Ami automatic mechanical transmission (amt) pneumatic gear control method and device, vehicle and storage medium

Abstract

The application relates to the technical field of vehicles and specifically discloses an AMT (automated mechanical transmission) pneumatic gear engagement control method and device, a vehicle and a storage medium. The AMT pneumatic gear engagement control method comprises the following steps: when a sub-gearbox needs to perform a gear engagement operation, a first sliding sleeve needing to perform the gear engagement operation in the sub-gearbox is determined; the load of the vehicle and the slope where the vehicle is located are obtained; a first real-time position of the first sliding sleeve is obtained; when the first real-time position is located between a first top tooth position and a first termination position, a first basic duty ratio is determined based on the first real-time position; the first basic duty ratio is corrected based on the load and the slope, and a first corrected duty ratio is obtained; a first gear engagement electromagnetic valve executes the first corrected duty ratio, so that the duty ratio of the first gear engagement electromagnetic valve can be controlled according to the first real-time position, the first gear engagement electromagnetic valve is accurately stopped, and meanwhile, the duty ratio can meet the working condition of the vehicle; and if the first real-time position is located at the first termination position, the first gear engagement electromagnetic valve is closed.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to an AMT pneumatic gear engagement control method and device, a vehicle and a storage medium. BACKGROUND

[0002] AMT (Automated Mechanical Transmission) is an automatic control mechanism with an electronic unit added to the basic structure of the original mechanical manual transmission, which replaces the original manual operation of clutch separation and engagement, gear shifting and adjustment of engine and motor speed and torque, and realizes automatic operation of the shifting process.

[0003] The existing AMT actuators include electric gear shifting actuators, hydraulic gear shifting actuators and pneumatic gear shifting actuators. The pneumatic gear shifting actuator has the advantages of low cost, rapid gear shifting action and simple structure, and therefore is widely used in AMT. However, pneumatic control has the disadvantages of large compressibility of compressed air, strong hysteresis and strong nonlinearity. In the gear shifting process, the gear shifting impact and noise caused by the pneumatic gear shifting actuator are large, especially at the end of gear shifting, the sleeve movement speed is large, and a large end face impact noise is generated.

[0004] To this end, the prior patent with application number CN202010026097.9 discloses a synchronizer gear shifting control method based on PWM valve. When the gear shifting process enters the gear engagement stage, the duty cycle of the forward PWM valve and the duty cycle of the reverse PWM valve are adjusted for gear engagement speed control. After the gear engagement is in place, the forward PWM valve is fully opened for a set time and then closed, so that the speed of the synchronizer is reduced, thereby reducing the end face impact noise at the end of gear shifting and improving the gear shifting quality. However, in the control method, the final stopping position of the sleeve is uncertain, and there is a risk of incomplete gear engagement or end face impact, because the friction force of the sleeve tooth part is inconsistent under different working conditions, which leads to uncontrollable position of the sleeve when the forward PWM valve is closed after the gear engagement is in place, and the distance of the sleeve sliding according to its inertia after the forward PWM valve is closed is also uncontrollable. SUMMARY

[0005] The present application aims to provide an AMT pneumatic gear engagement control method, device, vehicle and storage medium, to solve the problem that in the existing control method, after the gear engagement is in place, the forward PWM valve is fully opened for a set time and then closed, which cannot guarantee the accurate final position of the sleeve.

[0006] In a first aspect, the present application provides an AMT pneumatic gear engagement control method, wherein the AMT includes a main box and a sub-box, the main box is in transmission connection with the sub-box, and the AMT pneumatic gear engagement control method is executed in the gear engagement process, and the AMT pneumatic gear engagement control method comprises:

[0007] S100: obtaining a gear engagement instruction and a target gear position to be engaged;

[0008] S200: determining whether the auxiliary gearbox needs to perform a gear engagement operation based on the target gear position;

[0009] If yes, S300 is performed;

[0010] S300: determining a first spool in the auxiliary gearbox that needs to perform a gear engagement operation, the first spool being driven by a first pneumatic actuator and being used to engage with a first ring gear, the first pneumatic actuator being controlled to start and stop by a first gear engagement solenoid;

[0011] S400: obtaining a load of the vehicle and a slope at which the vehicle is located;

[0012] S500: obtaining a first real-time position of the first spool;

[0013] S600: determining whether the first real-time position exceeds a first top gear position and has not reached a first end position, when the first real-time position exceeds the first top gear position and has not reached the first end position, the first spool partially engages with the first ring gear, and when the first real-time position does not exceed the first top gear position, the first spool is separated from the first ring gear;

[0014] If yes, S700 is performed; if no, and the first real-time position reaches the first end position, S1000 is performed;

[0015] S700: determining a first basic duty cycle of the first gear engagement solenoid based on the first real-time position;

[0016] S800: correcting the first basic duty cycle based on the load and the slope to obtain a first corrected duty cycle;

[0017] S900: the first gear engagement solenoid performs the first corrected duty cycle, and returns to S500;

[0018] S1000: the first gear engagement solenoid is closed.

[0019] As a preferred technical solution of the AMT pneumatic gear engagement control method, determining the first basic duty cycle of the first gear engagement solenoid based on the first real-time position comprises:

[0020] obtaining a first correlation between the first real-time position and the first basic duty cycle;

[0021] determining the first basic duty cycle according to the first correlation and the first real-time position.

[0022] As the preferred technical solution of the AMT pneumatic gear engagement control method, in the first correlation, as the first real-time position gradually deviates from the first top gear position, the first basic duty cycle first increases and then decreases.

[0023] As the preferred technical solution of the AMT pneumatic gear engagement control method, in S600, if the first real-time position does not exceed the first top gear position, S1100 is executed.

[0024] S1100: The first gear engagement solenoid executes a first duty cycle.

[0025] As the preferred technical solution of the AMT pneumatic gear engagement control method, when it is determined based on the target gear position that the auxiliary gearbox does not need to perform a gear engagement operation, and after S1000, the AMT pneumatic gear engagement control method further comprises the following steps:

[0026] S1200: Determine whether the main gearbox needs to perform a gear engagement operation based on the target gear position;

[0027] If yes, S1300 is executed.

[0028] S1300: Determine the second spool in the main gearbox that needs to perform a gear engagement operation, the second spool is driven by a second pneumatic actuator and used to engage with a second gear ring, and the second pneumatic actuator is controlled to start and stop by a second gear engagement solenoid.

[0029] S1400: Obtain the load of the vehicle and the slope at which the vehicle is located.

[0030] S1500: Obtain the second real-time position of the second spool.

[0031] S1600: Determine whether the second real-time position exceeds a second top gear position and has not reached a second end position, when the second real-time position exceeds the second top gear position and has not reached the second end position, the second spool partially engages with the second gear ring, and when the second real-time position does not exceed the first top gear position, the second spool is separated from the second gear ring.

[0032] If yes, S1700 is executed; if no, and the second real-time position reaches the second end position, S2000 is executed.

[0033] S1700: Determine a second basic duty cycle of the second gear engagement solenoid based on the second real-time position.

[0034] S1800: Correct the second basic duty cycle based on the load and the slope to obtain a second corrected duty cycle.

[0035] S1900: the second gear engagement electromagnetic valve executes the second corrected duty cycle, and returns to S1500;

[0036] S2000: the second gear engagement electromagnetic valve is closed.

[0037] As a preferred technical solution of the AMT pneumatic gear engagement control method, the second basis duty cycle of the second gear engagement electromagnetic valve is determined based on the second real-time position, comprising:

[0038] obtaining a second correlation between the second real-time position and the second basis duty cycle;

[0039] determining the second basis duty cycle according to the second correlation and the second real-time position.

[0040] As a preferred technical solution of the AMT pneumatic gear engagement control method, in the second correlation, as the second real-time position gradually deviates from the second top gear position, the second basis duty cycle gradually decreases.

[0041] As a preferred technical solution of the AMT pneumatic gear engagement control method, in S1600, if the second real-time position does not exceed the second top gear position, S2100 is executed;

[0042] S2100: the second gear engagement electromagnetic valve executes the second duty cycle.

[0043] Secondly, the application further provides an AMT pneumatic gear engagement control device, comprising:

[0044] an instruction obtaining module, configured to obtain a gear engagement instruction and a target gear position to be engaged;

[0045] a range changer determination module, configured to determine whether the range changer needs to perform a gear engagement operation based on the target gear position;

[0046] a first sliding sleeve determination module, configured to determine a first sliding sleeve in the range changer that needs to perform a gear engagement operation when the range changer needs to perform a gear engagement operation, the first sliding sleeve being driven by a first pneumatic actuating mechanism and being used to engage with a first gear ring, and the first pneumatic actuating mechanism being controlled to start and stop by a first gear engagement electromagnetic valve;

[0047] a parameter obtaining module, configured to obtain a load of the vehicle and a slope where the vehicle is located;

[0048] a first real-time position obtaining module, configured to obtain a first real-time position of the first sliding sleeve;

[0049] a first determining module, configured to determine whether the first real-time position exceeds a first top gear position and has not reached a first end position, wherein when the first real-time position exceeds the first top gear position and has not reached the first end position, the first sliding sleeve is partially engaged with the first gear ring, and when the first real-time position does not exceed the first top gear position, the first sliding sleeve is separated from the first gear ring;

[0050] a first basic duty cycle determining module, configured to determine a first basic duty cycle of the first gear engagement electromagnetic valve based on the first real-time position when the first real-time position exceeds the first top gear position and has not reached the first end position;

[0051] a first corrected duty cycle determining module, configured to correct the first basic duty cycle based on the load and the slope and obtain a first corrected duty cycle;

[0052] a first executing module, configured to make the first gear engagement electromagnetic valve execute the first corrected duty cycle;

[0053] a second executing module, configured to make the first gear engagement electromagnetic valve close when the first real-time position reaches the first end position.

[0054] In a third aspect, the present application provides a vehicle comprising an AMT, wherein the vehicle further comprises:

[0055] a running controller;

[0056] a position sensor, configured to acquire a first real-time position of a first sliding sleeve and send the first real-time position to the running controller;

[0057] a load sensor, configured to acquire a load of the vehicle and send the load to the running controller;

[0058] a gyroscope, configured to acquire a slope where the vehicle is located and send the slope to the running controller;

[0059] a memory, configured to store one or more programs, which, when executed by the running controller, make the running controller control the vehicle to implement the AMT pneumatic gear engagement control method in any of the above aspects.

[0060] In a fourth aspect, the present application provides a storage medium having a computer program stored thereon, which, when executed by a running controller, makes a vehicle implement the AMT pneumatic gear engagement control method in any of the above aspects.

[0061] The present application has the following advantages:

[0062] The application provides an AMT pneumatic gear engagement control method, device, vehicle and storage medium. The AMT pneumatic gear engagement control method comprises the following steps: obtaining a gear engagement instruction and a target gear position to be engaged; determining whether the auxiliary gearbox needs to perform a gear engagement operation based on the target gear position; if yes, determining a first spool in the auxiliary gearbox that needs to perform the gear engagement operation; obtaining the load of the vehicle and the slope where the vehicle is located; obtaining a first real-time position of the first spool; determining whether the first real-time position exceeds a first top tooth position and has not reached a first end position, and if yes, determining a first basic duty ratio of a first gear engagement electromagnetic valve based on the first real-time position; correcting the first basic duty ratio based on the load and the slope to obtain a first corrected duty ratio; and the first gear engagement electromagnetic valve performs the first corrected duty ratio; and if the first real-time position is located at the first end position, the first gear engagement electromagnetic valve is closed. In this way, the first basic duty ratio is related to the first real-time position, the duty ratio of the first spool can be controlled according to the specific position of the first spool between the first top tooth position and the first end position, thereby effectively controlling the stop position of the first spool, and the first corrected duty ratio is related to the load and the slope of the vehicle, and can meet the working condition requirements of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0063] Figure 1 The flowchart of the AMT pneumatic gear engagement control method in the embodiment of the application Figure 1 ;

[0064] Figure 2 The flowchart of the AMT pneumatic gear engagement control method in the embodiment of the application Figure 2 ;

[0065] Figure 3 The structural schematic diagram of the AMT pneumatic gear engagement control device in the embodiment of the application

[0066] Figure 4 The structural schematic diagram of the vehicle in the embodiment of the application

[0067] In the drawings:

[0068] 100, instruction obtaining module; 110, auxiliary gearbox gear engagement determination module; 120, first spool determination module; 130, parameter obtaining module; 140, first real-time position obtaining module; 150, first determination module; 160, first basic duty ratio determination module; 170, first corrected duty ratio determination module; 180, first execution module; 190, second execution module

[0069] 200, AMT; 210, driving controller; 220, position sensor; 230, load sensor; 240, gyroscope; 250, memory DETAILED DESCRIPTION

[0070] The technical solutions of the present application will be described clearly and completely below in conjunction with the drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the scope of the present application.

[0071] In the description of the present application, it should be noted that the orientations or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", etc. are only for the purpose of description, and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions, and moreover, the "above", "over" and "on" of the first feature to the second feature include the vertical direction of the first feature above and obliquely above the second feature, or only indicate that the horizontal height of the first feature is higher than that of the second feature. The "below", "under" and "under" of the first feature to the second feature include the vertical direction of the first feature below and obliquely below the second feature, or only indicate that the horizontal height of the first feature is less than that of the second feature.

[0072] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those of ordinary skill in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0073] The embodiments of the present application will be described in detail below, and examples of the embodiments are shown in the drawings, wherein the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0074] Noun explanation

[0075] P2 hybrid system: P2 hybrid system is a parallel hybrid system, P represents the position of the driving motor in the hybrid system, and "2" represents after the internal combustion engine and before the transmission.

[0076] AMT: AMT is an automatic control mechanism equipped with an electronic unit in the original mechanical manual transmission basic structure without changing, which replaces the original manual clutch separation and engagement, gear shifting and engine, motor speed and torque adjustment operations, and realizes the automatic operation of the shifting process.

[0077] Embodiment one

[0078] The embodiment provides an AMT pneumatic gear engagement control method, which can be executed by an AMT pneumatic gear engagement control device, and can be realized by software and / or hardware and integrated in a vehicle. Wherein, the AMT specifically includes a main box and a sub-box, and the main box and the sub-box are in transmission connection.

[0079] Specifically, the gear shifting operation generally includes four steps of gear shifting, torque clearing, speed adjusting and gear engagement. The AMT pneumatic gear engagement control method mainly improves the gear engagement step.

[0080] As shown in the figure, the AMT pneumatic gear engagement control method comprises the following steps: Figure 1

[0081] S100: Obtain a gear engagement instruction and a target gear position to be engaged.

[0082] The driving controller can interact with the vehicle controller to obtain the gear engagement instruction and the target gear position to be engaged. Specifically, the vehicle speed and the gear position have a corresponding relationship, when the vehicle speed changes greatly, the vehicle controller adjusts the gear position according to the corresponding relationship between the vehicle speed and the gear position, at this time, the gear shifting demand is generated, and the target gear position to be engaged is obtained. During the gear shifting process, the vehicle controller will issue a gear engagement instruction after completing the speed adjustment.

[0083] S200: Determine whether the sub-box needs to perform a gear engagement operation based on the target gear position.

[0084] Wherein, the main box and the sub-box are provided with a plurality of gear positions, and each gear position of the vehicle is formed by combining the gear position in the main box and the gear position in the sub-box. The driving controller pre-stores a relationship diagram of the target gear position, which is the mutual relationship among the target gear position, the gear position in the main box and the gear position in the sub-box, and determines the gear position of the main box and the gear position of the sub-box according to the mutual relationship among the target gear position, the gear position in the main box and the gear position in the sub-box. Wherein, the gear position in the main box and the gear position in the sub-box can be neutral gear or forward gear.

[0085] If yes, execute S300.

[0086] S300: Determine the first spool in the sub-box that needs to perform a gear engagement operation.

[0087] ​The auxiliary gearbox is provided with a plurality of first sliding sleeves and a first ring gear, and the plurality of gear positions in the auxiliary gearbox correspond to the plurality of first ring gears one by one, and each first sliding sleeve corresponds to one or two first ring gears. After the gear position of the auxiliary gearbox is determined according to the mutual relationship of the target gear position, the target gear position, the gear position in the main gearbox and the gear position in the auxiliary gearbox, the first sliding sleeve corresponding to the gear position of the auxiliary gearbox needs to be engaged into the corresponding first ring gear. Each first sliding sleeve is driven by a first pneumatic actuator, which is a first pneumatic cylinder, and the first pneumatic cylinder is provided with two electromagnetic valves, one of which is a first gear engagement electromagnetic valve, and the other is a first gear disengagement electromagnetic valve. When the gear is engaged, the first gear engagement electromagnetic valve controls the start and stop of the first pneumatic cylinder.

[0088] S400: Obtain the load of the vehicle and the slope where the vehicle is located.

[0089] The load of the vehicle can be obtained by a load sensor, and the slope where the vehicle is located can be obtained by a gyroscope or GPS.

[0090] S500: Obtain the first real-time position of the first sliding sleeve.

[0091] The first real-time position of the first sliding sleeve can be obtained by a position sensor arranged on the first sliding sleeve.

[0092] S600: Determine whether the first real-time position exceeds the first top tooth position and has not reached the first termination position.

[0093] According to the movement path of the first sliding sleeve in the gear engagement process, the first sliding sleeve has a first initial position, a first top tooth position, a first termination position and a first engaged position. The first sliding sleeve is driven by the first gear engagement electromagnetic valve to move from the first initial position to the first termination position through the first top tooth position, and then slides into the first engaged position relying on the inertia of the first sliding sleeve. When the first real-time position exceeds the first top tooth position and has not reached the first termination position, the first sliding sleeve is partially engaged with the first ring gear, and at this time the gear position of the auxiliary gearbox can already transmit power. When the first real-time position does not exceed the first top tooth position, the first sliding sleeve is separated from the first ring gear, and at this time the gear position in the auxiliary gearbox cannot transmit power.

[0094] If yes, S700 is performed; if no, and the first real-time position reaches the first termination position, S1000 is performed; if no, and when the first real-time position does not exceed the first top tooth position, S1100 is performed.

[0095] S700: Determine the first basic duty cycle of the first gear engagement electromagnetic valve based on the first real-time position.

[0096] Specifically, determining the first basic duty ratio of the first engagement solenoid based on the first real-time position comprises: obtaining a first correlation between the first real-time position and the first basic duty ratio; and determining the first basic duty ratio according to the first correlation and the first real-time position. The first correlation can be pre-stored in the driving controller and can be obtained through a large number of preliminary tests.

[0097] Optionally, in the first correlation, as the first real-time position gradually moves away from the first top gear position, the first basic duty ratio first increases and then decreases. In this way, the gear in the range box can be relatively smooth during engagement, avoiding impact and end face collision.

[0098] S800: Correct the first basic duty ratio based on the load and the slope to obtain the first corrected duty ratio.

[0099] S900: The first engagement solenoid executes the first corrected duty ratio, and returns to S500.

[0100] The driving controller pre-stores a map1 of the load, the slope and the first correction coefficient, as shown in Table 1. The corresponding first correction coefficient can be queried from the map1 by obtaining the load and the slope, and the first corrected duty ratio can be obtained by multiplying the first correction coefficient and the first basic duty ratio. By correcting the first basic duty ratio and making the first engagement solenoid execute the corrected first corrected duty ratio, the working condition requirements of the vehicle can be met. The map1 can be obtained through a large number of preliminary tests. In the map1, when the slope is constant, as the load increases, the first correction coefficient has a trend of increasing; when the load is constant, as the slope increases, the first correction coefficient also has a trend of increasing.

[0101] Table 1: map1 of load, slope and first correction coefficient

[0102]

[0103] S1000: The first engagement solenoid is closed.

[0104] When the first engagement solenoid is closed, the first basic duty ratio is equivalent to zero. At this time, the first sliding sleeve moves to the first gear position according to its own inertia, and the gear of the range box is successfully engaged.

[0105] S1100: The first engagement solenoid executes the first duty ratio.

[0106] The first duty cycle can be determined according to the specific model of the AMT. When the first duty cycle is executed by the first gear engagement solenoid, the first spool is moved from the first initial position to the first top gear position. In this embodiment, the first duty cycle is variable, and the first duty cycle gradually increases as the first spool moves away from the first initial position. Since the spacing between the neutral gear and the gear in the range box is relatively small, the success rate of the range box gear engagement can be ensured. In other embodiments, the first duty cycle can also be set to a constant value.

[0107] Optionally, the first gear engagement solenoid is an on-off valve, and the duty cycle thereof is achieved by high-speed off control. For example, if the required output duty cycle is 60%, and the scheduling period is 1 ms, then the output is in units of 5 ms, and the first gear engagement solenoid is turned on for 3 ms and turned off for 2 ms to achieve a 60% duty cycle.

[0108] The AMT pneumatic gear engagement control method provided in this embodiment includes the following steps: obtaining a gear engagement instruction and a target gear to be engaged; determining whether the range box needs to perform a gear engagement operation based on the target gear; if yes, determining a first spool in the range box that needs to perform a gear engagement operation; obtaining the load of the vehicle and the slope at which the vehicle is located; obtaining a first real-time position of the first spool; determining whether the first real-time position exceeds the first top gear position and has not reached the first end position; if yes, determining a first basic duty cycle of the first gear engagement solenoid based on the first real-time position; correcting the first basic duty cycle based on the load and the slope to obtain a first corrected duty cycle; executing the first corrected duty cycle by the first gear engagement solenoid; and if the first real-time position is at the first end position, closing the first gear engagement solenoid. In this way, the first basic duty cycle is related to the first real-time position, and the duty cycle of the first spool can be controlled according to the specific position of the first spool between the first top gear position and the first end position, thereby effectively controlling the stop position of the first spool. Moreover, the first corrected duty cycle is related to the load and the slope of the vehicle, and can meet the working condition requirements of the vehicle.

[0109] Optionally, please refer to Figure 2 , in S200, when it is determined based on the target gear that the range box does not need to perform a gear engagement operation, and after step S1000 is performed, the AMT pneumatic gear engagement control method further includes the following steps:

[0110] S1200: determining whether the main box needs to perform a gear engagement operation based on the target gear.

[0111] If yes, S1300 is performed; if no, the process ends.

[0112] Specifically, the gear position of the main box can be determined according to the mutual relationship among the target gear, the gear position in the main box, and the gear position in the range box.

[0113] S1300: determining a second spool in the main box that needs to perform a gear engagement operation.

[0114] The second sliding sleeve is driven by a second pneumatic actuator and is used to engage with the second ring gear, and the second pneumatic actuator is controlled to start and stop by a second gear engagement electromagnetic valve.

[0115] The main box is provided with a plurality of second sliding sleeves and second ring gears, and the plurality of gear positions of the main box correspond to the plurality of second ring gears one by one, and each second sliding sleeve corresponds to one or two second ring gears. After the gear position of the main box is determined according to the target gear position, the gear positions in the main box, and the mutual relationship of the gear positions in the main box, the second sliding sleeve corresponding to the gear position of the main box needs to be engaged into the corresponding second ring gear. Each second sliding sleeve is driven by a second pneumatic actuator, and the second pneumatic actuator is a second pneumatic cylinder, and the second pneumatic cylinder is provided with two electromagnetic valves, one of which is a second gear engagement electromagnetic valve, and the other is a second gear disengagement electromagnetic valve. When the gear is engaged, the second pneumatic cylinder is controlled to start and stop by the second gear engagement electromagnetic valve.

[0116] S1400: Obtain the load of the vehicle and the slope where the vehicle is located.

[0117] The load of the vehicle can be obtained by a load sensor, and the slope where the vehicle is located can be obtained by a gyroscope or GPS.

[0118] S1500: Obtain the second real-time position of the second sliding sleeve.

[0119] The second real-time position of the second sliding sleeve can be obtained by a position sensor arranged on the second sliding sleeve.

[0120] S1600: Determine whether the second real-time position exceeds the second top gear position and has not reached the second end position.

[0121] According to the movement path of the second sliding sleeve in the gear engagement process, the second sliding sleeve has a second initial position, a second top gear position, a second end position, and a second engaged position. The second sliding sleeve is driven by the second gear engagement electromagnetic valve to move from the second initial position to the second end position through the second top gear position, and then slides into the second engaged position by inertia. When the second real-time position exceeds the second top gear position and has not reached the second end position, the second sliding sleeve is partially engaged with the second ring gear, and at this time, the gear position of the main box can perform power transmission. When the second real-time position does not exceed the second top gear position, the second sliding sleeve is separated from the second ring gear, and at this time, the gear position in the main box cannot perform power transmission.

[0122] If yes, S1700 is performed; if no, and when the second real-time position reaches the second end position, S2000 is performed; if no, and when the second real-time position does not exceed the second top gear position, S2100 is performed.

[0123] S1700: Determine the second basic duty cycle of the second gear engagement electromagnetic valve based on the second real-time position.

[0124] Specifically, determining the second basic duty cycle of the second gear-engaging solenoid valve based on the second real-time position includes: obtaining a second correlation between the second real-time position and the second basic duty cycle; and determining the second basic duty cycle based on the second correlation and the second real-time position. The second correlation may be pre-stored in the vehicle controller and may be obtained through extensive prior testing.

[0125] Optionally, in the second association relationship, as the second real-time position gradually moves away from the second top gear position, the second basic duty cycle gradually decreases. This ensures that the gear in the main box is relatively smooth during the shifting process, ensuring comfort while ensuring the correct position.

[0126] S1800: Correct the second basic duty cycle based on the load and the slope to obtain a second corrected duty cycle.

[0127] S1900: The second gear engaging solenoid valve executes the second modified duty cycle and returns to S1500.

[0128] The vehicle controller pre-stores a map 2 containing load, slope, and a second correction factor. Using the acquired load and slope, the corresponding second correction factor can be retrieved from map 2. The second correction factor is then multiplied by the second base duty cycle to obtain the second corrected duty cycle. Map 2 was obtained through extensive early testing. By correcting the second base duty cycle and causing the second gear-engaging solenoid valve to execute the corrected second corrected duty cycle, it can meet the vehicle's operating requirements. In this embodiment, map 2 is identical to map 1. In other embodiments, map 2 can be configured separately as needed.

[0129] S2000: The second gear solenoid valve is closed.

[0130] When the second gear-engaging solenoid valve is closed, which is equivalent to the second basic duty cycle being zero, the second slide moves to the second gear position based on its own power, and the gear of the main box is successfully engaged.

[0131] S2100: The second gear engaging solenoid valve executes the second duty cycle.

[0132] The second duty cycle can be determined based on the specific model of the AMT. When the second gear-engagement solenoid valve executes the second duty cycle, the second sleeve will move from the second initial position to the second top tooth position. In this embodiment, the second duty cycle is a fixed value. For example, the second duty cycle can be 100%, thereby ensuring the success rate of the main transmission gear shifting. In other embodiments, the second duty cycle can also be set to a variable value. In this embodiment, the second gear-engagement solenoid valve also uses an on-off valve, and its duty cycle is achieved by performing high-speed shut-off control on it.

[0133] The AMT pneumatic gear engagement control method provided by the embodiment determines whether the main gearbox needs to perform gear engagement operation based on the target gear position when it is determined that the auxiliary gearbox does not need to perform gear engagement operation based on the target gear position and when the first gear engagement electromagnetic valve is closed. If yes, the second spool in the main gearbox that needs to perform gear engagement operation is determined. The load of the vehicle and the slope where the vehicle is located are obtained. The second real-time position of the second spool is obtained. It is determined whether the second real-time position exceeds the second top tooth position and reaches the second end position. If yes, the second basic duty ratio of the second gear engagement electromagnetic valve is determined based on the second real-time position. The second basic duty ratio is corrected based on the load and the slope to obtain the second corrected duty ratio. The second gear engagement electromagnetic valve performs the second corrected duty ratio. If the second real-time position is located at the second end position, the second gear engagement electromagnetic valve is closed. In this way, the second basic duty ratio is related to the second real-time position, the duty ratio of the second spool can be controlled according to the specific position of the second spool between the second top tooth position and the second end position, thereby effectively controlling the stop position of the second spool. The second corrected duty ratio is related to the load and the slope of the vehicle, and can meet the working condition requirements of the vehicle.

[0134] Embodiment two

[0135] Figure 3 The AMT pneumatic gear engagement control device provided by the embodiment two has the structure shown in the figure. The AMT pneumatic gear engagement control device can perform the AMT pneumatic gear engagement control method described in the embodiment one. Specifically, the AMT pneumatic gear engagement control device comprises an instruction obtaining module 100, an auxiliary gearbox gear engagement determination module 110, a first spool determination module 120, a parameter obtaining module 130, a first real-time position obtaining module 140, a first determination module 150, a first basic duty ratio determination module 160, a first corrected duty ratio determination module 170, a first execution module 180 and a second execution module 190.

[0136] The instruction obtaining module 100 is configured to obtain a gear engagement instruction and a target gear position to be engaged; the auxiliary gearbox gear engagement judgment module 110 is configured to judge whether the auxiliary gearbox needs to perform a gear engagement operation based on the target gear position; when the auxiliary gearbox needs to perform the gear engagement operation, the first sliding sleeve determination module 120 is configured to determine a first sliding sleeve in the auxiliary gearbox that needs to perform the gear engagement operation; the parameter obtaining module 130 is configured to obtain a load of the vehicle and a slope at which the vehicle is located; the first real-time position obtaining module 140 is configured to obtain a first real-time position of the first sliding sleeve; the first judgment module 150 is configured to judge whether the first real-time position exceeds a first top tooth position and has not reached a first termination position; when the first real-time position exceeds the first top tooth position and has not reached the first termination position, the first basic duty cycle determination module 160 is configured to determine a first basic duty cycle of a first gear engagement electromagnetic valve based on the first real-time position; the first corrected duty cycle determination module 170 is configured to correct the first basic duty cycle based on the load and the slope and obtain a first corrected duty cycle; the first execution module 180 is configured to enable the first gear engagement electromagnetic valve to execute the first corrected duty cycle; and when the first real-time position is located at the first termination position, the second execution module 190 is configured to enable the first gear engagement electromagnetic valve to be closed.

[0137] The AMT pneumatic gear engagement control device provided in the embodiment is configured to obtain a gear engagement instruction and a target gear position to be engaged through the instruction obtaining module 100; judge whether the auxiliary gearbox needs to perform a gear engagement operation based on the target gear position through the auxiliary gearbox gear engagement judgment module 110; determine a first sliding sleeve in the auxiliary gearbox that needs to perform the gear engagement operation through the first sliding sleeve determination module 120 when the auxiliary gearbox needs to perform the gear engagement operation; obtain a load of the vehicle and a slope at which the vehicle is located through the parameter obtaining module 130; obtain a first real-time position of the first sliding sleeve through the first real-time position obtaining module 140; judge whether the first real-time position exceeds a first top tooth position and has not reached a first termination position through the first judgment module 150; determine a first basic duty cycle of a first gear engagement electromagnetic valve based on the first real-time position through the first basic duty cycle determination module 160 when the first real-time position exceeds the first top tooth position and has not reached the first termination position; correct the first basic duty cycle based on the load and the slope and obtain a first corrected duty cycle through the first corrected duty cycle determination module 170; enable the first gear engagement electromagnetic valve to execute the first corrected duty cycle through the first execution module 180; and enable the first gear engagement electromagnetic valve to be closed through the second execution module 190 when the first real-time position is located at the first termination position. In this way, the first basic duty cycle is related to the first real-time position, the duty cycle of the first sliding sleeve can be controlled according to the specific position of the first sliding sleeve between the first top tooth position and the first termination position, thereby effectively controlling the stop position of the first sliding sleeve, and the first corrected duty cycle is related to the load and the slope of the vehicle, and can meet the working condition requirements of the vehicle.

[0138] Optionally, the AMT pneumatic gear control device provided by the embodiment further comprises a main box gear engagement judgment module, a second sleeve determination module, a second real-time position acquisition module, a second judgment module, a second basic duty ratio determination module, a second correction duty ratio determination module, a second correction duty ratio determination module, a third execution module and a fourth execution module. The main box gear engagement judgment module is configured to determine whether the main box needs to perform a gear engagement operation based on a target gear position; when the auxiliary box needs to perform a gear engagement operation, the second sleeve determination module is configured to determine a second sleeve in the main box that needs to perform a gear engagement operation, the second sleeve being driven by a second pneumatic execution mechanism and being configured to engage with a second gear ring, the second pneumatic execution mechanism being controlled to start and stop by a second gear engagement electromagnetic valve; the second real-time position acquisition module is configured to acquire a second real-time position of the second sleeve; the second judgment module is configured to determine whether the second real-time position exceeds a second top gear position and has not reached a second termination position, when the second real-time position exceeds the second top gear position and has not reached the second termination position, the second sleeve partially engages with the second gear ring, and when the second real-time position does not exceed the first top gear position, the second sleeve is separated from the second gear ring; when the second real-time position exceeds the second top gear position and has not reached the second termination position, the second basic duty ratio determination module is configured to determine a second basic duty ratio of the second gear engagement electromagnetic valve based on the second real-time position; the second correction duty ratio determination module is configured to correct the second basic duty ratio based on a load and a slope to obtain a second correction duty ratio; the third execution module is configured to cause the second gear engagement electromagnetic valve to execute the second correction duty ratio; and the fourth execution module is configured to cause the second gear engagement electromagnetic valve to be closed when the second real-time position reaches the second termination position. In this way, the second basic duty ratio is related to the second real-time position, the duty ratio of the second sleeve can be controlled according to the specific position of the second sleeve between the second top gear position and the second termination position, thereby effectively controlling the stop position of the second sleeve, and the second correction duty ratio is related to the load and the slope of the vehicle, thereby meeting the working condition requirements of the vehicle.

[0139] Embodiment Three

[0140] Figure 4 A structural diagram of a vehicle is provided for the third embodiment of the present application. Specifically, referring to Figure 4 The vehicle comprises an AMT 200, a driving controller 210, a position sensor 220, a load sensor 230, a gyroscope 240 and a memory 250. The AMT 200, the driving controller 210, the position sensor 220, the load sensor 230, the gyroscope 240 and the memory 250 can be connected by a bus or other means. The position sensor 220 is configured to acquire a first real-time position of a first sleeve and send the first real-time position to the driving controller 210; the load sensor 230 is configured to acquire a load of the vehicle and send the load to the driving controller 210; and the gyroscope 240 is configured to acquire a slope at which the vehicle is located and send the slope to the driving controller 210.

[0141] The memory 250, as a computer readable storage medium, can be used to store software programs, computer executable programs and modules, such as program instructions / modules corresponding to the AMT pneumatic gear shifting control method in the embodiments of the present application. The driving controller 210 executes various functional applications and data processing of the vehicle by running the software programs, instructions and modules stored in the memory 250, i.e. implements the AMT pneumatic gear shifting control method in the above embodiments.

[0142] The memory 250 mainly includes a program storage area and a data storage area, wherein the program storage area can store an operating system and at least one application program required by a function; the data storage area can store data created according to the use of the terminal, etc. In addition, the memory 250 can include a high-speed random access memory, and can also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state memory device. In some examples, the memory 250 can further include a memory remotely arranged with respect to the driving controller 210, and these remote memories can be connected to the vehicle through a network. Examples of the above network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0143] The vehicle provided by the third embodiment of the present application belongs to the same inventive concept as the AMT pneumatic gear shifting control method provided by the above embodiments, and the technical details not described in detail in the present embodiment can be referred to the above embodiments, and the present embodiment has the same beneficial effects as executing the AMT pneumatic gear shifting control method.

[0144] Embodiment Four

[0145] The fourth embodiment of the present application also provides a storage medium having a computer program stored thereon, and the program is executed by the driving controller to implement the AMT pneumatic gear shifting control method as described in the above embodiments of the present application.

[0146] Of course, the storage medium provided by the embodiments of the present application includes computer executable instructions, which are not limited to the operations in the AMT pneumatic gear shifting control method as described above, but can also execute the related operations in the AMT pneumatic gear shifting control method provided by the embodiments of the present application, and has the corresponding functions and beneficial effects.

[0147] From the above description of the embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software and necessary universal hardware, and of course can also be implemented by hardware, but in many cases the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, and the computer software product can be stored in a computer readable storage medium, such as a floppy disk, a read-only memory (ROM), a random access memory (RAM), a FLASH memory, a hard disk, or an optical disc, etc., and includes a number of instructions to make a computer device (which can be a robot, a personal computer, a server, or a network device, etc.) execute the AMT pneumatic gear control method described in various embodiments of the present application.

[0148] Obviously, the above embodiments of the present application are merely examples for clearly illustrating the present application, and are not intended to limit the embodiments of the present application. Based on the above description, those skilled in the art can make other different forms of changes or modifications. Here, it is not necessary and impossible to enumerate all the embodiments. Any modification, equivalent replacement, and improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the claims of the present application.

Claims

1. An AMT pneumatic gear engagement control method, the AMT comprising a main box and a sub-box, the main box being drivingly connected with the sub-box, the AMT pneumatic gear engagement control method being executed in a gear engagement process, characterized in that, The AMT pneumatic gear engaging control method comprises the following steps: S100: obtaining a gear engaging instruction and a target gear position to be engaged; S200: judging whether the auxiliary gearbox needs to perform a gear engaging operation based on the target gear position; If yes, S300 is performed; S300: determining a first spool in the auxiliary gearbox that needs to perform a gear engaging operation, the first spool being driven by a first pneumatic actuator and being used to engage with a first ring gear, the first pneumatic actuator being controlled to start and stop by a first gear engaging solenoid; S400: obtaining a load of the vehicle and a slope where the vehicle is located; S500: obtaining a first real-time position of the first spool; S600: judging whether the first real-time position exceeds a first top gear position and has not reached a first end position, when the first real-time position exceeds the first top gear position and has not reached the first end position, the first spool is partially engaged with the first ring gear, when the first real-time position does not exceed the first top gear position, the first spool is disengaged from the first ring gear; If yes, S700 is performed; if no, and the first real-time position reaches the first end position, S1000 is performed; S700: determining a first basic duty ratio of the first gear engaging solenoid based on the first real-time position; S800: correcting the first basic duty ratio based on the load and the slope to obtain a first corrected duty ratio; S900: the first gear engaging solenoid performs the first corrected duty ratio, and returns to S500; S1000: the first gear engaging solenoid is closed.

2. The AMT pneumatic gear engagement control method according to claim 1, characterized by, Determining the first basic duty ratio of the first gear engaging solenoid based on the first real-time position comprises: obtaining a first correlation between the first real-time position and the first basic duty ratio; determining the first basic duty ratio according to the first correlation and the first real-time position.

3. The AMT pneumatic gear engagement control method according to claim 2, characterized by, In the first correlation, as the first real-time position gradually moves away from the first top gear position, the first basic duty ratio first increases and then decreases.

4. The AMT pneumatic gear engagement control method according to claim 1, characterized by: In S600, if the first real-time position does not exceed the first top gear position, S1100 is performed; S1100: the first gear engaging solenoid performs a first duty ratio.

5. The AMT pneumatic gear engagement control method according to claim 1, characterized by, When it is judged based on the target gear position that the auxiliary gearbox does not need to perform a gear engaging operation, and after S1000, the AMT pneumatic gear engaging control method further comprises the following steps: S1200: judging whether the main gearbox needs to perform a gear engaging operation based on the target gear position; If yes, S1300 is performed; S1300: determining a second spool in the main gearbox that needs to perform a gear engaging operation, the second spool being driven by a second pneumatic actuator and being used to engage with a second ring gear, the second pneumatic actuator being controlled to start and stop by a second gear engaging solenoid; S1400: obtaining a load of the vehicle and a slope where the vehicle is located; S1500: obtaining a second real-time position of the second spool; S1600: determining whether the second real-time position exceeds the second top gear position and has not reached the second end position, when the second real-time position exceeds the second top gear position and has not reached the second end position, the second sliding sleeve is partially engaged with the second gear ring, when the second real-time position does not exceed the first top gear position, the second sliding sleeve is disengaged from the second gear ring; if yes, S1700 is executed; if no, and the second real-time position reaches the second end position, S2000 is executed; S1700: determining a second basic duty ratio of the second gear engagement electromagnetic valve based on the second real-time position; S1800: correcting the second basic duty ratio based on the load and the slope to obtain a second corrected duty ratio; S1900: the second gear engagement electromagnetic valve executes the second corrected duty ratio, and returns to S1500; S2000: the second gear engagement electromagnetic valve is closed.

6. The AMT pneumatic gear engagement control method according to claim 5, characterized by, Determining the second basic duty ratio of the second gear engagement electromagnetic valve based on the second real-time position comprises: obtaining a second correlation between the second real-time position and the second basic duty ratio; determining the second basic duty ratio according to the second correlation and the second real-time position.

7. The AMT pneumatic gear engagement control method according to claim 6, characterized by, In the second correlation, as the second real-time position gradually deviates from the second top gear position, the second basic duty ratio gradually decreases.

8. The AMT pneumatic gear engagement control method according to claim 5, characterized by, In S1600, if the second real-time position does not exceed the second top gear position, S2100 is executed; S2100: the second gear engagement electromagnetic valve executes a second duty ratio.

9. An AMT pneumatic gear engagement control device characterized by comprising: Comprise: an instruction acquisition module, configured to acquire a gear engagement instruction and a target gear position to be engaged; a sub-gearbox gear engagement determination module, configured to determine whether the sub-gearbox needs to perform a gear engagement operation based on the target gear position; a first sliding sleeve determination module, configured to determine a first sliding sleeve in the sub-gearbox that needs to perform a gear engagement operation when the sub-gearbox needs to perform a gear engagement operation, the first sliding sleeve being driven by a first pneumatic actuator and being used to engage with a first gear ring, and the first pneumatic actuator being controlled to start and stop by a first gear engagement electromagnetic valve; a parameter acquisition module, configured to acquire a load of a vehicle and a slope in which the vehicle is located; a first real-time position acquisition module, configured to acquire a first real-time position of the first sliding sleeve; a first determination module, configured to determine whether the first real-time position exceeds a first top gear position and has not reached a first end position, when the first real-time position exceeds the first top gear position and has not reached the first end position, the first sliding sleeve is partially engaged with the first gear ring, when the first real-time position does not exceed the first top gear position, the first sliding sleeve is disengaged from the first gear ring; a first basic duty ratio determination module, configured to determine a first basic duty ratio of the first gear engagement electromagnetic valve based on the first real-time position when the first real-time position exceeds the first top gear position and has not reached the first end position; a first corrected duty ratio determination module, configured to correct the first basic duty ratio based on the load and the slope to obtain a first corrected duty ratio; The first execution module is configured to make the first gear engagement electromagnetic valve execute the first corrected duty cycle. The second execution module is configured to make the first gear engagement electromagnetic valve close when the first real-time position reaches the first terminal position.

10. A vehicle comprising an AMT, characterized in that The vehicle further comprises: a travel controller; a position sensor configured to acquire a first real-time position of the first spool and send the first real-time position to the travel controller; a load sensor configured to acquire a load of the vehicle and send the load to the travel controller; a gyroscope configured to acquire a slope at which the vehicle is located and send the slope to the travel controller; a memory configured to store one or more programs, which, when executed by the travel controller, cause the travel controller to control the vehicle to implement the AMT pneumatic gear engagement control method according to any one of claims 1-8.

11. A storage medium having stored thereon a computer program, characterized in that The computer program is executed by the travel controller to cause the vehicle to implement the AMT pneumatic gear engagement control method according to any one of claims 1-8.

Images