainage state.
In this embodiment, the gearbox is configured to send a current gear signal to the gearbox control unit TCU, and receive a clutch oil duct valve control signal sent by the gearbox control unit TCU;
the speed sensor is used for acquiring the real-time speed of the whole vehicle and sending the real-time speed to the gearbox control unit TCU;
the manual gear selection mechanism is used for enabling a driver to select gears in a manual gear shifting mode and responding to the gear selection operation of the driver to send a manual gear selection signal to the gearbox control unit TCU;
the engine control unit ECU is used for sending an engine real-time rotating speed signal to the gearbox control unit TCU;
the transmission control unit TCU is configured to execute the clutch control method described in embodiment 1 based on the received signal, and perform precompensation control, intermittent compensation control or shift control of the oil passage corresponding to the clutch to be incorporated by transmitting a clutch oil passage valve control signal to the transmission.
On the basis of the above, the clutch control system of the embodiment further comprises a manual-automatic mode selection switch arranged in the cab, wherein the output end of the manual-automatic mode selection switch is connected with the gearbox control unit TCU so as to transmit a gear shifting mode selection signal to the gearbox control unit TCU;
the gearbox control unit TCU determines that the gear shifting mode is an automatic gear shifting mode or a manual gear shifting mode according to the gear shifting mode selection signal.
In summary, the method and the device can realize the pre-compensation control of the clutch to be combined in the automatic shifting mode and the intermittent compensation control of the clutch to be combined in the manual shifting mode, correct the supplementary control according to the rotation speed of the engine and the shift impact degree of the last shifting process, and improve the accuracy of the compensation control, thereby solving the problems of large shift impact, slow shift response, long shift time and the like caused by the characteristics of multiple oil channels, inconsistent oil channel lengths, overlong partial oil channels and the like of the planetary power shifting gearbox in the shifting process.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
The embodiments of the present application have been described above with reference to the accompanying drawings, but the present application is not limited to the above-described embodiments, which are merely illustrative and not restrictive, and many forms may be made by those having ordinary skill in the art without departing from the spirit of the present application and the scope of the claims, which are all within the protection of the present application.

Claims (15)

1. A clutch control method suitable for a planetary power shift gearbox, comprising:
in automatic shift mode:
acquiring real-time vehicle speed information, and calculating vehicle acceleration according to the real-time vehicle speed information;
judging whether a gear shifting requirement exists or not based on the real-time vehicle speed information;
if a gear shifting requirement exists, determining a clutch to be combined according to the corresponding gear shifting requirement type;
and performing precompensation control on the to-be-combined clutch until: ending the current pre-compensation control when the gear shifting requirement is changed; or when the real-time speed reaches the speed of the gear shifting point corresponding to the current gear shifting requirement, interrupting the current pre-compensation control and executing the gear shifting process control;
and/or, in a manual shift mode:
determining an upshift to-be-combined clutch and a downshift to-be-combined clutch according to the current gear;
respectively carrying out intermittent compensation control on the upshift to-be-combined clutch and the downshift to-be-combined clutch until a manual gear selection signal is received, interrupting the current intermittent compensation control, and executing gear shifting process control;
wherein, the pre-compensation control of the clutch to be combined comprises: controlling the oil passage corresponding to the clutch to be combined to be communicated with a main oil passage of the gearbox, so that the main oil passage of the gearbox is pre-filled with oil to the oil passage corresponding to the clutch to be combined;
the intermittent compensation control of the upshift and downshift to-be-engaged clutches respectively includes: and periodically controlling a main oil way of the gearbox to pre-charge oil into an oil way corresponding to the clutch to be combined according to the set compensation duration, and controlling the corresponding oil way to drain oil after the compensation duration.
2. The method as recited in claim 1, further comprising: before pre-compensation control or intermittent compensation control is performed, acquiring real-time rotation speed information of an engine and the impact degree of the last gear shifting process, and determining compensation pressure according to the real-time rotation speed information of the engine and the impact degree of the last gear shifting process;
when the clutch to be combined is subjected to pre-compensation control or intermittent compensation control, the control enables the main oil passage of the gearbox to be communicated with the corresponding oil passage of the clutch to be combined, and oil can be pre-filled into the corresponding oil passage according to the compensation pressure.
3. The method as recited in claim 2, further comprising: after the control of each gear shifting process is finished, calculating the impact degree of the gear shifting process;
the impact degree of the gear shifting process is the maximum value of the real-time impact degree of the gear shifting process.
4. A method according to claim 3, wherein the real-time jerk maximum value of the vehicle acceleration and the gear shift process is calculated according to real-time vehicle speed information, and the formula is:
α cur =Δv cur /Δt
J cur =Δα cur /Δt
wherein Deltav cur The change quantity of the real-time speed of the whole vehicle is represented, and deltat represents the time change quantity; j (J) cur Indicating the real-time impact degree alpha cur Indicating vehicle acceleration, Δα cur Indicating the amount of change in vehicle acceleration.
5. The method of claim 2, wherein determining the compensation pressure based on the engine real-time speed information and the jerk of the last shift event comprises:
if the impact degree of the last gear shifting process meets J<J C According to the real-time rotation speed N of the engine Eng Determining the compensation pressure p and the real-time rotating speed N of the engine Eng The higher the compensation pressure p, the smaller;
if the impact degree in the last gear shifting process meets J is not less than J C According to the real-time rotation speed N of the engine Eng And determining compensation pressure p according to the impact degree J of the last gear shifting process, and determining the compensation pressure p and the real-time rotating speed N of the engine Eng The impact degree J of the previous gear shifting process is in a positive correlation;
wherein J is C Is a preset impact threshold.
6. The method as recited in claim 1, further comprising: and receiving a gear shifting mode selection signal, and determining that the gear shifting mode is an automatic gear shifting mode or a manual gear shifting mode according to the gear shifting mode selection signal.
7. The method as recited in claim 1, further comprising:
after each precompensation control is finished and each gear shifting process control is finished, corresponding preset idle state of the corresponding clutch is timed t Idle Zero clearing and restarting timing;
before pre-compensation control is carried out on the clutch to be combined, the current t is Idle The value and a preset first time reference value t C1 Comparing if t is satisfied Idle ≧t C1 And if the gear shifting requirement is unchanged and the current real-time speed does not reach the speed of the gear shifting point corresponding to the current gear shifting requirement, starting to perform precompensation control on the clutch to be combined.
8. The method as recited in claim 1, further comprising:
after the oil pre-filling is finished in each period of intermittent compensation control and the control of each gear shifting process is finished, the corresponding preset idle state of the corresponding clutch is timed to be t Idle Zero clearing and restarting timing;
before intermittent compensation control is performed on the clutch to be combined in each period, the current t is Idle The value and a preset second time reference value t C2 Comparing if t is satisfied Idle ≧t C2 And if the manual gear selection signal is not received, starting to perform intermittent compensation control of a new period on the to-be-combined clutch.
9. The method of any of claims 1-8, wherein determining whether a shift demand exists based on the real-time vehicle speed information comprises: if the real-time vehicle speed v cur Satisfy v cur >v up -v C * b, the vehicle has an upshift requirement currently;
if the real-time vehicle speed v cur Satisfy v cur <v dwn +v C * b, the vehicle has a downshift requirement at present;
if the real-time vehicle speed v cur Satisfy v dwn +v C *b≦v cur ≦v up -v C * b, the vehicle does not currently have a gear shifting requirement;
wherein v is up V is the vehicle speed corresponding to the upshift point in the current gear dwn V is the vehicle speed corresponding to the downshift point of the current gear C Is a vehicle speed reference calibration value; b is based on vehicle acceleration alpha cur And determining positive correlation coefficients.
10. The method according to claim 9, wherein the method of determining a shift demand change includes:
if the current gear shifting requirement is an upshift requirement, when the real-time vehicle speed accords with v cur ≦v up -v C * b, judging that the gear shifting requirement is changed;
if the current gear shifting requirement is a gear shifting requirement, when the real-time vehicle speed accords with v cur ≧v dwn +v C * And b, judging that the gear shifting requirement is changed.
11. The method according to claims 1-8, wherein in manual shift mode, the determining an upshift offgoing clutch and a downshift offgoing clutch according to a current gear comprises: and taking the clutch corresponding to the adjacent high gear of the current gear as an upshift to-be-combined clutch CluUp, and taking the clutch corresponding to the adjacent low gear of the current gear as a downshift to-be-combined clutch CluDwn.
12. A computer readable storage medium, on which a computer program is stored which, when being executed by a processor, implements a clutch control method for a planetary power shift gearbox according to any one of claims 1-11.
13. The clutch control system suitable for the planetary power shift gearbox is characterized by comprising a gearbox, a vehicle speed sensor, a manual gear selection mechanism, an engine control unit ECU and a gearbox control unit TCU;
the gearbox is used for sending a current gear signal to the gearbox control unit TCU and receiving a clutch oil duct valve control signal sent by the gearbox control unit TCU;
the speed sensor is used for acquiring the real-time speed of the whole vehicle and sending the real-time speed to the gearbox control unit TCU;
the manual gear selection mechanism is used for enabling a driver to select gears in a manual gear shifting mode and responding to the gear selection operation of the driver to send a manual gear selection signal to the gearbox control unit TCU;
the engine control unit ECU is used for sending an engine real-time rotating speed signal to the gearbox control unit TCU;
the transmission control unit TCU is configured to execute the clutch control method according to any one of claims 1 to 12 based on the received signal, and perform precompensation control, intermittent compensation control or shift control of the oil passage corresponding to the clutch to be combined by sending a clutch oil passage valve control signal to the transmission.
14. The clutch control system for a planetary powershift transmission according to claim 13, further comprising a manual mode selection switch disposed within the cab, an output of the manual mode selection switch being connected to the transmission control unit TCU to transmit a shift mode selection signal thereto;
the gearbox control unit TCU determines that the gear shifting mode is an automatic gear shifting mode or a manual gear shifting mode according to the gear shifting mode selection signal.
15. The clutch control system for a planetary powershift transmission of claim 13 or 14, wherein the transmission includes an integrated valve block, clutches and oil galleries for each clutch, different gears for different clutches or clutch combinations;
the integrated valve block comprises a plurality of electromagnetic valves, and each electromagnetic valve is used for controlling the connection or disconnection between one oil duct and a main oil duct of the gearbox;
the transmission control unit TCU is communicated with a transmission main oil way through a control electromagnetic valve so that the corresponding oil way of the clutch to be combined is communicated with the transmission main oil way; the transmission control unit TCU is turned off through the control electromagnetic valve to disconnect the corresponding oil duct of the clutch to be combined from the main oil duct of the transmission, and the corresponding oil duct of the clutch to be combined is converted into a drainage state.
CN202310745896.5A 2023-06-25 2023-06-25 Clutch control method and system suitable for planetary power shift gearbox Pending CN116733966A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310745896.5A CN116733966A (en) 2023-06-25 2023-06-25 Clutch control method and system suitable for planetary power shift gearbox

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310745896.5A CN116733966A (en) 2023-06-25 2023-06-25 Clutch control method and system suitable for planetary power shift gearbox

Publications (1)

Publication Number Publication Date
CN116733966A true CN116733966A (en) 2023-09-12

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Country Link
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