AMT transmission shift speed control method and vehicle

Abstract

This invention discloses a shift speed control method and vehicle for an AMT (Automated Manual Transmission) gearbox, relating to the field of vehicle transmission technology. The shift speed control method for the AMT gearbox includes the following steps: When the AMT gearbox shifts and adjusts speed, the motor executes a speed response mode, calculates the real-time speed difference at the sliding sleeve end, and determines whether the real-time speed difference at the sliding sleeve end is within the speed difference setting range. If yes, the speed adjustment is considered complete; otherwise, the speed adjustment is considered a failure, and the number of speed adjustment failures is accumulated. It is then determined whether the accumulated number of speed adjustment failures exceeds a failure limit. If so, the initial value of the speed difference setting range is adjusted based on the accumulated number of speed adjustment failures, and the adjusted speed difference setting range is the adjusted value of the speed difference setting range. If the adjusted value of the speed difference setting range exceeds the speed difference limit, the motor's speed response mode is switched to a torque response mode. This shift speed control method for the AMT gearbox improves the success rate of shift speed adjustment.

Description

Technical Field

[0001] This invention relates to the field of vehicle transmission technology, and more particularly to a shift speed control method and vehicle for an AMT transmission. Background Technology

[0002] Currently, during the shifting and speed adjustment process of AMT (Automatic Mechanical Transmission), the vehicle controller calculates the required motor speed based on the output shaft speed and the gearbox speed ratio. The motor controller responds to the speed demand, and when the speed difference at the sliding sleeve end is within the speed difference setting range, the speed adjustment is determined to be complete, and the shifting process enters the gear engagement stage.

[0003] However, the following problems exist in the current AMT shifting speed adjustment process: ① If the speed adjustment fails, the control of the next speed adjustment process is exactly the same as the first time. If there is a problem with the control parameters of the vehicle controller, there is a risk of continuous speed adjustment failure; ② The speed difference setting range for determining the completion of speed adjustment is the result of offline calibration, which is a result that comprehensively considers the shifting success rate and the overall vehicle comfort. When continuous speed adjustment fails, the shifting speed adjustment success rate is reduced. Summary of the Invention

[0004] The purpose of this invention is to provide a shift speed control method for an AMT transmission, which can improve the success rate of shift speed control.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] The shift speed control method of an AMT transmission includes the following steps:

[0007] When the AMT gearbox shifts gears and adjusts speed, the motor executes the speed response mode, calculates the real-time speed difference at the sliding sleeve end, and determines whether the real-time speed difference at the sliding sleeve end is within the speed difference setting range. If it is, the speed adjustment is determined to be completed; if not, the speed adjustment is determined to be failed, and the number of speed adjustment failures is accumulated.

[0008] Then it is determined whether the accumulated number of speed adjustment failures exceeds the failure limit. If so, the initial value of the speed difference setting range is adjusted according to the accumulated number of speed adjustment failures. The adjusted speed difference setting range is the adjusted value of the speed difference setting range.

[0009] Next, determine whether the adjustment value of the speed difference setting range exceeds the speed difference limit. If so, switch the motor to execute the speed response mode to the torque response mode.

[0010] As an optional solution for the shift speed control method of AMT transmission, the process of calculating the real-time speed difference at the sliding sleeve end and determining whether the real-time speed difference at the sliding sleeve end is within the speed difference setting range during AMT transmission shift speed control includes the following steps:

[0011] When the AMT gearbox shifts gears and adjusts speed, the timing starts, the real-time speed difference at the sliding sleeve end is calculated, and the real-time speed difference at the sliding sleeve end is compared with the speed difference set range to determine whether the speed adjustment is complete.

[0012] If yes, the speed adjustment is complete and the time is reset to zero; if no, the timer continues and it is checked whether the time exceeds the set time limit. If yes, the speed adjustment is considered a failure, the number of failed speed adjustments is incremented by one, and the time is reset to zero.

[0013] As an optional solution for the shift speed control method of AMT transmission, the method for adjusting the initial value of the speed difference setting range based on the accumulated number of speed adjustment failures is as follows: the vehicle controller queries the MAP table of the number of speed adjustment failures - speed difference setting range based on the accumulated number of speed adjustment failures, and obtains the speed difference setting range as the adjustment value of the speed difference setting range; the MAP table of the number of speed adjustment failures - speed difference setting range is established based on the number of speed adjustment failures and is pre-stored in the vehicle controller.

[0014] As an optional solution for the shift speed control method of AMT transmission, if the adjustment value of the speed difference setting range does not exceed the speed difference limit, the shift speed control will be restarted in the motor speed response mode, and the adjustment value of the speed difference setting range will be used as the judgment condition to continue to determine whether the speed control is completed. If the speed difference at the sliding sleeve end still does not reach the adjustment value of the speed difference setting range, the number of speed control failures will continue to accumulate.

[0015] Then, based on the accumulated number of speed adjustment failures, the adjustment value of the speed difference setting range is re-determined until the speed adjustment is completed or the re-determined adjustment value of the speed difference setting range exceeds the speed difference limit.

[0016] As an optional solution for the shift speed control method of AMT transmission, if the accumulated number of speed adjustment failures does not exceed the failure number limit, when returning to restart the shift speed adjustment, the initial value of the speed difference setting range is used as the judgment condition for speed adjustment completion.

[0017] As an optional solution for the shift speed control method of AMT transmission, the motor execution speed response mode is that the vehicle controller calculates the required motor speed based on the output shaft speed of the AMT transmission and the speed ratio of the AMT transmission, and the motor controller responds to the speed requirement.

[0018] As an optional solution for the shift speed control method of AMT transmission, the motor execution torque response mode is that the vehicle controller calculates the required torque and sends the required torque to the motor controller, and the motor controller responds to the torque requirement.

[0019] As an optional solution for the shift speed control method of AMT transmission, before switching the motor from speed response mode to torque response mode, it is first determined whether the required torque sent by the vehicle controller exceeds the torque limit of the motor. If so, an error is reported; otherwise, the motor executes torque response mode.

[0020] As an optional solution for the shift speed control method of AMT transmission, after the motor executes the torque response mode, the speed difference limit is used as the judgment condition for the completion of speed regulation.

[0021] The vehicle includes an AMT transmission, wherein the AMT transmission employs the shift speed control method of the AMT transmission as described in any of the above schemes.

[0022] The beneficial effects of this invention are:

[0023] The shifting speed control method for an AMT transmission provided by this invention involves the motor executing a speed response mode during gear shifting. It calculates the real-time speed difference at the sliding sleeve end and determines whether this difference is within the set speed difference range. If so, the speed adjustment is considered complete; otherwise, it is considered a speed adjustment failure, and the number of failures is accumulated. If the accumulated number of failures exceeds a failure limit, the initial value of the speed difference set range is adjusted based on the accumulated failures. The adjusted speed difference set range is then the adjusted value. When the adjusted value of the speed difference set range exceeds the speed difference limit, the motor switches from a speed response mode to a torque response mode. This sacrifices some comfort during continuous speed adjustment failures to ensure a high success rate for gear shifting. If the adjustment value of the speed difference setting range exceeds the speed difference limit, the motor speed regulation mode will be switched from speed mode to torque mode. That is, if speed regulation cannot be completed by adjusting the speed difference setting range, the motor response mode will be adjusted to directly control the motor torque. This avoids continuous speed regulation failures caused by problems with the vehicle controller control parameters, thereby improving the success rate of gear shifting and speed regulation, and improving the fault tolerance and parameter robustness of the vehicle controller.

[0024] The vehicle provided by the present invention includes an AMT transmission. The AMT transmission adopts the above-mentioned AMT transmission shift speed control method, which improves the success rate of vehicle shift speed, the fault tolerance of the vehicle controller and the robustness of parameters. Attached Figure Description

[0025] Figure 1This is a flowchart of the shift speed control method for an AMT transmission provided in an embodiment of the present invention;

[0026] Figure 2 This is a flowchart of the process for determining whether the real-time speed difference at the end of the sliding sleeve is within the speed difference setting range, provided by an embodiment of the present invention. Detailed Implementation

[0027] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0028] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.

[0029] Unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and connections within two components or interactions between two components. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0030] Unless otherwise expressly specified and limited, "above" or "below" a second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of a second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" of a second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0031] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0032] An AMT (Automated Manual Transmission) consists of a main gearbox and an auxiliary gearbox. The engine is connected to the motor via a clutch, and the motor is connected to the input shaft of the main gearbox. The AMT shifts gears via sliding sleeves. The output shaft of the main gearbox engages with the input shaft of the auxiliary gearbox via the sliding sleeves to achieve gear shifting. The output shaft of the auxiliary gearbox (i.e., the AMT output shaft) is connected to the drive shaft. During AMT gear shifting and speed adjustment, if the vehicle controller calculates the required motor speed based on the AMT output shaft speed and the AMT gear ratio, the motor controller responds to the speed demand, which is the motor-driven speed response mode during AMT gear shifting and speed adjustment. Required motor speed = AMT output shaft speed × AMT gear ratio. Sliding sleeve speed difference = Actual motor speed / Main gearbox gear ratio - AMT output shaft speed × Auxiliary gearbox gear ratio. If the vehicle controller calculates the required torque and sends it to the motor controller, the motor controller responds to the torque demand, which is the motor-driven torque response mode during AMT gear shifting and speed adjustment.

[0033] In existing technology, during gear shifting and speed adjustment in an AMT transmission, the motor operates in speed response mode. Speed ​​adjustment is considered complete when the speed difference at the sliding sleeve end is within the set range, and the gear shifting process enters the gear engagement stage. However, if speed adjustment fails, the control method for the next speed adjustment process is exactly the same as the previous one. If there is a problem with the vehicle controller's control parameters, there is a risk of continuous speed adjustment failures. Furthermore, the speed difference set range used to determine speed adjustment completion is an offline calibration value. This offline calibration value comprehensively considers both shift success rate and vehicle comfort, resulting in a low success rate for gear shifting and speed adjustment.

[0034] To solve the above technical problems, such as Figure 1 As shown in the figure, this embodiment provides a shift speed control method for an AMT transmission, including the following steps:

[0035] S10. When the AMT gearbox is shifting gears and adjusting speed, the motor executes the speed response mode, calculates the real-time speed difference at the sliding sleeve end, and determines whether the real-time speed difference at the sliding sleeve end is within the speed difference setting range. If it is, the speed adjustment is determined to be completed; if not, the speed adjustment is determined to be failed, and S20 is executed.

[0036] Specifically, such as Figure 2 As shown, the process of the motor executing speed response mode, calculating the real-time speed difference at the sliding sleeve end, and determining whether the real-time speed difference at the sliding sleeve end is within the speed difference setting range during AMT gearbox shifting includes the following steps:

[0037] S11. When the AMT gearbox shifts gears and adjusts speed, start timing, calculate the real-time speed difference at the sliding sleeve end, and compare the real-time speed difference at the sliding sleeve end with the speed difference set range to determine whether the speed adjustment is complete; if yes, the speed adjustment is complete and the time is reset to zero; if no, execute S12.

[0038] The real-time speed difference at the sliding sleeve end = real-time motor speed / main gearbox ratio - real-time output shaft speed of the AMT gearbox × auxiliary gearbox ratio. The real-time motor speed and the real-time output shaft speed of the AMT gearbox are constantly changing, while the main gearbox ratio and auxiliary gearbox ratio are known. During the AMT gearbox shifting and speed adjustment process, the real-time speed difference at the sliding sleeve end is calculated based on the real-time motor speed, the real-time output shaft speed of the AMT gearbox, and the aforementioned formula. This calculated real-time speed difference is continuously compared to the speed difference setting range. When the real-time speed difference at the sliding sleeve end is within the speed difference setting range, the speed adjustment is complete, the shifting process enters the gear engagement stage, and the timer in the vehicle controller is reset to zero.

[0039] The speed difference setting range is an offline calibration value that takes into account both shift success rate and overall vehicle comfort.

[0040] S12. Continue timing and determine whether the timing time exceeds the set time limit. If yes, execute S13; otherwise, continue shifting gears and adjusting speed until the speed adjustment is completed or the timing time exceeds the set time limit.

[0041] S13. Determine that the speed adjustment has failed. The number of failed speed adjustments will be incremented by one, and the time will be reset to zero.

[0042] If the speed difference at the end of the sliding sleeve is within the set speed difference range within the set time limit, the speed adjustment is completed and the time is reset to zero. If the speed difference at the end of the sliding sleeve still does not reach the set speed difference range when the AMT transmission enters the shift speed adjustment period exceeding the set time limit, the speed adjustment is determined to be a failure. In this case, the number of speed adjustment failures is incremented by one, and the time is reset to zero.

[0043] Regarding the setting of time limits as calibration values, those skilled in the art can calibrate them based on experiments and then store them in the vehicle controller.

[0044] S20. Accumulate the number of speed adjustment failures and determine whether the accumulated number of speed adjustment failures exceeds the failure limit. If yes, execute S30; otherwise, return to S10 and restart the gear shifting speed adjustment.

[0045] S30. Adjust the initial value of the speed difference setting range according to the accumulated number of speed adjustment failures. The adjusted speed difference setting range is the adjusted value of the speed difference setting range.

[0046] The offline calibration value is a theoretical value. However, due to the influence of actual operating conditions during gear shifting and speed adjustment, the AMT transmission often fails to reach the offline calibration value for the speed difference, resulting in multiple speed adjustment failures. When the number of speed adjustment failures exceeds the failure limit, it can be basically determined that the actual operating conditions of the AMT transmission cannot reach the offline calibration value for the speed difference. The initial value of the speed difference setting range needs to be dynamically adjusted to improve the success rate of gear shifting and speed adjustment. In this case, some comfort may be sacrificed to ensure the success rate of gear shifting and speed adjustment.

[0047] Specifically, the method for adjusting the speed difference setting range based on the accumulated number of speed adjustment failures is as follows:

[0048] The vehicle controller queries the MAP table (number of speed adjustment failures - speed difference setting range) based on the accumulated number of speed adjustment failures, and obtains the speed difference setting range as the adjustment value for the speed difference setting range. The MAP table (number of speed adjustment failures - speed difference setting range) is established based on the speed difference setting range calibrated according to the number of speed adjustment failures and is pre-stored in the vehicle controller.

[0049] When calibrating the speed difference setting range, first calibrate the upper and lower limits of the speed difference, and then determine the speed difference setting range based on the upper and lower limits. Query the MAP table (number of speed adjustment failures - speed difference setting range) based on the accumulated number of speed adjustment failures; the obtained speed difference setting range is the adjustment value for the speed difference setting range.

[0050] In this embodiment, the principle for adjusting the speed difference setting range is: the more times the speed adjustment fails, the larger the corresponding speed difference setting range becomes, and thus the easier it is to complete the speed adjustment.

[0051] For example, the speed difference setting range is 50 r / min to 80 r / min, and the failure count is limited to three. If the number of speed adjustment failures accumulates to four, the vehicle controller queries the MAP table of speed adjustment failure count - speed difference setting range to obtain the adjusted speed difference setting range value corresponding to the four speed adjustment failures, which is 30 r / min to 100 r / min. The speed adjustment range of 30 r / min to 100 r / min is greater than the initial speed difference setting range of 50 r / min to 80 r / min. Therefore, 30 r / min to 100 r / min is used as the judgment condition for speed adjustment completion, making speed adjustment easier to complete.

[0052] Furthermore, if the accumulated number of speed adjustment failures does not exceed the failure limit, when restarting the gear shifting speed adjustment, the initial value of the speed difference setting range will continue to be used as the judgment condition for speed adjustment completion.

[0053] S40. Determine whether the adjustment value of the speed difference setting range exceeds the speed difference limit. If yes, execute S50; otherwise, return to S10 and restart the gear shifting speed adjustment.

[0054] S50, switch the motor speed response mode to the motor torque response mode.

[0055] When switching the motor from speed response mode to torque response mode, first determine whether the required torque sent by the vehicle controller exceeds the motor's torque limit. If so, an error is reported; otherwise, the motor executes torque response mode.

[0056] When the motor is in torque response mode, the vehicle controller calculates the required torque and sends the required torque to the motor controller, which then responds to the torque requirement.

[0057] If the adjustment value of the speed difference setting range exceeds the speed difference limit, the motor speed regulation mode will be switched from speed mode to torque mode. That is, if speed regulation cannot be completed by adjusting the speed difference setting range, the motor response mode will be adjusted to directly control the motor torque. This avoids continuous speed regulation failures caused by problems with the vehicle controller's control parameters, thereby improving the success rate of gear shifting and speed regulation, and improving the fault tolerance and parameter robustness of the vehicle controller.

[0058] After adjusting the speed difference setting range, if the adjusted value of the speed difference setting range does not exceed the speed difference limit, the system returns to the motor execution speed response mode and restarts the gear shifting speed regulation. The adjusted value of the speed difference setting range is used as the judgment condition to continue to determine whether the speed regulation is completed. If the speed difference at the sliding sleeve end still does not reach the adjusted value of the speed difference setting range, the number of speed regulation failures continues to accumulate. Then, the adjusted value of the speed difference setting range is re-determined based on the accumulated number of speed regulation failures until the speed regulation is completed or the adjusted value of the speed difference setting range exceeds the speed difference limit.

[0059] S60. Using the speed difference limit as the criterion for determining the completion of speed adjustment, perform gear shifting and speed adjustment again until the speed adjustment is completed.

[0060] Specifically, after switching the motor's speed response mode to the motor's torque response mode, the speed difference limit is used as the criterion for determining that the speed regulation is complete.

[0061] The speed difference limit is the maximum speed difference at the sliding sleeve end. In this embodiment, the speed difference limit is 20 r / min to 110 r / min. When the number of speed adjustment failures accumulates to six, the adjustment value of the speed difference setting range corresponding to the six speed adjustment failures is 10 r / min to 120 r / min. At this time, the adjustment value of the speed difference setting range exceeds the speed difference limit. That is, the speed adjustment cannot be completed by adjusting the speed difference setting range. The response mode of the motor needs to be adjusted. After switching the motor to execute the speed response mode to execute the torque response mode, the speed difference limit is used as the judgment condition for speed adjustment completion. The speed adjustment is repeated until the speed adjustment is completed.

[0062] This embodiment also provides a vehicle including an AMT transmission. The AMT transmission adopts the above-described AMT transmission shift speed control method, which improves the vehicle's shift speed control success rate, the fault tolerance of the vehicle controller, and the robustness of the parameters.

[0063] The above description is only a preferred embodiment of the present invention. For those skilled in the art, there will be changes in the specific implementation and application scope based on the ideas of the present invention. The content of this specification should not be construed as a limitation of the present invention.

Claims

1. A shift control method of an AMT transmission, characterized by, Includes the following steps: When the AMT gearbox shifts gears and adjusts speed, the motor executes a speed response mode, calculates the real-time speed difference at the sliding sleeve end, and determines whether the real-time speed difference at the sliding sleeve end is within the speed difference setting range. Specifically, this includes the following steps: When the AMT gearbox shifts gears and adjusts speed, the timing starts, the real-time speed difference at the sliding sleeve end is calculated, and the real-time speed difference at the sliding sleeve end is compared with the speed difference set range to determine whether the speed adjustment is complete. If yes, the speed adjustment is complete and the time is reset to zero; if no, the timer continues and it is checked whether the time exceeds the set time limit. If yes, the speed adjustment is considered a failure, the number of speed adjustment failures is incremented by one, and the time is reset to zero. Then it is determined whether the accumulated number of speed adjustment failures exceeds the failure limit. If so, the initial value of the speed difference setting range is adjusted according to the accumulated number of speed adjustment failures. The adjusted speed difference setting range is the adjusted value of the speed difference setting range. Next, it is determined whether the adjustment value of the speed difference setting range exceeds the speed difference limit. If so, the motor execution speed response mode is switched to the motor execution torque response mode. In the motor execution torque response mode, the vehicle controller calculates the required torque and sends the required torque to the motor controller, which responds to the torque requirement. Before switching from the motor execution speed response mode to the motor execution torque response mode, it is first determined whether the required torque sent by the vehicle controller exceeds the motor torque limit. If so, an error is reported; otherwise, the motor executes the torque response mode.

2. The shift timing control method of an AMT transmission according to claim 1, characterized in that, The method for adjusting the initial value of the speed difference setting range based on the accumulated number of speed adjustment failures is as follows: the vehicle controller queries the MAP table of the number of speed adjustment failures - speed difference setting range based on the accumulated number of speed adjustment failures, and obtains the speed difference setting range as the adjustment value of the speed difference setting range; the MAP table of the number of speed adjustment failures - speed difference setting range is established by calibrating the speed difference setting range through the number of speed adjustment failures, and is pre-stored in the vehicle controller.

3. The shift timing control method of an AMT transmission according to claim 2, characterized in that, If the adjustment value of the speed difference setting range does not exceed the speed difference limit, then return to continue to start shifting and speed regulation again in the motor execution speed response mode, and use the adjustment value of the speed difference setting range as the judgment condition to continue to judge whether the speed regulation is completed. If the speed difference at the sliding sleeve end still does not reach the adjustment value of the speed difference setting range, the number of speed regulation failures continues to accumulate. Then, based on the accumulated number of speed adjustment failures, the adjustment value of the speed difference setting range is re-determined until the speed adjustment is completed or the re-determined adjustment value of the speed difference setting range exceeds the speed difference limit.

4. The shift timing control method of an AMT transmission according to claim 1, characterized in that, If the accumulated number of speed adjustment failures does not exceed the failure count limit, then when restarting the gear shift and speed adjustment, the initial value of the speed difference setting range will continue to be used as the determination condition for speed adjustment completion.

5. The shift timing control method of an AMT transmission according to claim 1, characterized in that, The motor's speed response mode is that the vehicle controller calculates the required motor speed based on the output shaft speed of the AMT transmission and the speed ratio of the AMT transmission, and the motor controller responds to the speed requirement.

6. The shift timing control method of an AMT transmission according to claim 1, characterized by, After the motor executes the torque response mode, the speed difference limit is used as the criterion for determining that the speed regulation is complete.

7. Vehicle comprising an AMT gearbox, characterized in that, The AMT transmission adopts the shift speed control method of the AMT transmission as described in any one of claims 1-6.

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