A clutch control method and system applicable to planetary power shift transmissions

Abstract

This invention discloses a clutch control method and system applicable to planetary power shift transmissions. The method determines shift requirements based on real-time vehicle speed and acceleration, identifies the clutch to be engaged, and then the transmission control unit controls the oil passage solenoid valve to achieve pre-compensation control of the clutch to be engaged in automatic shifting mode and intermittent compensation control in manual shifting mode. Furthermore, this invention calculates compensation pressure based on engine speed and the shift shock of the previous shift, enabling correction of the compensation control and further improving its accuracy. Therefore, this invention can improve the consistency of the oil filling process of multi-clutch transmissions with inconsistent oil passage lengths, increase shift response speed, and reduce shift shock.

Description

Technical Field

[0001] This invention relates to the field of gearbox clutch control technology, and in particular to a clutch control method applicable to planetary power shift gearboxes. Background Technology

[0002] The shifting process of a planetary power shift transmission relies on the engagement and disengagement of multiple internal wet clutches. Different clutch engagements create different gears. Each wet clutch consists of a clutch housing, piston, spring, and a set of friction plates and polished plates. During a shift, the solenoid valve within the integrated valve block controlled by the TCU opens, allowing transmission fluid to enter the oil passage through the solenoid valve orifice and gradually fill the clutch housing. The fluid pushes the piston against the spring force, gradually pressing the friction plates and polished plates together. Simultaneously, the torque that the clutch can transmit gradually increases until it reaches the set value.

[0003] Planetary power shift transmissions use an integrated valve block, which is mounted on the transmission housing. All solenoid valves are housed within this integrated valve block, meaning all solenoid valves controlling the oil filling of each clutch are located in fixed positions on the transmission housing. The clutches are distributed in multiple locations between the input and output shafts of the transmission, and each clutch has its own oil passage for filling and draining. Therefore, planetary power shift transmissions are characterized by numerous oil passages, inconsistent passage lengths, and some excessively long passages.

[0004] During gear shifting, from the opening of the TCU-controlled solenoid valve to the filling of the clutch chamber, the oil passages must first be filled with fluid. The inconsistent lengths of the oil passages in a planetary power shift transmission, and the excessive length of some passages, cause a delay in the fluid reaching the clutch. This results in the clutch not responding immediately to the shift request, slow torque response, and prolonged shift times. Furthermore, the fluid flow rate varies under different oil temperatures and pressures. The inconsistent passage lengths and excessive lengths further exacerbate this inconsistency in filling speed. The impact of this inconsistency varies at different engine speeds. These factors lead to difficulties in controlling the filling process, poor consistency in filling patterns, and inaccurate filling volume, resulting in shift shocks, slow shift response, and inconsistent shift smoothness.

[0005] Therefore, how to reasonably control the oil filling of the clutch during the shifting process of a planetary power shift transmission, improve the clutch response speed, shorten the shifting time, reduce shifting shock, and improve shifting smoothness has become a challenge for the clutch control of a planetary power shift transmission. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the prior art and provide a clutch control method suitable for planetary power shift transmissions, which can improve shift response speed and reduce shift shock.

[0007] To achieve the above objectives, the present invention is implemented using the following technical solution.

[0008] In a first aspect, the present invention provides a clutch control method applicable to a planetary power shift transmission, comprising:

[0009] In automatic shift mode:

[0010] Obtain real-time vehicle speed information, and calculate vehicle acceleration and real-time impact based on the real-time vehicle speed information;

[0011] Based on the real-time vehicle speed information, determine whether there is a need to shift gears;

[0012] If there is a shifting requirement, the clutch to be engaged is determined according to the corresponding shifting requirement type;

[0013] The clutch to be engaged is subjected to pre-compensation control until: when the shifting requirement changes, the current pre-compensation control ends; or, when the real-time vehicle speed reaches the shift point speed corresponding to the current shifting requirement, the current pre-compensation control is interrupted and the shifting process control is executed.

[0014] And / or, in manual shift mode:

[0015] Determine the clutches to be engaged for upshifting and downshifting based on the current gear position;

[0016] Intermittent compensation control is performed on the upshifting clutch and downshifting clutch respectively until a manual gear selection signal is received, then the current intermittent compensation control is interrupted and the gear shifting process control is executed.

[0017] The pre-compensation control of the clutch to be engaged includes: controlling the oil passage corresponding to the clutch to be engaged to connect to the main oil circuit of the transmission, so that the main oil circuit of the transmission pre-fills the oil passage corresponding to the clutch to be engaged with oil.

[0018] The intermittent compensation control of the upshifting clutch and the downshifting clutch includes: periodically controlling the main oil circuit of the transmission to pre-charge the oil passage corresponding to the clutch to be engaged with oil according to the set compensation duration, and controlling the corresponding oil passage to drain oil after the compensation duration.

[0019] When applied, this invention improves shift response speed and reduces shift shock by predicting the clutch to be engaged and performing oil pre-compensation control on its corresponding oil passage.

[0020] Optionally, the above method of the present invention further includes: before performing pre-compensation control or intermittent compensation control, acquiring real-time engine speed information and the impact of the previous gear shift process, and determining compensation pressure based on the real-time engine speed information and the impact of the previous gear shift process;

[0021] When performing pre-compensation control or intermittent compensation control on the clutch to be engaged, the control enables the main oil circuit of the transmission to be connected to the corresponding oil passage of the clutch to be engaged, and pre-fills the corresponding oil passage with oil according to the compensation pressure.

[0022] In the above technical solution, the compensation pressure can be adjusted based on the preset calibration value, the impact of the previous shift process, and the real-time engine speed, so as to correct the compensation control, improve the accuracy of the compensation control, and enhance the consistency of the oil filling process of multiple clutches with multiple oil passages and inconsistent oil passage lengths.

[0023] Optionally, the method of the present invention further includes: calculating the impact of the current shift process after each shift process control is completed; wherein the impact of the current shift process is the maximum real-time impact of the current shift process. The impact calculation result is used as the impact of the previous shift process required for the next pre-compensation control or intermittent compensation control, and is used for the calculation of compensation pressure.

[0024] Optionally, the maximum real-time impact of the vehicle acceleration and gear shifting process is calculated based on real-time vehicle speed information, using the following formula:

[0025] α cur =Δv cur / Δt

[0026] J cur =Δα cur / Δt

[0027] In the formula, Δv cur J represents the change in the vehicle's real-time speed, and Δt represents the change over time. cur Indicates the real-time impact, α cur Δα represents the vehicle's acceleration. cur It represents the change in vehicle acceleration.

[0028] Optionally, in this invention, determining the compensation pressure based on the real-time engine speed information and the impact of the previous gear shift includes:

[0029] If the impact of the previous gear shift satisfies J <J C Then, based on the real-time engine speed N Eng Determine the compensation pressure p, and the real-time engine speed N. Eng The higher the value, the smaller the compensation pressure p.

[0030] If the impact of the previous gear shift satisfies J≧J C Then, based on the real-time engine speed N Eng The compensation pressure p is determined by the impact J of the previous gear shift, and the compensation pressure p is related to the real-time engine speed N. Eng The correlation is negative, while the correlation with the impact J of the previous gear shift is positive.

[0031] In the formula, J C This is the preset impact threshold.

[0032] The above technical solution means that the impact J is less than a fixed value J. C At that time, only based on the engine speed N Eng Adjust p, engine speed N Eng The higher the value, the smaller the value of p; otherwise, the compensation pressure is adjusted according to the engine speed and the impact intensity. The greater the impact intensity J of the last gear shift, the greater the value of p.

[0033] Optionally, the method of the present invention further includes: receiving a shift mode selection signal, and determining whether the shift mode is an automatic shift mode or a manual shift mode based on the shift mode selection signal. That is, the present invention can realize automatic switching between automatic and manual shift modes, and implement pre-compensation control or intermittent compensation control in the corresponding shift mode.

[0034] Optionally, the method of the present invention further includes: after each pre-compensation control and after each shift process control, timing the preset idle state t corresponding to the corresponding clutch. Idle Reset to zero and restart the timer;

[0035] Before performing pre-compensation control on the clutch to be engaged, the current t Idle Value and preset first-time reference value t C1 Compare, if t is satisfied Idle ≧t C1 If the shifting demand remains unchanged and the current real-time vehicle speed does not reach the shift point speed corresponding to the current shifting demand, then pre-compensation control is initiated for the clutch to be engaged.

[0036] Optionally, the method of the present invention further includes:

[0037] After the pre-filling oil is completed in each cycle of intermittent compensation control, and after each shift control process is completed, the preset idle state timer t corresponding to the clutch is set. Idle Reset to zero and restart the timer;

[0038] Before performing intermittent compensation control on the clutch to be engaged for each cycle, the current t is... Idle Value and preset second time reference value t C2 Compare, if t is satisfied Idle ≧tC2 If no manual gear selection signal is received, then a new cycle of intermittent compensation control is started for the clutch to be engaged.

[0039] In the above technical solutions, the first reference value t C1 Second time reference value t C2 The duration can be set according to the calibration time of oil draining in the oil passage, so that the oil passage is as empty as possible when each pre-compensation control starts, so as not to affect the pre-compensation control.

[0040] Optionally, the method of determining whether a gear shifting requirement exists based on real-time vehicle speed information as described in this invention includes:

[0041] If the real-time vehicle speed v cur Satisfy v cur >v up -v C *b indicates that the vehicle currently needs to shift up.

[0042] If the real-time vehicle speed v cur Satisfy v cur <v dwn +v C *b indicates that the vehicle currently needs to downshift;

[0043] If the real-time vehicle speed v cur Satisfy v dwn +v C *b≦v cur ≦v up -v C If *b, then the vehicle does not currently require a gear shift.

[0044] Among them, v up v represents the vehicle speed corresponding to the upshift point in the current gear. dwn v represents the vehicle speed at the downshift point in the current gear. C This is the vehicle speed reference calibration value; b is based on the vehicle acceleration α. cur A definite positive correlation coefficient. If the vehicle actually needs to shift gears, the greater the acceleration, the sooner pre-compensation control needs to be implemented. The above judgment rule can realize the control of the pre-compensation activation time adjusted according to the acceleration, so as to predict the vehicle's shifting needs in a timely manner and implement compensation control accordingly.

[0045] Optionally, in this invention, the method for determining the change in shifting demand includes:

[0046] If the current shift requirement is an upshift, and the real-time vehicle speed meets v cur ≦v up -v C If *b, it is determined that the shifting requirement has changed;

[0047] If the current shift requirement is a downshift, when the real-time vehicle speed meets v cur ≧v dwn +v C If *b is selected, it indicates a change in gear shifting requirements.

[0048] When the shifting demand changes, it means that the clutch to be engaged needs to be changed, so the current compensation control process needs to be terminated.

[0049] Optionally, in manual shifting mode, determining the upshift clutch and downshift clutch based on the current gear includes: using the clutch corresponding to the adjacent higher gear of the current gear as the upshift clutch CluUp, and using the clutch corresponding to the adjacent lower gear of the current gear as the downshift clutch CluDwn.

[0050] In a second aspect, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the clutch control method for a planetary power shift transmission as described in the first aspect.

[0051] Thirdly, the present invention provides a clutch control system suitable for planetary power shift transmissions, characterized in that it includes a transmission, a vehicle speed sensor, a manual gear selection mechanism, an engine control unit (ECU), and a transmission control unit (TCU).

[0052] The transmission is used to send the current gear signal to the transmission control unit (TCU) and to receive the clutch oil passage valve control signal from the TCU.

[0053] The vehicle speed sensor is used to collect the real-time vehicle speed and send it to the transmission control unit (TCU);

[0054] The manual gear selection mechanism is used to allow the driver to select a gear in manual shifting mode, and in response to the driver's gear selection operation, to send a manual gear selection signal to the transmission control unit (TCU).

[0055] The engine control unit (ECU) is used to send the real-time engine speed signal to the transmission control unit (TCU).

[0056] The transmission control unit (TCU) is used to execute the clutch control method described in the first aspect based on the received signals, and to perform pre-compensation control, intermittent compensation control, or shift control on the oil passage corresponding to the clutch to be engaged by sending a clutch oil passage valve control signal to the transmission.

[0057] Optionally, the clutch control system of the present invention further includes a manual / automatic mode selection switch disposed in the driver's cab, wherein the output terminal of the manual / automatic mode selection switch is connected to the transmission control unit (TCU) to transmit a shift mode selection signal to the transmission control unit (TCU).

[0058] The transmission control unit (TCU) determines whether the shift mode is automatic or manual based on the shift mode selection signal.

[0059] In the clutch control system of the present invention, the gearbox includes an integrated valve block, a clutch, and oil passages corresponding to each clutch, with different gears corresponding to different clutches or clutch combinations.

[0060] The integrated valve block includes multiple solenoid valves, each of which is used to control the connection or disconnection between one of the oil passages and the main oil passage of the gearbox.

[0061] The transmission control unit (TCU) connects the oil passage of the clutch to be engaged to the main transmission oil circuit by controlling the solenoid valve to open; the TCU disconnects the oil passage of the clutch to be engaged from the main transmission oil circuit by controlling the solenoid valve to close, and the oil passage of the clutch to be engaged is switched to the drain state.

[0062] Compared with the prior art, the present invention has the following advantages and advancements:

[0063] This invention proposes a clutch control method and system suitable for planetary power shift transmissions. By predicting the clutch to be engaged corresponding to the shift demand and performing pre-compensation control or intermittent compensation control on the corresponding oil passages, it solves the problems of slow shift response, long shift time, and large shift shock caused by the characteristics of planetary power shift transmissions such as multiple oil passages, inconsistent oil passage lengths, and excessively long oil passages. This ensures smooth shifting and driving comfort. Attached Figure Description

[0064] Figure 1 The diagram shown is a schematic representation of an embodiment of the clutch control system of the present invention.

[0065] Figure 2 The diagram shown is a schematic flowchart of an embodiment of the clutch control method of the present invention in automatic shifting mode;

[0066] Figure 3 The diagram shown is a schematic representation of a specific implementation flow of the clutch control method of the present invention in automatic shifting mode.

[0067] Figure 4 The diagram shown is a schematic flowchart of an embodiment of the clutch control method of the present invention in manual shifting mode;

[0068] Figure 5 The diagram shown is a schematic representation of a specific implementation flow of the clutch control method of the present invention in manual shifting mode. Detailed Implementation

[0069] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and should not be used to limit the scope of protection of the present invention.

[0070] Example 1

[0071] This embodiment describes a clutch control method applicable to planetary power shift transmissions, including:

[0072] refer to Figure 2 In automatic shift mode:

[0073] Obtain real-time vehicle speed information, and calculate vehicle acceleration and real-time impact based on the real-time vehicle speed information;

[0074] Based on the real-time vehicle speed information, determine whether there is a need to shift gears;

[0075] If there is a shifting requirement, the clutch to be engaged is determined according to the corresponding shifting requirement type;

[0076] The clutch to be engaged is subjected to pre-compensation control until: when the shifting requirement changes, the current pre-compensation control ends; or, when the real-time vehicle speed reaches the shift point speed corresponding to the current shifting requirement, the current pre-compensation control is interrupted and the shifting process control is executed.

[0077] And / or, see reference Figure 4 In manual shift mode:

[0078] Determine the clutches to be engaged for upshifting and downshifting based on the current gear position;

[0079] Intermittent compensation control is performed on the upshifting clutch and downshifting clutch respectively until a manual gear selection signal is received, then the current intermittent compensation control is interrupted and the gear shifting process control is executed.

[0080] The pre-compensation control of the clutch to be engaged includes: controlling the oil passage corresponding to the clutch to be engaged to connect to the main oil circuit of the transmission, so that the main oil circuit of the transmission pre-fills the oil passage corresponding to the clutch to be engaged with oil.

[0081] The intermittent compensation control of the upshifting clutch and the downshifting clutch includes: periodically controlling the main oil circuit of the transmission to pre-charge the oil passage corresponding to the clutch to be engaged with oil according to the set compensation duration, and controlling the corresponding oil passage to drain oil after the compensation duration.

[0082] The specific implementation of this embodiment is described below.

[0083] The method in this embodiment further includes: receiving a shift mode selection signal, and determining whether the shift mode is automatic or manual based on the shift mode selection signal. The shift mode selection signal can be emitted by a shift mode switch located in the driver's cab, and the driver operates the switch. When the switch is closed, the switch wiring signal is at a high level; when the switch is open, the switch wiring signal is at a low level, which enables automatic switching between manual and automatic shift modes, thereby achieving pre-compensation control or intermittent compensation control in the corresponding shift mode.

[0084] 1. Automatic shifting mode

[0085] When operating in automatic shift mode, the transmission primarily shifts gears based on vehicle speed; as vehicle speed decreases, the transmission downshifts; as vehicle speed increases, the transmission upshifts. (Reference) Figure 2 Based on the principle of automatic shifting, in this embodiment, the transmission control unit (TCU) can pre-determine the shifting demand based on vehicle speed and acceleration, determine the clutch to be engaged, and then perform pre-compensation control on the clutch to be engaged according to the shifting demand and the duration of the clutch's idle state, ensuring that the clutch's oil passages are filled with oil. Pre-compensation control is discontinued when the vehicle speed reaches the shift point or when the shifting demand changes. The pre-compensation pressure is determined by calibration and corrected based on engine speed and the shift shock of the previous shift.

[0086] refer to Figure 3 The flowchart shows the pre-compensation control steps in automatic shift mode.

[0087] (1) Real-time calculation of vehicle acceleration. The transmission control unit (TCU) collects signals from the vehicle speed sensor to obtain the real-time vehicle speed v. cur According to α cur =Δv cur / Δt calculates the vehicle acceleration, based on J cur =Δα cur / Δt calculates the real-time impact of the entire vehicle. The maximum impact during gear shifting is the impact J during the gear shifting process. A , where t is time.

[0088] (2) Predict the shifting demand: if v cur >v up -v C *b indicates that the transmission needs to upshift; if v cur <v dwn +v C *b indicates that the transmission needs to downshift; if v dwn +v C *b≦vcur ≦v up -v C *b, assuming the transmission has no need to shift gears. Wherein, v up v represents the vehicle speed corresponding to the upshift point in the current gear. dwn v represents the vehicle speed at the downshift point in the current gear. C It is a fixed value determined by calibration, and b is based on α. curr A definite coefficient.

[0089] (3) Determine the clutch to be engaged. The clutch to be engaged when upshifting in the current gear is CluUp, and the clutch to be engaged when downshifting is CluDwn. When the transmission needs to upshift, the clutch to be engaged is CluUp; when the transmission needs to downshift, the clutch to be engaged is CluDwn; when the transmission does not need to shift, the clutch to be engaged is in an undetermined state.

[0090] (4) Determining the activation condition of pre-compensation control. After the gear shift is completed or the pre-compensation control ends, CluUp and CluDwn enter the Idle state and start timing t from 0. Idle Each time a gear is shifted or the transmission returns to neutral, the clutch oil is released, and the timer is reset to zero, i.e., t. Idle =0. When the clutch to be engaged has been determined and t = 0. Idle >t C1 At this time, the TCU performs pre-compensation control on the clutch to be engaged, and simultaneously CluUp and CluDwn exit the Idle state, where t C1 It is a fixed value.

[0091] (5) The pre-compensation pressure p1 of the clutch to be engaged is determined according to the calibration results, and the TCU controls the engine speed N when the pre-compensation is activated. Eng The impact J of the last gear shift A Adjust p1. Engine speed N Eng The higher the value, the smaller p1; the impact J of the last gear shift. A The larger the value, the larger p1; the greater the impact J. A Less than a fixed value J C At that time, only based on the engine speed N Eng Adjust p1, set value J C Determined based on calibration.

[0092] (6) After the pre-compensation control is activated, when the clutch is engaged (CluUp), if v cur ≦v up -v C *b, shift demand changes, pre-compensation control ends; when the clutch to be engaged is CluDwn, if v cur ≧v dwn +vC *b, the shifting demand changes, and the pre-compensation control ends. Otherwise, proceed to step (7). After the pre-compensation control ends, the solenoid valve closes, and the process returns to step (1).

[0093] (7) After the pre-compensation control is activated, when the clutch to be engaged is CluUp, if v cur ≥v up This indicates that the vehicle speed has reached the upshift point and upshift control is required, interrupting the pre-compensation control; when the clutch is engaged (CluDwn), if v cur ≤v dwn This indicates that the vehicle speed has reached the downshift point, requiring downshift control, and the pre-compensation control is interrupted. After the pre-compensation control is interrupted, the TCU control enters the shift process control and begins calculating the impact J of this shift process. A After the gear shifting process is complete, return to step (1).

[0094] II. Manual Shift Mode

[0095] In manual shift mode, the clutch control method of this embodiment refers to... Figure 4 First, the clutch to be engaged is identified. Then, intermittent compensation control is activated. When the driver operates the shifting gears, intermittent compensation control is interrupted, and shifting process control begins. Intermittent compensation control ends after each set time t1 has elapsed. Detailed procedures are as follows: Figure 5 As shown, the details are as follows.

[0096] (1) Identify the clutches to be engaged: the clutch CluUp that needs to be engaged when upshifting in the current gear, and the clutch CluDwn that needs to be engaged when downshifting. The clutches to be engaged are CluUp and CluDwn.

[0097] (2) Intermittent compensation control activation condition judgment: After the gear shift is completed or the intermittent compensation control ends, CluUp and CluDwn enter the Idle state and start timing t from 0. Idle The timer is reset to zero each time a gear is shifted or the transmission returns to neutral. Idle =0. When t Idle >t C2 At this time, the TCU controls the solenoid valve to open, performing intermittent compensation control on the clutch to be engaged. Simultaneously, CluUp and CluDwn exit the Idle state. (Note: 't' is likely an error and can be omitted.) C2 It is a fixed value.

[0098] (3) The compensation pressure p2 and compensation duration t1 for intermittent compensation are determined based on the calibration results, and the TCU is based on the engine speed N. Eng The impact J compared to the last manual gear shift. M Adjust p2 and t1. Engine speed N EngThe higher the value, the smaller p2 and t1; the impact J of the last gear shift. M The larger the value, the larger p2 and t1; the greater the impact J. M Less than a fixed value J C At that time, only based on the engine speed N Eng Adjust p2 and t1, set value J C Determined based on calibration.

[0099] (4) After the intermittent compensation control is activated, when the driver manually upshifts or downshifts, the intermittent compensation control is interrupted, the TCU controls the solenoid valve to open, fills the clutch with oil, enters the shift process control, and begins to calculate the impact J of this shift process. M After the gear shifting process is completed, return to step (1).

[0100] (5) After the intermittent compensation control is turned on, the intermittent compensation control ends after the compensation duration exceeds t1. The TCU controls the solenoid valve to close and proceeds to step (2) to perform the next cycle of intermittent compensation control.

[0101] Example 2

[0102] Based on the same inventive concept as Embodiment 1, this embodiment introduces a computer-readable storage medium storing a computer program that, when executed by a processor, implements the clutch control method for a planetary power shift transmission as described in Embodiment 1.

[0103] Example 3

[0104] Based on the same inventive concept as Embodiment 1, this embodiment introduces a clutch control system suitable for planetary power shift transmissions, such as... Figure 1 As shown, it includes a transmission, a vehicle speed sensor, a manual gear selector, an engine control unit (ECU), and a transmission control unit (TCU).

[0105] Just like a planetary power shift transmission, in the clutch control system of this embodiment, the transmission includes an integrated valve block, clutches, and oil passages corresponding to each clutch. Different gears correspond to different clutches or clutch combinations. The integrated valve block includes multiple solenoid valves, each of which is used to control the connection or disconnection between one of the oil passages and the main oil circuit of the transmission.

[0106] The transmission control unit (TCU) can connect the oil passage of the clutch to be engaged to the main transmission oil circuit by controlling the solenoid valve to open; the TCU can disconnect the oil passage of the clutch to be engaged from the main transmission oil circuit by controlling the solenoid valve to close, and the oil passage of the clutch to be engaged is switched to the drain state.

[0107] In this embodiment, the transmission is used to send the current gear signal to the transmission control unit (TCU) and to receive the clutch oil passage valve control signal from the TCU.

[0108] The vehicle speed sensor is used to collect the real-time vehicle speed and send it to the transmission control unit (TCU);

[0109] The manual gear selection mechanism is used to allow the driver to select a gear in manual shifting mode, and in response to the driver's gear selection operation, to send a manual gear selection signal to the transmission control unit (TCU).

[0110] The engine control unit (ECU) is used to send the real-time engine speed signal to the transmission control unit (TCU).

[0111] The transmission control unit (TCU) is used to execute the clutch control method described in Example 1 based on the received signals, and to perform pre-compensation control, intermittent compensation control, or shift control on the oil passage corresponding to the clutch to be engaged by sending a clutch oil passage valve control signal to the transmission.

[0112] Based on the above, the clutch control system of this embodiment also includes a manual / automatic mode selection switch installed in the driver's cab. The output terminal of the manual / automatic mode selection switch is connected to the transmission control unit (TCU) to transmit a shift mode selection signal to the transmission control unit (TCU).

[0113] The transmission control unit (TCU) determines whether the shift mode is automatic or manual based on the shift mode selection signal.

[0114] In summary, the present invention can achieve pre-compensation control of the clutch to be engaged in automatic shifting mode and intermittent compensation control of the clutch to be engaged in manual shifting mode. It also corrects the supplementary control based on engine speed and the shift shock of the previous shifting process, thereby improving the accuracy of compensation control. This solves the problems of large shift shock, slow shifting response, and long shifting time caused by the characteristics of planetary power shift transmissions, such as multiple oil passages, inconsistent oil passage lengths, and excessively long oil passages.

[0115] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0116] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0117] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0118] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0119] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

Claims

1. A clutch control method applicable to a planetary power shift transmission, characterized in that, include: In automatic shift mode: Obtain real-time vehicle speed information and calculate vehicle acceleration based on the real-time vehicle speed information; Based on the real-time vehicle speed information, determine whether there is a need to shift gears; If there is a shifting requirement, the clutch to be engaged is determined according to the corresponding shifting requirement type; The clutch to be engaged is subjected to pre-compensation control until: when the shifting requirement changes, the current pre-compensation control ends; or, when the real-time vehicle speed reaches the shift point speed corresponding to the current shifting requirement, the current pre-compensation control is interrupted and the shifting process control is executed. In manual shift mode: Determine the clutches to be engaged for upshifting and downshifting based on the current gear position; Intermittent compensation control is performed on the upshifting clutch and downshifting clutch respectively until a manual gear selection signal is received, then the current intermittent compensation control is interrupted and the gear shifting process control is executed. The pre-compensation control of the clutch to be engaged includes: controlling the oil passage corresponding to the clutch to be engaged to connect to the main oil circuit of the transmission, so that the main oil circuit of the transmission pre-fills the oil passage corresponding to the clutch to be engaged with oil. The intermittent compensation control of the upshifting clutch and the downshifting clutch includes: periodically controlling the main oil circuit of the transmission to pre-charge the oil passage corresponding to the clutch to be engaged with oil according to the set compensation duration, and controlling the corresponding oil passage to drain oil after the compensation duration.

2. The method according to claim 1, characterized in that, it further... include: Before performing pre-compensation control or intermittent compensation control, the real-time engine speed information and the impact of the previous gear shift process are obtained, and the compensation pressure is determined based on the real-time engine speed information and the impact of the previous gear shift process. When performing pre-compensation control or intermittent compensation control on the clutch to be engaged, the control enables the main oil circuit of the transmission to be connected to the corresponding oil passage of the clutch to be engaged, and pre-fills the corresponding oil passage with oil according to the compensation pressure.

3. The method according to claim 2, characterized in that, it further... include: After each gear shift is completed, the impact of that gear shift is calculated. The impact of this gear shift process is the maximum real-time impact of this gear shift process.

4. The method according to claim 3, characterized in that, The vehicle acceleration and the maximum real-time impact during gear shifting are calculated based on real-time vehicle speed information, using the following formula: a cur =Δv cur / Δt, J cur =Da cur / Δt, In the formula, Δv cur J represents the change in the vehicle's real-time speed, and Δt represents the change over time. cur Indicates the real-time impact, α cur Δα represents the vehicle's acceleration. cur It represents the change in vehicle acceleration.

5. The method according to claim 2, characterized in that, The determination of compensation pressure based on real-time engine speed information and the impact of the previous gear shift includes: If the impact of the previous gear shift satisfies J <J C Then, based on the real-time engine speed N Eng Determine the compensation pressure p and the real-time engine speed N. Eng The higher the value, the smaller the compensation pressure p. If the impact of the previous gear shift satisfies J≧J C Then, based on the real-time engine speed N Eng The compensation pressure p is determined by the impact J of the previous gear shift, and the compensation pressure p is related to the real-time engine speed N. Eng The correlation is negative, while the correlation with the impact J of the previous gear shift is positive. In the formula, J C This is the preset impact threshold.

6. The method according to claim 1, characterized in that, it further... include: Receive the shift mode selection signal and determine whether the shift mode is automatic or manual based on the shift mode selection signal.

7. The method according to claim 1, characterized in that, it further... include: After each pre-compensation control and each shift control process, the preset idle state timer t corresponding to the clutch is set. Idle Reset to zero and restart the timer; Before performing pre-compensation control on the clutch to be engaged, the current t Idle Value and preset first-time reference value t C1 Compare, if t is satisfied Idle ≧t C1 If the shifting demand remains unchanged and the current real-time vehicle speed does not reach the shift point speed corresponding to the current shifting demand, then pre-compensation control is initiated for the clutch to be engaged.

8. The method according to claim 1, characterized in that, it further... include: After the pre-filling oil is completed in each cycle of intermittent compensation control, and after each shift process control is completed, the preset idle state timer t corresponding to the clutch is set. Idle Reset to zero and restart the timer; Before performing intermittent compensation control on the clutch to be engaged for each cycle, the current t is... Idle Value and preset second time reference value t C2 Compare, if t is satisfied Idle ≧t C2 If no manual gear selection signal is received, then a new cycle of intermittent compensation control is started for the clutch to be engaged.

9. The method according to any one of claims 1-8, characterized in that, Determining whether a gear shift is needed based on the real-time vehicle speed information includes: if the real-time vehicle speed v cur Satisfy v cur >v up -v C *b indicates that the vehicle currently needs to shift up. If the real-time vehicle speed v cur Satisfy v cur <v dwn +v C *b indicates that the vehicle currently needs to downshift; If the real-time vehicle speed v cur Satisfy v dwn +v C *b≦v cur ≦v up -v C If *b, then the vehicle does not currently require a gear shift. Among them, v up v represents the vehicle speed corresponding to the upshift point in the current gear. dwn v represents the vehicle speed at the downshift point in the current gear. C This is the vehicle speed reference calibration value; b is based on the vehicle acceleration α. cur A definite positive correlation coefficient.

10. The method according to claim 9, characterized in that, The methods for determining changes in shifting demand include: If the current shift requirement is an upshift, and the real-time vehicle speed meets v cur ≦v up -v C If *b is selected, it is determined that the shifting requirement has changed. If the current shift requirement is a downshift, when the real-time vehicle speed meets v cur ≧v dwn +v C If *b is selected, it indicates a change in gear shifting requirements.

11. The method according to any one of claims 1-8, characterized in that, In manual shifting mode, determining the upshift clutch and downshift clutch based on the current gear includes: using the clutch corresponding to the adjacent higher gear of the current gear as the upshift clutch CluUp, and using the clutch corresponding to the adjacent lower gear of the current gear as the downshift clutch CluDwn.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the clutch control method for a planetary power shift transmission as described in any one of claims 1-11.

13. A clutch control system suitable for a planetary power shift transmission, characterized in that, This includes the transmission, vehicle speed sensor, manual gear selector, engine control unit (ECU), and transmission control unit (TCU). The transmission is used to send the current gear signal to the transmission control unit (TCU) and to receive the clutch oil passage valve control signal from the TCU. The vehicle speed sensor is used to collect the real-time vehicle speed and send it to the transmission control unit (TCU); The manual gear selection mechanism is used to allow the driver to select a gear in manual shifting mode, and in response to the driver's gear selection operation, to send a manual gear selection signal to the transmission control unit (TCU). The engine control unit (ECU) is used to send the real-time engine speed signal to the transmission control unit (TCU). The transmission control unit (TCU) is used to execute the clutch control method according to any one of claims 1-12 based on the received signals, and to perform pre-compensation control, intermittent compensation control or shift control on the oil passage corresponding to the clutch to be engaged by sending a clutch oil passage valve control signal to the transmission.

14. The clutch control system for a planetary power shift transmission according to claim 13, characterized in that, It also includes a manual / automatic mode selection switch located in the driver's cab, the output of which is connected to the transmission control unit (TCU) to transmit a shift mode selection signal to the TCU; The transmission control unit (TCU) determines whether the shift mode is automatic or manual based on the shift mode selection signal.

15. The clutch control system for a planetary power shift transmission according to claim 13 or 14, characterized in that, The gearbox includes an integrated valve block, a clutch, and oil passages corresponding to each clutch. Different gears correspond to different clutches or clutch combinations. The integrated valve block includes multiple solenoid valves, each of which is used to control the connection or disconnection between one of the oil passages and the main oil passage of the gearbox. The transmission control unit (TCU) connects the oil passage of the clutch to be engaged to the main transmission oil circuit by controlling the solenoid valve to open; the TCU disconnects the oil passage of the clutch to be engaged from the main transmission oil circuit by controlling the solenoid valve to close, and the oil passage of the clutch to be engaged is switched to the drain state.

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