AMT upshift control method and device

Abstract

The present application discloses a method and device for controlling an AMT upshift. The method includes: controlling the rear auxiliary transmission to disengage when it is detected that the engine torque value is less than a first preset threshold value and the clutch is fully disengaged; activating the intermediate shaft brake to brake the speed of the transmission input shaft if the rear auxiliary transmission is fully disengaged; closing the intermediate shaft brake if the speed of the transmission input shaft is braked to a specified speed, and controlling the gear status of the rear auxiliary transmission, the main transmission, and the front auxiliary transmission; controlling the clutch to slowly engage when it is detected that the rear auxiliary transmission is engaged in a preset gear, the main transmission is fully selected, and the front auxiliary transmission is fully shifted, so that the speed difference of the adjustment coupling sleeve is within a preset threshold range; controlling the gear status of the main transmission and the clutch to quickly engage, and adjusting the engine torque value; and determining that the transmission upshift is complete when it is detected that the engine torque is greater than a second preset threshold value. Thus, the problem of synchronizer wear is solved based on the coupling sleeve and the intermediate shaft brake.

Description

Technical Field

[0001] The present application relates to the field of automobile power technology, and in particular to a method and device for controlling AMT upshifting. Background Art

[0002] Since the AMT transmission does not require driver operation, it greatly reduces the driver's labor intensity and can also improve the vehicle's fuel economy. Therefore, AMT transmission is generally matched in commercial vehicles.

[0003] A typical AMT transmission features synchronizers for the front and rear sub-boxes, with the main sub-box being a combined sleeve. During an AMT upshift, the main sub-box is first disengaged, followed by simultaneous gear selection and the front and rear sub-boxes. Once the main sub-box is selected and the front and rear sub-boxes are in place, the main sub-box engages. The front and rear sub-boxes engage gears separately via synchronizers, and since the rear sub-box requires synchronization at a relatively high speed, this can easily cause wear on the synchronizers, reducing system reliability and safety. Summary of the Invention

[0004] Based on the above-mentioned deficiencies in the prior art, the present application provides a method and device for controlling AMT upshifting to solve the problem that synchronizers in the prior art are prone to wear.

[0005] In order to achieve the above objectives, this application provides the following technical solutions:

[0006] A first aspect of the present application provides a method for controlling an AMT upshift, comprising:

[0007] When it is detected that the torque value of the engine is less than a first preset threshold value and the clutch is fully disengaged, the rear auxiliary box is controlled to disengage;

[0008] If the rear auxiliary gearbox is disengaged, the intermediate shaft brake is activated to brake the speed of the transmission input shaft;

[0009] If the speed of the gearbox input shaft is braked to a specified speed, the intermediate shaft brake is closed, and the gear positions of the rear auxiliary gearbox, the main gearbox, and the front auxiliary gearbox are controlled;

[0010] When it is detected that the rear auxiliary transmission is engaged in a preset gear, the main transmission is engaged in a gear, and the front auxiliary transmission is shifted, the clutch is controlled to be slowly engaged so that the speed difference of the adjustment coupling sleeve is within a preset threshold range; wherein the clutch slowly engaging refers to the clutch slowly merging;

[0011] Controlling the gear state of the main transmission and the quick engagement of the clutch, and adjusting the torque value of the engine; wherein the quick engagement of the clutch refers to the rapid merging of the clutch;

[0012] When it is detected that the torque of the engine is greater than a second preset threshold, it is determined that the transmission upshift is completed.

[0013] Optionally, in the above-mentioned AMT upshift control method, controlling the gear positions of the rear auxiliary gearbox, the main gearbox, and the front auxiliary gearbox includes:

[0014] Controlling the electromagnetic valve of the rear auxiliary box to drive the rear auxiliary box to shift to a preset gear position;

[0015] Control the main box solenoid valve to drive the main box to neutral gear, control the gear selection solenoid valve of the main box to drive the main box to select gear, and control the front auxiliary box solenoid valve to drive the front auxiliary box to shift gears from low to high.

[0016] Optionally, in the above-mentioned AMT upshift control method, controlling the gear state of the main transmission and the quick engagement of the clutch, and adjusting the torque value of the engine, includes:

[0017] Controlling the main box solenoid valve to drive the main box to shift into gear;

[0018] When it is detected that the main gear is engaged, the clutch is controlled to close quickly and the torque value of the engine is adjusted.

[0019] Optionally, in the above-mentioned AMT upshift control method, when it is detected that the engine torque value is less than the first preset threshold value and the clutch is fully disengaged, before controlling the rear auxiliary box to disengage the gear, the method further includes:

[0020] When it is detected that the vehicle speed and throttle opening meet the upshift requirements, an upshift request is sent to the transmission;

[0021] Adjust the engine torque value and control the clutch release.

[0022] Optionally, in the above-mentioned AMT upshift control method, the method further includes:

[0023] If the rear auxiliary box is not in place for disengaging, the process returns to executing the control for disengaging the rear auxiliary box.

[0024] Optionally, in the above-mentioned AMT upshift control method, the method further includes:

[0025] If the speed of the transmission input shaft is not braked to the specified speed, the process returns to executing the above-described step of starting the intermediate shaft brake to brake the speed of the transmission input shaft.

[0026] Optionally, in the above-mentioned AMT upshift control method, the method further includes:

[0027] When it is detected that the time for adjusting the torque value of the engine is greater than a preset time threshold, it is determined that the transmission upshift is completed.

[0028] A second aspect of the present application provides an AMT upshift control device, comprising:

[0029] A gear disengagement control unit, configured to control the rear auxiliary box to disengage gear when detecting that the engine torque value is less than a first preset threshold value and the clutch is fully disengaged;

[0030] A starting unit, configured to start the intermediate shaft brake to brake the speed of the gearbox input shaft if the rear auxiliary box is in the disengaged position;

[0031] a gear control unit, configured to close the intermediate shaft brake and control the gear states of the rear auxiliary gearbox, the main gearbox, and the front auxiliary gearbox if the speed of the gearbox input shaft is braked to a specified speed;

[0032] The first regulating unit is configured to control the clutch to slowly engage when detecting that the rear auxiliary transmission is engaged in a preset gear, the main transmission is in gear selection, and the front auxiliary transmission is in gear shifting, so that the speed difference of the regulating coupling sleeve is within a preset threshold range; wherein the clutch slowly engaging refers to the clutch slowly merging;

[0033] A second regulating unit is configured to control the gear state of the main transmission and the quick engagement of the clutch, and to regulate the torque value of the engine; wherein the quick engagement of the clutch refers to the rapid merging of the clutch;

[0034] The upshift determination unit is configured to determine that the transmission upshift is completed when detecting that the torque of the engine is greater than a second preset threshold.

[0035] Optionally, in the above-mentioned AMT upshift control device, the gear position control unit includes:

[0036] a first control unit, configured to control the solenoid valve of the rear auxiliary box to drive the rear auxiliary box to shift to a preset gear position;

[0037] The second control unit is used to control the main box solenoid valve to drive the main box to neutral, control the gear selection solenoid valve of the main box to drive the main box to select gear, and control the front auxiliary box solenoid valve to drive the front auxiliary box to shift gears from low to high.

[0038] Optionally, in the above-mentioned AMT upshift control device, the second regulating unit includes:

[0039] a third control unit, configured to control the main box solenoid valve to drive the main box to shift into gear;

[0040] The third regulating unit is used to control the quick engagement of the clutch and regulate the torque value of the engine when it is detected that the main transmission is in gear.

[0041] Optionally, the above-mentioned AMT upshift control device further includes:

[0042] a sending unit, configured to send an upshift request to the transmission when detecting that the vehicle speed and throttle opening both meet the upshift requirements;

[0043] The fourth control unit is used to adjust the torque value of the engine and control the clutch to be disengaged.

[0044] Optionally, the above-mentioned AMT upshift control device further includes:

[0045] The first execution unit is configured to return to executing the control of disengaging the rear auxiliary gearbox if the disengagement of the rear auxiliary gearbox is not in place.

[0046] Optionally, the above-mentioned AMT upshift control device further includes:

[0047] The second execution unit is configured to return to executing the step of activating the intermediate shaft brake to brake the speed of the transmission input shaft if the speed of the transmission input shaft has not been braked to the specified speed.

[0048] Optionally, the above-mentioned AMT upshift control device further includes:

[0049] The determining unit is configured to determine that the transmission upshift is completed when it is detected that the time for adjusting the torque value of the engine is greater than a preset time threshold.

[0050] The present application provides an AMT upshift control method. When detecting that the engine torque is less than a first preset threshold and the clutch is fully disengaged, the rear auxiliary section is disengaged. If the rear auxiliary section is fully disengaged, the intermediate shaft brake is activated to brake the transmission input shaft. If the transmission input shaft is braked to a specified speed, the intermediate shaft brake is deactivated, and the gear states of the rear auxiliary section, main section, and front auxiliary section are controlled. When detecting that the rear auxiliary section is in a preset gear, the main section is in a selected gear, and the front auxiliary section is in a shifted gear, the clutch is controlled to slowly engage to adjust the speed difference of the coupling sleeve to within a preset threshold range. Slow clutch engagement refers to slow clutch engagement. The gear state of the main section and the clutch are then controlled, and the engine torque is adjusted. Fast clutch engagement refers to rapid clutch engagement. Finally, when detecting that the engine torque is greater than a second preset threshold, the transmission upshift is determined to be complete. Thus, by controlling the rapid shifting of the rear auxiliary section gears based on the coupling sleeve and intermediate shaft brake, synchronizer wear is effectively reduced, thereby improving system reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without any creative work.

[0052] Figure 1 A flowchart of a method for controlling an AMT upshift provided in an embodiment of the present application;

[0053] Figure 2 A flowchart of a method for sending an upshift request provided in another embodiment of the present application;

[0054] Figure 3 A flow chart of a method for shifting gears in a main box provided in an embodiment of the present application;

[0055] Figure 4 A schematic structural diagram of an AMT upshift control device provided in another embodiment of the present application. DETAILED DESCRIPTION

[0056] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0057] In this application, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

[0058] The embodiment of the present application provides a method for controlling an AMT upshift, such as Figure 1 As shown, the specific steps include:

[0059] S101: When it is detected that the torque value of the engine is less than a first preset threshold value and the clutch is fully disengaged, control the rear auxiliary box to disengage the gear.

[0060] It should be noted that when the TCU (transmission electronic control unit) detects that the vehicle has a need to shift up a gear, the next step will be to trigger the cylinder of the rear auxiliary box to shift from a low gear (such as 1-6 gears are low gears) to a high gear (such as 7-12 are high gears). However, the rear auxiliary box must be controlled to shift gears first before it can be shifted into gear. In order to control the rear auxiliary box to shift gears, the engine torque clearance and clutch separation must be controlled. The engine torque clearance means that the actual torque value of the engine gradually decreases. Therefore, when the TCU detects that the engine torque value is less than the first preset threshold and the clutch is disengaged, the TCU controls the rear auxiliary box to shift gears.

[0061] Optionally, usually when the driver has a shift-up demand, the driver needs to drive the vehicle's performance to meet a certain shift-up demand before the transmission enters the shift-up process. Therefore, in another embodiment of the present application, before executing step S101, Figure 2 As shown, another embodiment of the present application provides a method for sending an upshift request, which further includes the following steps:

[0062] S201: When it is detected that the vehicle speed and throttle opening both meet the upshift requirements, an upshift request is sent to the transmission.

[0063] Specifically, when the vehicle is traveling in a normal low gear, the speed of the transmission input shaft is equal to the speed of the rear auxiliary gearbox input shaft and equal to the speed of the rear auxiliary gearbox output shaft multiplied by the speed ratio of the rear auxiliary gearbox in low gear, i.e., n1 = n3 = n4 * ig2. Here, n1 is the speed of the transmission input shaft, n3 is the speed of the rear auxiliary gearbox input shaft, n4 is the speed of the rear auxiliary gearbox output shaft, and ig2 is the speed ratio of the rear auxiliary gearbox in low gear.

[0064] It should be noted that when it is detected that the vehicle speed meets the upshift speed and the throttle opening meets the upshift opening, the speed of the transmission input shaft will increase. At this time, the TCU will send an upshift request to the transmission, and then the TCU will perform the operations required for subsequent gear shifting.

[0065] S202: Adjust the torque value of the engine and control the clutch to disengage.

[0066] Specifically, when the TCU sends a shift-up request to the gearbox, the TCU will adjust the engine's torque value to be smaller and control the clutch to disengage in order to control the AMT's rear auxiliary box to shift gears.

[0067] S102: Determine whether the rear auxiliary box is in full gear.

[0068] It should be noted that to address the issue of synchronizer wear during AMT upshifts, the synchronizers of the rear and front auxiliary transmissions are eliminated in this embodiment of the present application. Instead, a combination of a sleeve and an intermediate shaft brake is employed to brake the transmission input shaft's speed, thereby reducing the speed of the rear auxiliary transmission input shaft and enabling rapid gear shifting. Therefore, the intermediate shaft brake can only be used to control the transmission input shaft's speed when the rear auxiliary transmission is fully disengaged. Therefore, a rear auxiliary transmission position sensor is required to determine whether the rear auxiliary transmission is fully disengaged. If it is determined that the rear auxiliary transmission is fully disengaged, the intermediate shaft brake can be used to brake the transmission input shaft's speed, thereby executing step S103.

[0069] Optionally, in the embodiment of the present application, after step S102, the following steps are further included:

[0070] If the rear auxiliary box is not in position to disengage the gear, the control returns to execute the rear auxiliary box disengagement.

[0071] Specifically, when the rear auxiliary gearbox is not disengaged, it is necessary to return to step S101 until the TCU controls the rear auxiliary gearbox to be disengaged, so that the intermediate shaft braking strategy can be used to brake the speed of the transmission input shaft to enable the subsequent AMT upshift to be successful.

[0072] S103: Activate the intermediate shaft brake to brake the speed of the transmission input shaft.

[0073] It should be noted that when it is detected that the rear auxiliary gear is disengaged, the intermediate shaft brake needs to be activated so that the intermediate shaft brake acts on the intermediate shaft speed and the speed of the gearbox input shaft, causing the intermediate shaft speed and the speed of the gearbox input shaft to drop rapidly.

[0074] S104: Determine whether the speed of the transmission input shaft is braked to a specified speed.

[0075] It should be noted that when the intermediate brake is used to brake the speed of the transmission input shaft to a certain level, the intermediate brake needs to be closed. Therefore, in the embodiment of the present application, it is necessary to determine whether the speed of the transmission input shaft is braked to a specified speed. If the speed of the transmission input shaft is braked to the specified speed, step S105 is executed to close the intermediate brake.

[0076] Specifically, when the speed of the transmission input shaft drops to the following formula, the intermediate brake is closed:

[0077] n1=n4*1±n offset

[0078] Among them, n1 in the formula is the speed of the gearbox input shaft, n4 is the speed of the rear auxiliary box output shaft, and n offset is the offset speed difference.

[0079] Optionally, in the application embodiment, after step S103, the method further includes:

[0080] If the speed of the transmission input shaft is not braked to the specified speed, the process returns to executing the activation of the intermediate shaft brake to brake the speed of the transmission input shaft.

[0081] Specifically, when the speed of the transmission input shaft has not been braked to the specified speed, it is necessary to return to step S103 until the speed of the transmission input shaft is braked to the specified speed.

[0082] S105: Close the intermediate shaft brake and control the gear positions of the rear auxiliary gearbox, the main gearbox, and the front auxiliary gearbox.

[0083] Specifically, when the transmission input shaft speed is braked to a specified speed, the intermediate shaft brake is closed to stop the transmission input shaft speed. At this time, the TCU controls the AMT's rear auxiliary transmission to a preset gear, the main transmission to select a gear, and the front auxiliary transmission to shift gears. The preset gear refers to any high gear from 7 to 12.

[0084] Optionally, in another embodiment of the present application, another specific implementation of controlling the gear status of the rear auxiliary box, the main box, and the front auxiliary box in step S105 includes the following steps:

[0085] Control the solenoid valve of the rear auxiliary box to drive the rear auxiliary box to the preset gear position.

[0086] Specifically, during a transmission upshift, the TCU must first control the rear auxiliary transmission to shift into a higher gear before it can control the main transmission and the front auxiliary transmission to shift into gear. Therefore, after the intermediate shaft brake stops braking the transmission input shaft, the TCU controls the rear auxiliary transmission solenoid valve to drive the rear auxiliary transmission to the preset gear.

[0087] The solenoid valve of the main box is controlled to drive the main box to neutral gear, the gear selection solenoid valve of the main box is controlled to drive the main box to select gear, and the solenoid valve of the front auxiliary box is controlled to drive the front auxiliary box to shift gears from low to high.

[0088] Specifically, after the TCU controls the rear auxiliary gear to the preset gear, it is necessary to pre-control the main gear solenoid valve to drive the main gear to neutral, control the main gear selection solenoid valve to drive the main gear to select gear, and also control the front auxiliary gear solenoid valve to drive the front auxiliary gear to shift gears from low to high, so that the subsequent main gear can be successfully engaged and the transmission can complete the upshift.

[0089] S106. When it is detected that the rear auxiliary transmission is engaged in a preset gear, the main transmission is in gear selection, and the front auxiliary transmission is in gear shifting, the clutch is controlled to close slowly so that the speed difference of the adjustment coupling sleeve is within a preset threshold range.

[0090] Herein, slow clutch engagement refers to slow merging of the clutch.

[0091] Specifically, when the rear auxiliary gearbox position sensor detects that the rear auxiliary gearbox has been engaged in a preset gear position, the main gearbox position sensor detects that the main gearbox has been selected, and the front auxiliary gearbox position sensor detects that the front auxiliary gearbox has been shifted, the clutch needs to be controlled to slowly engage, gradually increasing the speed of the transmission input shaft and the transmission output shaft until the speed difference of the adjustment coupling sleeve is within a preset threshold range, so that the main gearbox can be controlled to engage in gear. The coupling sleeve is the structure that safely engages two adjacent gears when the speeds of the gearbox shift fork change from asynchronous to synchronous, ensuring the safety of the vehicle during the upshift process.

[0092] The preset threshold range is 50 rpm, but it can also be other threshold ranges, which can be set specifically according to needs.

[0093] Optionally, the TCU can control the rear auxiliary gearbox to be engaged in a preset gear position before controlling the gearbox to select gears and the front auxiliary gearbox to shift gears.

[0094] S107: Control the gear position of the main transmission and the quick engagement of the clutch, and adjust the torque value of the engine.

[0095] Among them, the fast clutch engagement refers to the rapid merging of the clutch.

[0096] Specifically, when it is detected that the speed difference of the adjustment sleeve is within the preset threshold range, the TCU needs to control the gear state of the main box to be in gear, that is, the TCU controls the main box to be engaged in the pre-selected gear, and also controls the clutch to engage quickly and adjust the engine torque value to increase to meet the standard for upshifting. Among them, controlling the clutch to engage quickly can quickly increase the speed of the input shaft and output shaft of the transmission.

[0097] Optionally, in another embodiment of the present application, another specific implementation of step S107 is as follows: Figure 3 As shown, the following steps are included:

[0098] S301, control the main box solenoid valve to drive the main box to engage gear.

[0099] Specifically, when it is detected that the speed difference of the adjustment coupling sleeve is within a preset threshold range, the TCU needs to control the main box solenoid valve to drive the main box to the selected gear position for gear shifting.

[0100] S302: When it is detected that the main transmission is in gear, the clutch is controlled to close quickly and the torque value of the engine is adjusted.

[0101] It should be noted that the specific implementation of step S202 may refer to step S107 accordingly, and will not be repeated here.

[0102] S108: When it is detected that the torque of the engine is greater than a second preset threshold, determine that the transmission upshift is completed.

[0103] Specifically, when it is detected that the torque of the engine is greater than a second preset threshold, the TCU exits the shifting process and determines that the AMT upshift is completed.

[0104] Optionally, in addition to determining that the transmission upshift is complete by detecting that the engine torque is greater than the second preset threshold, whether the transmission upshift is complete may also be determined by adjusting the time of the engine torque value. Therefore, in another embodiment of the present application, another embodiment of the present application provides a method for determining that the transmission upshift is complete, comprising the following steps:

[0105] When it is detected that the time for adjusting the torque value of the engine is greater than a preset time threshold, it is determined that the transmission upshift is completed.

[0106] Specifically, when it is detected that the time for adjusting the torque value of the engine is greater than a preset time threshold, it can be determined that the real-time speed of the engine and the real-time speed of the clutch are synchronized, and the transmission upshift is completed.

[0107] Optionally, the preset time threshold is 0.15s. Of course, other time thresholds are also possible and can be set specifically according to needs.

[0108] The present application provides an AMT upshift control method. When detecting that the engine torque is less than a first preset threshold and the clutch is fully disengaged, the rear auxiliary section is disengaged. If the rear auxiliary section is fully disengaged, the intermediate shaft brake is activated to brake the transmission input shaft. If the transmission input shaft is braked to a specified speed, the intermediate shaft brake is deactivated, and the gear states of the rear auxiliary section, main section, and front auxiliary section are controlled. When detecting that the rear auxiliary section is in a preset gear, the main section is in a selected gear, and the front auxiliary section is in a shifted gear, the clutch is controlled to slowly engage to adjust the speed difference of the coupling sleeve to within a preset threshold range. Slow clutch engagement refers to slow clutch engagement. The gear state of the main section and the clutch are then controlled, and the engine torque is adjusted. Fast clutch engagement refers to rapid clutch engagement. Finally, when detecting that the engine torque is greater than a second preset threshold, the transmission upshift is determined to be complete. Thus, by controlling the rapid shifting of the rear auxiliary section gears based on the coupling sleeve and intermediate shaft brake, synchronizer wear is effectively reduced, thereby improving system reliability.

[0109] Another embodiment of the present application provides a control device for AMT upshifting, such as Figure 4 As shown, it includes the following units:

[0110] The gear disengagement control unit 401 is used to control the rear auxiliary box to disengage gear when it is detected that the torque value of the engine is less than a first preset threshold and the clutch is fully disengaged.

[0111] The starting unit 402 is used to start the intermediate shaft brake to brake the speed of the transmission input shaft if the rear auxiliary box is disengaged.

[0112] The gear control unit 403 is used to close the intermediate shaft brake if the speed of the transmission input shaft is braked to a specified speed, and control the gear status of the rear auxiliary box, the main box, and the front auxiliary box.

[0113] The first regulating unit 404 is used to control the clutch to slowly close when it is detected that the rear auxiliary transmission is engaged in a preset gear, the main transmission is in gear selection, and the front auxiliary transmission is in gear shifting, so that the speed difference of the regulating coupling sleeve is within a preset threshold range.

[0114] Herein, slow clutch engagement refers to slow merging of the clutch.

[0115] The second regulating unit 405 is used to control the gear state of the main transmission and the quick engagement of the clutch, and to regulate the torque value of the engine.

[0116] Among them, the fast clutch engagement refers to the rapid merging of the clutch.

[0117] The upshift determination unit 406 is configured to determine that the transmission upshift is completed when it is detected that the torque of the engine is greater than a second preset threshold.

[0118] It should be noted that the specific working process of the above-mentioned units in the embodiment of the present application can refer to steps S101 to S108 in the above-mentioned method embodiment, and will not be repeated here.

[0119] Optionally, in another embodiment of the present application, in a control device for an AMT upshift, the gear position control unit 403 includes:

[0120] The first control unit is used to control the electromagnetic valve of the rear auxiliary box to drive the rear auxiliary box to shift to a preset gear position.

[0121] The second control unit is used to control the main box solenoid valve to drive the main box to neutral, control the main box's gear selection solenoid valve to drive the main box to select gear, and control the front auxiliary box solenoid valve to drive the front auxiliary box to shift gears from low to high.

[0122] Optionally, in another embodiment of the present application, in a control device for an AMT upshift, the second adjustment unit 405 includes:

[0123] The third control unit is used to control the main box solenoid valve to drive the main box to shift gears.

[0124] The third regulating unit is used to control the quick closing of the clutch and adjust the torque value of the engine when it is detected that the main gear is engaged.

[0125] Optionally, another embodiment of the present application provides an AMT upshift control device, further comprising:

[0126] The sending unit is used to send an upshift request to the transmission when it detects that the vehicle speed and throttle opening meet the upshift requirements.

[0127] The fourth control unit is used to adjust the torque value of the engine and control the clutch to be disengaged.

[0128] Optionally, another embodiment of the present application provides an AMT upshift control device, further comprising:

[0129] The first execution unit is used for returning to execute the control of disengaging the rear auxiliary gearbox if the disengagement of the rear auxiliary gearbox is not in place.

[0130] Optionally, another embodiment of the present application provides an AMT upshift control device, further comprising:

[0131] The second execution unit is configured to return to executing the activation of the intermediate shaft brake to brake the speed of the transmission input shaft if the speed of the transmission input shaft has not been braked to the specified speed.

[0132] Optionally, another embodiment of the present application provides an AMT upshift control device, further comprising:

[0133] The determining unit is configured to determine that the transmission upshift is completed when it is detected that the time for adjusting the torque value of the engine is greater than a preset time threshold.

[0134] It should be noted that the specific working process of each unit provided in the above embodiments of the present application can refer to the corresponding steps in the above method embodiments, and will not be repeated here.

[0135] In summary, the embodiment of the present application provides an AMT upshift control device, which facilitates intermediate shaft braking to control the rapid switching of the rear auxiliary box from low gear to high gear, thereby achieving the purpose of reducing costs and increasing efficiency.

[0136] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0137] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present application. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling an AMT upshift, characterized in that: include: When it is detected that the torque value of the engine is less than a first preset threshold value and the clutch is fully disengaged, the rear auxiliary box is controlled to disengage; If the rear auxiliary gearbox is disengaged, the intermediate shaft brake is activated to brake the speed of the transmission input shaft; If the speed of the gearbox input shaft is braked to a specified speed, the intermediate shaft brake is closed, and the gear positions of the rear auxiliary gearbox, the main gearbox, and the front auxiliary gearbox are controlled; When it is detected that the rear auxiliary transmission is engaged in a preset gear, the main transmission is engaged in a gear, and the front auxiliary transmission is shifted, the clutch is controlled to be slowly engaged so that the speed difference of the adjustment coupling sleeve is within a preset threshold range; wherein the clutch slowly engaging refers to the clutch slowly merging; Controlling the gear state of the main transmission and the quick engagement of the clutch, and adjusting the torque value of the engine; wherein the quick engagement of the clutch refers to the rapid merging of the clutch; When it is detected that the torque of the engine is greater than a second preset threshold, it is determined that the transmission upshift is completed.

2. The method according to claim 1, characterized in that The controlling of the gear positions of the rear auxiliary box, the main box, and the front auxiliary box includes: Controlling the electromagnetic valve of the rear auxiliary box to drive the rear auxiliary box to shift to a preset gear position; Control the main box solenoid valve to drive the main box to neutral gear, control the gear selection solenoid valve of the main box to drive the main box to select gear, and control the front auxiliary box solenoid valve to drive the front auxiliary box to shift gears from low to high.

3. The method according to claim 1, characterized in that The controlling of the gear state of the main box and the quick engagement of the clutch, and the adjustment of the torque value of the engine, includes: Controlling the main box solenoid valve to drive the main box to shift into gear; When it is detected that the main gear is engaged, the clutch is controlled to close quickly and the torque value of the engine is adjusted.

4. The method according to claim 1, wherein When it is detected that the torque value of the engine is less than the first preset threshold value and the clutch is fully disengaged, before controlling the rear auxiliary box to disengage the gear, the method further includes: When it is detected that the vehicle speed and throttle opening meet the upshift requirements, an upshift request is sent to the transmission; Adjust the engine torque value and control the clutch release.

5. The method according to claim 1, wherein Also includes: If the rear auxiliary box is not in place for disengaging, the process returns to executing the control for disengaging the rear auxiliary box.

6. The method according to claim 1, characterized in that Also includes: If the speed of the transmission input shaft is not braked to the specified speed, the process returns to executing the above-described step of starting the intermediate shaft brake to brake the speed of the transmission input shaft.

7. The method according to claim 1, characterized in that Also includes: When it is detected that the time for adjusting the torque value of the engine is greater than a preset time threshold, it is determined that the transmission upshift is completed.

8. A control device for AMT upshift, characterized in that: include: A gear disengagement control unit, configured to control the rear auxiliary box to disengage gear when detecting that the engine torque value is less than a first preset threshold value and the clutch is fully disengaged; A starting unit, configured to start the intermediate shaft brake to brake the speed of the gearbox input shaft if the rear auxiliary box is in the disengaged position; a gear control unit, configured to close the intermediate shaft brake and control the gear states of the rear auxiliary gearbox, the main gearbox, and the front auxiliary gearbox if the speed of the gearbox input shaft is braked to a specified speed; The first regulating unit is configured to control the clutch to slowly engage when detecting that the rear auxiliary transmission is engaged in a preset gear, the main transmission is in gear selection, and the front auxiliary transmission is in gear shifting, so that the speed difference of the regulating coupling sleeve is within a preset threshold range; wherein the clutch slowly engaging refers to the clutch slowly merging; A second regulating unit is configured to control the gear state of the main transmission and the quick engagement of the clutch, and to regulate the torque value of the engine; wherein the quick engagement of the clutch refers to the rapid merging of the clutch; The upshift determination unit is configured to determine that the transmission upshift is completed when detecting that the torque of the engine is greater than a second preset threshold.

9. The device according to claim 8, characterized in that The gear control unit includes: a first control unit, configured to control the solenoid valve of the rear auxiliary box to drive the rear auxiliary box to shift to a preset gear position; The second control unit is used to control the main box solenoid valve to drive the main box to neutral, control the gear selection solenoid valve of the main box to drive the main box to select gear, and control the front auxiliary box solenoid valve to drive the front auxiliary box to shift gears from low to high.

10. The device according to claim 8, characterized in that The second adjusting unit includes: a third control unit, configured to control the main box solenoid valve to drive the main box to shift into gear; The third regulating unit is used to control the quick engagement of the clutch and regulate the torque value of the engine when it is detected that the main transmission is in gear.

Images