Method, device and equipment for optimizing followability of AMT pneumatic clutch

Abstract

This invention discloses an optimized control method, apparatus, and device for the following characteristics of an AMT pneumatic clutch, relating to the field of AMT control development technology. The method includes acquiring the target displacement of the clutch; performing PID calculation and PID control based on the displacement difference between the target and actual clutch displacement; based on the PID control results, and when the control accuracy of the PID control cannot meet the set requirements, entering a clutch accuracy correction and PID collaborative control mode; and controlling the corresponding solenoid valves based on the clutch action displacements under different solenoid valve actions determined in advance through learning. This application can improve the speed and accuracy of clutch control, enhancing the smoothness and response speed of the vehicle during start-up and gear shifting.

Description

Technical Field

[0001] This application relates to the field of AMT control development technology, specifically to an AMT pneumatic clutch follow-up optimization control method, device and equipment. Background Technology

[0002] Currently, the control method for the pneumatic clutch of AMT (automated mechanical transmission) is as follows: first, the target displacement of the clutch is given, then the displacement difference is calculated, and the clutch solenoid valve action command and action time are given through PID (Proportion Integral Differential) calculation, thereby controlling the clutch displacement.

[0003] However, different clutch solenoid valves and cylinders have different control precision, especially the solenoid valve turn-off delay time and the cylinder action delay response, which makes the precision of PID control unable to meet the requirements. This can easily lead to overshoot during clutch disengagement or engagement, thereby reducing the speed and precision of clutch control and affecting the smoothness of vehicle start-up and gear shifting. Summary of the Invention

[0004] This application provides an AMT pneumatic clutch follow-up optimization control method, device, and equipment, which can improve the speed and accuracy of clutch control and enhance the smoothness and response speed of the vehicle during start-up and gear shifting.

[0005] In a first aspect, embodiments of this application provide an AMT pneumatic clutch follow-up optimization control method, the AMT pneumatic clutch follow-up optimization control method comprising:

[0006] Obtain the target displacement of the clutch, and perform PID calculation and PID control based on the displacement difference between the target displacement and the actual displacement of the clutch.

[0007] Based on the PID control results, and when the control accuracy of PID control cannot meet the set requirements, the clutch accuracy correction and PID collaborative control mode is entered.

[0008] Based on the pre-learned clutch displacement under different solenoid valve actions, the corresponding solenoid valve is controlled.

[0009] In conjunction with the first aspect, in one implementation, obtaining the target displacement of the clutch, and performing PID calculation and PID control based on the displacement difference between the target displacement and the actual displacement, specifically includes:

[0010] Obtain the pre-set target displacement of the clutch action, and obtain the actual displacement of the clutch during actual operation;

[0011] The displacement difference between the target displacement and the actual displacement of the clutch is calculated, and PID calculation is performed based on the displacement difference to control the clutch displacement using PID control.

[0012] In conjunction with the first aspect, in one implementation, the step of entering a clutch precision correction and PID collaborative control mode based on PID control results, and when the control precision of PID control cannot meet the set requirements, specifically includes:

[0013] Based on PID control, the actual displacement of the clutch is compared with the target displacement to determine whether the control accuracy of the PID control meets the set requirements.

[0014] If the requirements are not met, the clutch precision correction and PID collaborative control mode will be entered.

[0015] If the conditions are met, the process ends.

[0016] In conjunction with the first aspect, in one implementation method, the determination of whether the control accuracy of PID control meets the set requirements is specifically as follows:

[0017] If the actual clutch displacement after PID control is greater than the target displacement during the clutch disengagement phase, or if the actual clutch displacement after PID control is less than the target displacement during the clutch engagement phase, then the control accuracy of PID control does not meet the set requirements. Conversely, if the actual clutch displacement after PID control is greater than the target displacement, then the control accuracy of PID control meets the set requirements.

[0018] In conjunction with the first aspect, in one implementation, controlling the corresponding solenoid valve based on the clutch actuation displacement determined in advance under different solenoid valve actions specifically includes:

[0019] When the clutch is in the open phase, the clutch action displacement of the current action solenoid valve is obtained from the pre-learned and determined data. If the displacement difference after PID control is greater than 0 and less than or equal to the obtained clutch action displacement, and the change in displacement difference is less than or equal to 0, then the current action solenoid valve is closed; otherwise, the original PID control is maintained.

[0020] When the clutch is in the engagement stage, the clutch action displacement of the current action solenoid valve is obtained from the pre-learned and determined data. If the displacement difference after PID control is greater than or equal to the negative number of the obtained clutch action displacement and less than 0, and the change in displacement difference is greater than or equal to 0, then the current action solenoid valve is closed; otherwise, the original PID control is maintained.

[0021] Among them, the displacement difference after PID control is the difference between the target displacement and the actual displacement of the clutch after PID control, and the change in displacement difference is the difference between the displacement difference after PID control and the displacement difference before PID control.

[0022] In conjunction with the first aspect, in one implementation method,

[0023] The solenoid valve of the clutch includes an intake large valve, an intake small valve, an exhaust large valve, and an exhaust small valve.

[0024] When the clutch is in the open phase, the intake valve or the intake valve, or both the intake valve and the intake valve are opened simultaneously.

[0025] When the clutch is engaged, open the exhaust valve (either the main exhaust valve or the small exhaust valve, or both the main exhaust valve and the small exhaust valve simultaneously).

[0026] In conjunction with the first aspect, in one implementation method,

[0027] When the clutch is in the open phase, the current operating solenoid valve is the intake main valve, the intake small valve, or both the intake main valve and the intake small valve. The clutch action displacement obtained at this time is the clutch action displacement corresponding to the intake main valve after it opens to close, or the clutch action displacement corresponding to the intake small valve after it opens to close, or the clutch action displacement corresponding to the intake main valve and the intake small valve simultaneously after they open to close.

[0028] When the clutch is engaged, the current operating solenoid valve is either the exhaust large valve, the exhaust small valve, or both the exhaust large valve and the exhaust small valve. The clutch movement displacement obtained at this time is the clutch movement displacement corresponding to the exhaust large valve opening and closing, or the clutch movement displacement corresponding to the exhaust small valve opening and closing, or the clutch movement displacement corresponding to the exhaust large valve and the exhaust small valve opening and closing simultaneously.

[0029] In conjunction with the first aspect, in one implementation method, the learning of the clutch actuation displacement specifically includes:

[0030] With the vehicle running and the handbrake engaged, control the intake main valve, intake secondary valve, exhaust main valve, and exhaust secondary valve. Learn the clutch movement displacement after the solenoid valves open and close. The learning items include:

[0031] After the intake valve opens and closes, the clutch displaces.

[0032] After the intake valve closes, the clutch displaces.

[0033] When the intake valve and intake valve both open and close simultaneously, the clutch displaces.

[0034] After the exhaust valve opens and closes, the clutch displaces.

[0035] After the exhaust valve opens and closes, the clutch displaces.

[0036] When the large exhaust valve and the small exhaust valve open and close simultaneously, the clutch moves and displaces.

[0037] Secondly, embodiments of this application provide an AMT pneumatic clutch follow-up optimization control device, the AMT pneumatic clutch follow-up optimization control device comprising:

[0038] The pre-control module is used to obtain the target displacement of the clutch, and to perform PID calculation and PID control based on the displacement difference between the target displacement and the actual displacement of the clutch.

[0039] The judgment module is used to enter the clutch accuracy correction and PID collaborative control mode based on the PID control results and when the control accuracy of the PID control cannot meet the set requirements.

[0040] The final control module is used to control the corresponding solenoid valves based on the clutch displacement under different solenoid valve actions determined in advance through learning.

[0041] Thirdly, embodiments of this application provide an AMT pneumatic clutch following performance optimization control device, the AMT pneumatic clutch following performance optimization control device including a processor, a memory, and an AMT pneumatic clutch following performance optimization control program stored in the memory and executable by the processor, wherein when the AMT pneumatic clutch following performance optimization control program is executed by the processor, the steps of the AMT pneumatic clutch following performance optimization control method described above are implemented.

[0042] The beneficial effects of the technical solutions provided in this application include:

[0043] To address the varying precision requirements of clutch control across different vehicles, PID control is first implemented based on the clutch displacement difference. The control effect is then assessed. If the control precision fails to meet the requirements, a self-learning approach is adopted to learn the clutch displacement. A combination of precision deviation and PID control is then used to control the solenoid valve. This avoids the problem of insufficient precision from PID control alone, thereby improving the speed and precision of clutch control and enhancing the smoothness and responsiveness of the vehicle during start-up and gear shifting. Attached Figure Description

[0044] Figure 1 This is a flowchart illustrating the AMT pneumatic clutch follow-up optimization control method of this application;

[0045] Figure 2 This is a schematic diagram of the functional modules of the AMT pneumatic clutch follow-up optimization control device of this application;

[0046] Figure 3 This is a schematic diagram of the hardware structure of the AMT pneumatic clutch following performance optimization control device of this application. Detailed Implementation

[0047] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0048] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0049] In the first aspect, embodiments of this application provide an AMT pneumatic clutch following performance optimization control method. First, PID control is performed based on the clutch displacement difference (the difference between the target displacement and the actual displacement), and the control effect is judged. If the control accuracy cannot meet the requirements (for example, the actual clutch displacement is prone to overshoot), then the accuracy of the solenoid valve and cylinder action needs to be considered. The clutch action displacement corresponding to the solenoid valve and cylinder action is learned multiple times and the average value is taken. The calculated average value is stored. Finally, the learning results of the solenoid valve and cylinder action and PID control are combined to perform coordinated control of the solenoid valve, thereby improving the accuracy of pneumatic clutch control.

[0050] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the AMT pneumatic clutch following performance optimization control method of this application. Figure 1 As shown, the AMT pneumatic clutch following performance optimization control method includes:

[0051] S1: Obtain the target displacement of the clutch, and perform PID calculation and PID control based on the displacement difference between the target displacement and the actual displacement of the clutch.

[0052] Furthermore, in one embodiment, the target displacement of the clutch is obtained, and PID calculation and PID control are performed based on the displacement difference between the target displacement and the actual displacement of the clutch, specifically including:

[0053] S101: Obtain the preset target displacement of the clutch action, and obtain the actual displacement of the clutch during actual operation;

[0054] The target displacement of the clutch is preset and stored in a corresponding table. Therefore, the target displacement of the clutch can be obtained by looking up the table, and then the actual displacement of the clutch during actual operation can be obtained when the vehicle is actually driven.

[0055] S102: Calculate the displacement difference between the target displacement and the actual displacement of the clutch, perform PID calculation based on the displacement difference, and perform PID control on the clutch displacement.

[0056] The clutch displacement difference can be obtained by subtracting the actual displacement from the target displacement obtained by looking up the table. Based on this displacement difference, PID calculation can be performed, and then PID control can be applied to the clutch. PID control includes valve action commands and action time.

[0057] S2: Based on the PID control results, and when the control accuracy of the PID control cannot meet the set requirements, it enters the clutch accuracy correction and PID collaborative control mode.

[0058] Specifically, after the clutch is subjected to PID control, the result of the PID control is judged. If the control accuracy cannot meet the set requirements, the clutch accuracy correction and PID cooperative control mode is entered. That is, based on the clutch action displacement under different solenoid valve actions determined in advance, the corresponding solenoid valve is controlled.

[0059] Furthermore, in one embodiment, based on the PID control results, and when the control accuracy of the PID control cannot meet the set requirements, a clutch accuracy correction and PID collaborative control mode is entered, specifically including:

[0060] Based on PID control, the actual displacement of the clutch is compared with the target displacement to determine whether the control accuracy of the PID control meets the set requirements.

[0061] If the requirements are not met, the clutch precision correction and PID collaborative control mode will be entered.

[0062] If the conditions are met, the process ends.

[0063] Specifically, the determination of whether the control accuracy of PID control meets the set requirements is as follows:

[0064] If the actual clutch displacement after PID control is greater than the target displacement during the clutch disengagement phase, or if the actual clutch displacement after PID control is less than the target displacement during the clutch engagement phase, then the control accuracy of PID control does not meet the set requirements. Conversely, if the actual clutch displacement after PID control is greater than the target displacement, then the control accuracy of PID control meets the set requirements.

[0065] S3: Based on the clutch action displacement determined in advance under different solenoid valve actions, control the corresponding solenoid valve.

[0066] Furthermore, in one embodiment, based on the clutch movement displacement determined in advance under different solenoid valve actions, the corresponding solenoid valve is controlled, specifically including:

[0067] When the clutch is in the open phase, the clutch action displacement of the current action solenoid valve is obtained from the pre-learned and determined data. If the displacement difference after PID control is greater than 0 and less than or equal to the obtained clutch action displacement, and the change in displacement difference is less than or equal to 0, then the current action solenoid valve is closed; otherwise, the original PID control is maintained.

[0068] When the clutch is in the engagement stage, the clutch action displacement of the current action solenoid valve is obtained from the pre-learned and determined data. If the displacement difference after PID control is greater than or equal to the negative number of the obtained clutch action displacement and less than 0, and the change in displacement difference is greater than or equal to 0, then the current action solenoid valve is closed; otherwise, the original PID control is maintained.

[0069] Among them, the displacement difference after PID control is the difference between the target displacement and the actual displacement of the clutch after PID control, and the change in displacement difference is the difference between the displacement difference after PID control and the displacement difference before PID control.

[0070] Specifically, the solenoid valves of the clutch include the intake large valve, the intake small valve, the exhaust large valve, and the exhaust small valve;

[0071] When the clutch is in the open phase, the intake valve or the intake valve, or both the intake valve and the intake valve are opened simultaneously.

[0072] When the clutch is engaged, open the exhaust valve (either the main exhaust valve or the small exhaust valve, or both the main exhaust valve and the small exhaust valve simultaneously).

[0073] Taking an 8-speed AMT transmission as an example, the pneumatic clutch displacement is controlled by four solenoid valves: the intake master valve, the intake slave valve, the exhaust master valve, and the exhaust slave valve. When the clutch is disengaged, either the intake master valve or the intake slave valve, or both, must be opened simultaneously. When the clutch is engaged, either the exhaust master valve or the exhaust slave valve, or both, must be opened simultaneously.

[0074] It should be noted that when the clutch is in the open phase, the current actuating solenoid valve is either the intake main valve, the intake small valve, or both the intake main valve and the intake small valve. The clutch actuation displacement obtained at this time is the clutch actuation displacement corresponding to the intake main valve after it opens to close, or the clutch actuation displacement corresponding to the intake small valve after it opens to close, or the clutch actuation displacement corresponding to the intake main valve and the intake small valve simultaneously after they open to close.

[0075] When the clutch is engaged, the current operating solenoid valve is either the exhaust large valve, the exhaust small valve, or both the exhaust large valve and the exhaust small valve. The clutch movement displacement obtained at this time is the clutch movement displacement corresponding to the exhaust large valve opening and closing, or the clutch movement displacement corresponding to the exhaust small valve opening and closing, or the clutch movement displacement corresponding to the exhaust large valve and the exhaust small valve opening and closing simultaneously.

[0076] The following example illustrates the clutch precision correction and PID collaborative control mode.

[0077] For example, if the clutch is currently in the open state and the current actuation solenoid valve is the intake valve, then the clutch actuation displacement corresponding to the intake valve from opening to closing, which is determined by pre-learning, is obtained, and then a judgment is made: if the displacement difference after PID control is greater than 0 and less than or equal to the obtained clutch actuation displacement, and the displacement difference change is less than or equal to 0, then the intake valve is closed; otherwise, the previous PID control is maintained.

[0078] For example, if the clutch is currently engaged and the exhaust valves (both the large and small exhaust valves) are simultaneously activated, the clutch displacement corresponding to the simultaneous opening and closing of the exhaust valves (both the large and small exhaust valves) is obtained from the pre-learned data. Then, a judgment is made: if the displacement difference after PID control is greater than 0 and less than or equal to the obtained clutch displacement, and the change in displacement difference is less than or equal to 0, then the exhaust valves (both the large and small exhaust valves) are closed; otherwise, the previous PID control is maintained.

[0079] In this application, the learning of clutch movement displacement specifically includes:

[0080] With the vehicle running and the handbrake engaged, control the intake main valve, intake secondary valve, exhaust main valve, and exhaust secondary valve. Learn the clutch movement displacement after the solenoid valves open and close. The learning items include:

[0081] After the intake valve opens and closes, the clutch displaces.

[0082] After the intake valve closes, the clutch displaces.

[0083] When the intake valve and intake valve both open and close simultaneously, the clutch displaces.

[0084] After the exhaust valve opens and closes, the clutch displaces.

[0085] After the exhaust valve opens and closes, the clutch displaces.

[0086] When the large exhaust valve and the small exhaust valve open and close simultaneously, the clutch moves and displaces.

[0087] It should be noted that for each project, it needs to be repeated multiple times to obtain multiple clutch action displacements. Then, the average value of the multiple clutch action displacements is calculated as the final clutch action displacement. After successful learning, the vehicle is powered off and the data is saved.

[0088] The AMT pneumatic clutch following performance optimization control method of this application addresses the different clutch control precision requirements of different vehicles. First, PID control is performed based on the clutch displacement difference, and the control effect is judged. If the control precision cannot meet the requirements, a self-learning method is adopted to learn the clutch displacement. The solenoid valve is controlled by a precision deviation and PID collaborative control method, thereby avoiding the problem that the precision of PID control alone cannot meet the requirements, improving the speed and precision of clutch control, and enhancing the smoothness and response speed of the vehicle during start-up and gear shifting.

[0089] Secondly, embodiments of this application also provide an AMT pneumatic clutch follow-up optimization control device.

[0090] In one embodiment, reference is made to Figure 2 , Figure 2 This is a schematic diagram of the functional modules of the AMT pneumatic clutch follow-up optimization control device of this application. Figure 2 As shown, the AMT pneumatic clutch following performance optimization control device includes: a pre-control module, a judgment module, and a final control module.

[0091] The pre-control module is used to obtain the target displacement of the clutch, and to perform PID calculation and PID control based on the displacement difference between the target displacement and the actual displacement of the clutch.

[0092] The judgment module is used to determine the clutch accuracy correction and PID collaborative control mode based on the PID control results. When the control accuracy of the PID control cannot meet the set requirements, it drives the final control module to work. The final control module is used to control the corresponding solenoid valve based on the clutch action displacement under different solenoid valve actions determined in advance.

[0093] In this application, the target displacement of the clutch is obtained, and PID calculation and PID control are performed based on the displacement difference between the target displacement and the actual displacement. Specifically, this includes:

[0094] Obtain the pre-set target displacement of the clutch action, and obtain the actual displacement of the clutch during actual operation;

[0095] The displacement difference between the target displacement and the actual displacement of the clutch is calculated, and PID calculation is performed based on the displacement difference to control the clutch displacement using PID control.

[0096] In this application, based on the PID control results, and when the control accuracy of the PID control cannot meet the set requirements, a clutch accuracy correction and PID collaborative control mode is entered, specifically including:

[0097] Based on PID control, the actual displacement of the clutch is compared with the target displacement to determine whether the control accuracy of the PID control meets the set requirements.

[0098] If the requirements are not met, the clutch precision correction and PID collaborative control mode will be entered.

[0099] If the conditions are met, the process ends.

[0100] In this application, the determination of whether the control accuracy of PID control meets the set requirements is specifically as follows:

[0101] If the actual clutch displacement after PID control is greater than the target displacement during the clutch disengagement phase, or if the actual clutch displacement after PID control is less than the target displacement during the clutch engagement phase, then the control accuracy of PID control does not meet the set requirements. Conversely, if the actual clutch displacement after PID control is greater than the target displacement, then the control accuracy of PID control meets the set requirements.

[0102] In this application, the control of the corresponding solenoid valve is based on the clutch action displacement determined in advance under different solenoid valve actions, specifically including:

[0103] When the clutch is in the open phase, the clutch action displacement of the current action solenoid valve is obtained from the pre-learned and determined data. If the displacement difference after PID control is greater than 0 and less than or equal to the obtained clutch action displacement, and the change in displacement difference is less than or equal to 0, then the current action solenoid valve is closed; otherwise, the original PID control is maintained.

[0104] When the clutch is in the engagement stage, the clutch action displacement of the current action solenoid valve is obtained from the pre-learned and determined data. If the displacement difference after PID control is greater than or equal to the negative number of the obtained clutch action displacement and less than 0, and the change in displacement difference is greater than or equal to 0, then the current action solenoid valve is closed; otherwise, the original PID control is maintained.

[0105] Among them, the displacement difference after PID control is the difference between the target displacement and the actual displacement of the clutch after PID control, and the change in displacement difference is the difference between the displacement difference after PID control and the displacement difference before PID control.

[0106] In this application, the solenoid valve of the clutch includes an intake large valve, an intake small valve, an exhaust large valve, and an exhaust small valve;

[0107] When the clutch is in the open phase, the intake valve or the intake valve, or both the intake valve and the intake valve are opened simultaneously.

[0108] When the clutch is engaged, open the exhaust valve (either the main exhaust valve or the small exhaust valve, or both the main exhaust valve and the small exhaust valve simultaneously).

[0109] In this application, when the clutch is in the open phase, the current operating solenoid valve is the intake main valve, the intake small valve, or both the intake main valve and the intake small valve. The clutch operating displacement obtained at this time is the clutch operating displacement corresponding to the intake main valve after it opens to close, or the clutch operating displacement corresponding to the intake small valve after it opens to close, or the clutch operating displacement corresponding to the intake main valve and the intake small valve after they both open to close simultaneously.

[0110] When the clutch is engaged, the current operating solenoid valve is either the exhaust large valve, the exhaust small valve, or both the exhaust large valve and the exhaust small valve. The clutch movement displacement obtained at this time is the clutch movement displacement corresponding to the exhaust large valve opening and closing, or the clutch movement displacement corresponding to the exhaust small valve opening and closing, or the clutch movement displacement corresponding to the exhaust large valve and the exhaust small valve opening and closing simultaneously.

[0111] In this application, the learning of clutch movement displacement specifically includes:

[0112] With the vehicle running and the handbrake engaged, control the intake main valve, intake secondary valve, exhaust main valve, and exhaust secondary valve. Learn the clutch movement displacement after the solenoid valves open and close. The learning items include:

[0113] After the intake valve opens and closes, the clutch displaces.

[0114] After the intake valve closes, the clutch displaces.

[0115] When the intake valve and intake valve both open and close simultaneously, the clutch displaces.

[0116] After the exhaust valve opens and closes, the clutch displaces.

[0117] After the exhaust valve opens and closes, the clutch displaces.

[0118] When the large exhaust valve and the small exhaust valve open and close simultaneously, the clutch moves and displaces.

[0119] Thirdly, this application provides an AMT pneumatic clutch following performance optimization control device, which can be a personal computer (PC), laptop computer, server or other device with data processing capabilities.

[0120] Reference Figure 3 , Figure 3This is a schematic diagram of the hardware structure of the AMT pneumatic clutch follow-up optimization control device involved in the embodiments of this application. In the embodiments of this application, the AMT pneumatic clutch follow-up optimization control device may include a processor, a memory, a communication interface, and a communication bus.

[0121] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0122] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces for interconnecting components within the AMT pneumatic clutch following performance optimization control device, as well as interfaces for interconnecting the AMT pneumatic clutch following performance optimization control device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0123] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0124] The processor can be a general-purpose processor, which can call the AMT pneumatic clutch following performance optimization control program stored in the memory and execute the AMT pneumatic clutch following performance optimization control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the AMT pneumatic clutch following performance optimization control program is called can be referred to the various embodiments of the AMT pneumatic clutch following performance optimization control method of this application, and will not be repeated here.

[0125] Those skilled in the art will understand that Figure 3 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0126] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0127] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0128] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0129] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0130] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0131] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for optimizing the following performance of an AMT pneumatic clutch, characterized in that, The AMT pneumatic clutch follow-up optimization control method includes: Obtain the target displacement of the clutch, and perform PID calculation and PID control based on the displacement difference between the target displacement and the actual displacement of the clutch. Based on the PID control results, and when the control accuracy of PID control cannot meet the set requirements, the clutch accuracy correction and PID collaborative control mode is entered. Based on the clutch action displacement determined in advance under different solenoid valve actions, the corresponding solenoid valve is controlled. Specifically, the learning of clutch movement displacement includes: With the vehicle running and the handbrake engaged, control the intake main valve, intake secondary valve, exhaust main valve, and exhaust secondary valve. Learn the clutch movement displacement after the solenoid valves open and close. The learning items include: After the intake valve opens and closes, the clutch displaces. After the intake valve closes, the clutch displaces. When the intake valve and intake valve both open and close simultaneously, the clutch displaces. After the exhaust valve opens and closes, the clutch displaces. After the exhaust valve opens and closes, the clutch displaces. When the large exhaust valve and the small exhaust valve both open and close simultaneously, the clutch moves and displaces. Specifically, controlling the corresponding solenoid valve based on the clutch action displacement determined in advance under different solenoid valve actions includes: When the clutch is in the open phase, the clutch action displacement of the current action solenoid valve is obtained from the pre-learned and determined data. If the displacement difference after PID control is greater than 0 and less than or equal to the obtained clutch action displacement, and the change in displacement difference is less than or equal to 0, then the current action solenoid valve is closed; otherwise, the original PID control is maintained. When the clutch is in the engagement stage, the clutch action displacement of the current action solenoid valve is obtained from the pre-learned and determined data. If the displacement difference after PID control is greater than or equal to the negative number of the obtained clutch action displacement and less than 0, and the change in displacement difference is greater than or equal to 0, then the current action solenoid valve is closed; otherwise, the original PID control is maintained. Among them, the displacement difference after PID control is the difference between the target displacement and the actual displacement of the clutch after PID control, and the change in displacement difference is the difference between the displacement difference after PID control and the displacement difference before PID control.

2. The AMT pneumatic clutch follow-up optimization control method as described in claim 1, characterized in that, The process of obtaining the target displacement of the clutch, and performing PID calculation and PID control based on the displacement difference between the target displacement and the actual displacement, specifically includes: Obtain the pre-set target displacement of the clutch action, and obtain the actual displacement of the clutch during actual operation; The displacement difference between the target displacement and the actual displacement of the clutch is calculated, and PID calculation is performed based on the displacement difference to control the clutch displacement using PID control.

3. The AMT pneumatic clutch follow-up optimization control method as described in claim 1, characterized in that, The method based on PID control results, and when the control accuracy of PID control cannot meet the set requirements, enters the clutch accuracy correction and PID collaborative control mode, specifically including: Based on PID control, the actual displacement of the clutch is compared with the target displacement to determine whether the control accuracy of the PID control meets the set requirements. If the requirements are not met, the clutch precision correction and PID collaborative control mode will be entered. If the conditions are met, the process ends.

4. The AMT pneumatic clutch follow-up optimization control method as described in claim 3, characterized in that, The determination of whether the control accuracy of PID control meets the set requirements is as follows: If the actual clutch displacement after PID control is greater than the target displacement during the clutch disengagement phase, or if the actual clutch displacement after PID control is less than the target displacement during the clutch engagement phase, then the control accuracy of PID control does not meet the set requirements. Conversely, if the actual clutch displacement after PID control is greater than the target displacement, then the control accuracy of PID control meets the set requirements.

5. The AMT pneumatic clutch follow-up optimization control method as described in claim 1, characterized in that: The solenoid valve of the clutch includes an intake large valve, an intake small valve, an exhaust large valve, and an exhaust small valve. When the clutch is in the open phase, the intake valve or the intake valve, or both the intake valve and the intake valve are opened simultaneously. When the clutch is engaged, open the exhaust valve (either the main exhaust valve or the small exhaust valve, or both the main exhaust valve and the small exhaust valve simultaneously).

6. The AMT pneumatic clutch follow-up optimization control method as described in claim 5, characterized in that: When the clutch is in the open phase, the current operating solenoid valve is the intake main valve, the intake small valve, or both the intake main valve and the intake small valve. The clutch action displacement obtained at this time is the clutch action displacement corresponding to the intake main valve after it opens to close, or the clutch action displacement corresponding to the intake small valve after it opens to close, or the clutch action displacement corresponding to the intake main valve and the intake small valve simultaneously after they open to close. When the clutch is engaged, the current operating solenoid valve is either the exhaust large valve, the exhaust small valve, or both the exhaust large valve and the exhaust small valve. The clutch movement displacement obtained at this time is the clutch movement displacement corresponding to the exhaust large valve opening and closing, or the clutch movement displacement corresponding to the exhaust small valve opening and closing, or the clutch movement displacement corresponding to the exhaust large valve and the exhaust small valve opening and closing simultaneously.

7. An AMT pneumatic clutch follow-up optimization control device, characterized in that, The AMT pneumatic clutch follow-up optimization control device includes: The pre-control module is used to obtain the target displacement of the clutch, and to perform PID calculation and PID control based on the displacement difference between the target displacement and the actual displacement of the clutch. The judgment module is used to enter the clutch accuracy correction and PID collaborative control mode based on the PID control results and when the control accuracy of the PID control cannot meet the set requirements. The final control module is used to control the corresponding solenoid valves based on the clutch action displacement determined in advance under different solenoid valve actions. Specifically, the learning of clutch movement displacement includes: With the vehicle running and the handbrake engaged, control the intake main valve, intake secondary valve, exhaust main valve, and exhaust secondary valve. Learn the clutch movement displacement after the solenoid valves open and close. The learning items include: After the intake valve opens and closes, the clutch displaces. After the intake valve closes, the clutch displaces. When the intake valve and intake valve both open and close simultaneously, the clutch displaces. After the exhaust valve opens and closes, the clutch displaces. After the exhaust valve opens and closes, the clutch displaces. When the large exhaust valve and the small exhaust valve both open and close simultaneously, the clutch moves and displaces. Specifically, controlling the corresponding solenoid valve based on the clutch action displacement determined in advance under different solenoid valve actions includes: When the clutch is in the open phase, the clutch action displacement of the current action solenoid valve is obtained from the pre-learned and determined data. If the displacement difference after PID control is greater than 0 and less than or equal to the obtained clutch action displacement, and the change in displacement difference is less than or equal to 0, then the current action solenoid valve is closed; otherwise, the original PID control is maintained. When the clutch is in the engagement stage, the clutch action displacement of the current action solenoid valve is obtained from the pre-learned and determined data. If the displacement difference after PID control is greater than or equal to the negative number of the obtained clutch action displacement and less than 0, and the change in displacement difference is greater than or equal to 0, then the current action solenoid valve is closed; otherwise, the original PID control is maintained. Among them, the displacement difference after PID control is the difference between the target displacement and the actual displacement of the clutch after PID control, and the change in displacement difference is the difference between the displacement difference after PID control and the displacement difference before PID control.

8. An AMT pneumatic clutch follow-up optimization control device, characterized in that, The AMT pneumatic clutch following performance optimization control device includes a processor, a memory, and an AMT pneumatic clutch following performance optimization control program stored in the memory and executable by the processor, wherein when the AMT pneumatic clutch following performance optimization control program is executed by the processor, it implements the steps of the AMT pneumatic clutch following performance optimization control method as described in any one of claims 1 to 6.

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