Intermediate shaft brake control method, device, computer equipment and storage medium

Abstract

This application relates to a method, apparatus, computer device, and storage medium for controlling an intermediate shaft brake. The method includes: determining a torque-building speed reduction value during a torque-building response phase based on a first intermediate shaft speed reduction rate during the initial braking phase and a second intermediate shaft speed reduction rate during the brake application phase; determining a release speed reduction value corresponding to the brake release phase and a release speed reduction value corresponding to the complete brake release phase; determining a theoretical braking speed difference during a maximum braking speed reduction phase based on the intermediate shaft's initial speed, target speed, torque-building speed reduction value, release speed reduction value, and release speed reduction value; and controlling the brake based on the theoretical braking speed difference, the measured braking speed difference during the maximum braking speed reduction phase, and a target time array. This method takes multiple factors into consideration when controlling the intermediate shaft brake, improving the accuracy and rationality of intermediate shaft brake control, thereby enhancing shifting smoothness and vehicle driving comfort.

Description

Technical Field

[0001] The present application relates to the technical field of automatic transmission control, and in particular to an intermediate shaft brake control method, device, computer equipment, storage medium and computer program product. Background Art

[0002] In modern automated mechanical transmissions (AMTs), the coordination and control of gear shifting operations are crucial, directly impacting vehicle performance, fuel economy, and driving comfort. Sliding sleeve shifting technology has been widely adopted in AMTs, ensuring smooth and precise shifting through dynamic adjustments such as effective engine torque reduction, clutch disengagement, and gear shifting. Strictly controlling the shift speed differential during the shift process is key to minimizing shift noise and shock. This requires precise coordination of numerous parameters, particularly the intermediate shaft speed reduction preset value and the shift-up loss time.

[0003] The intermediate shaft brake locks and rapidly decelerates the intermediate shaft during the shift process, quickly adjusting the intermediate shaft speed to the predetermined target speed for the shift, enhancing shifting smoothness and responsiveness. The intermediate shaft brake is pneumatically controlled, which exhibits significant time lag. Improper intermediate shaft brake control can result in prolonged braking or over-braking, impacting shifting performance and the vehicle's driving experience. Therefore, proper control of the intermediate shaft brake is crucial.

[0004] In conventional technology, the intermediate shaft brake is controlled based on energy consumption data of the intermediate shaft brake and a target intermediate shaft speed.

[0005] However, in traditional methods, when controlling the intermediate shaft brake, the factors considered are relatively simple, which may lead to inaccurate control of the intermediate shaft brake and over-braking, thereby causing problems such as gear hitting and excessive shifting time. Summary of the Invention

[0006] Based on this, it is necessary to provide an intermediate shaft brake control method, device, computer equipment, storage medium and computer program product that comprehensively considers multiple factors to improve the accuracy and rationality of intermediate shaft brake control in response to the above technical problems.

[0007] In a first aspect, the present application provides a method for controlling an intermediate shaft brake, comprising:

[0008] Determining a torque building speed reduction value in a torque building response phase according to a first intermediate shaft speed reduction rate in an initial brake phase and a second intermediate shaft speed reduction rate in a brake opening phase;

[0009] Determine a release speed drop value corresponding to a brake release phase and a release speed drop value corresponding to a brake complete release phase;

[0010] Obtaining an initial speed and a target speed of the intermediate shaft, and determining a theoretical braking speed difference in a maximum braking deceleration phase based on the initial speed, the target speed, the torque creation speed reduction value, the release speed reduction value, and the release speed reduction value;

[0011] The brake is controlled according to the theoretical braking speed difference, the measured braking speed difference during the maximum braking deceleration phase, and the target time array.

[0012] In one embodiment, controlling the brake according to the theoretical braking speed difference, the measured braking speed difference during the maximum braking deceleration phase, and the target time array includes:

[0013] Determine the complete brake release time according to the target time array;

[0014] When the measured braking speed difference is greater than the theoretical braking speed difference, the complete braking release time is compared with the braking release time threshold;

[0015] When the complete brake release time is greater than the brake release time threshold, the brake is controlled to complete the braking.

[0016] In one embodiment, determining the release speed drop value corresponding to the brake release stage and the release speed drop value corresponding to the brake complete release stage includes:

[0017] Determine the time data corresponding to the brake release phase and the time data corresponding to the brake complete release phase according to the target time array;

[0018] Acquire a first intermediate shaft speed value corresponding to a brake release phase and a second intermediate shaft speed value corresponding to a brake complete release phase;

[0019] According to the first intermediate shaft speed value and the time data corresponding to the brake release stage, the release speed drop value corresponding to the brake release stage is determined; according to the first intermediate shaft speed value and the time data corresponding to the brake complete release stage, the release speed drop value corresponding to the brake complete release stage is determined.

[0020] In one embodiment, the method further comprises:

[0021] When the measured braking speed difference is less than or equal to the theoretical braking speed difference, the release speed drop value corresponding to the brake release stage and the release speed drop value corresponding to the brake complete release stage are determined again to obtain an updated release speed drop value and an updated release speed drop value;

[0022] Determine the updated theoretical braking speed difference in the maximum braking speed reduction stage according to the initial speed, the target speed, the torque-building speed reduction value, the updated release speed reduction value, and the updated release speed reduction value, to obtain an updated theoretical braking speed difference;

[0023] When the measured braking speed difference is greater than the updated theoretical braking speed difference, the complete braking release time is compared with the braking release time threshold;

[0024] When the complete brake release time is greater than the brake release time threshold, the brake is controlled to complete braking.

[0025] In one embodiment, before determining the torque building speed reduction value in the torque building response phase based on the first intermediate shaft speed reduction rate in the brake initial phase and the second intermediate shaft speed reduction rate in the brake release phase, the method further includes:

[0026] Acquire a first transmission oil temperature and a first air pressure data at an initial moment of braking, and determine an initial inflation time array according to the first transmission oil temperature, the first air pressure data, and the target speed;

[0027] The second transmission oil temperature and the second air pressure data in the initial stage of the brake are obtained, and the initial charging time array is updated according to the second transmission oil temperature, the second air pressure data and the target speed change rate to obtain a target time array.

[0028] In one embodiment, the method further comprises:

[0029] Determine the intermediate shaft speed change rate compensation value based on the transmission speed ratio data and the output shaft speed data corresponding to the initial stage;

[0030] Determining a reference value of the intermediate shaft speed change rate based on the transmission target gear data and slip data;

[0031] The intermediate shaft speed change rate compensation value and the intermediate shaft speed change rate reference value are processed to obtain a target speed change rate.

[0032] In a second aspect, the present application further provides an intermediate shaft brake control device, comprising:

[0033] a first determining module, configured to determine a torque building speed reduction value in a torque building response phase according to a first intermediate shaft speed reduction change rate in an initial brake phase and a second intermediate shaft speed reduction change rate in a brake opening phase;

[0034] The second determining module is used to determine a release speed drop value corresponding to the brake release stage and a release speed drop value corresponding to the brake complete release stage;

[0035] a speed difference determination module, configured to obtain the initial speed and target speed of the intermediate shaft, and determine the theoretical braking speed difference in the maximum braking deceleration stage based on the initial speed, target speed, establishment speed reduction value, release speed reduction value, and release speed reduction value;

[0036] The control module controls the brake according to a theoretical braking speed difference, a measured braking speed difference during a maximum braking deceleration phase, and a target time array.

[0037] In a third aspect, the present application further provides a computer device comprising a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the following steps are implemented:

[0038] Determining a torque building speed reduction value in a torque building response phase according to a first intermediate shaft speed reduction rate in an initial brake phase and a second intermediate shaft speed reduction rate in a brake opening phase;

[0039] Determine a release speed drop value corresponding to a brake release phase and a release speed drop value corresponding to a brake complete release phase;

[0040] Obtaining an initial speed and a target speed of the intermediate shaft, and determining a theoretical braking speed difference in a maximum braking deceleration phase based on the initial speed, the target speed, the torque creation speed reduction value, the release speed reduction value, and the release speed reduction value;

[0041] The brake is controlled according to the theoretical braking speed difference, the measured braking speed difference during the maximum braking deceleration phase, and the target time array.

[0042] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the following steps:

[0043] Determining a torque building speed reduction value in a torque building response phase according to a first intermediate shaft speed reduction rate in an initial brake phase and a second intermediate shaft speed reduction rate in a brake opening phase;

[0044] Determine a release speed drop value corresponding to a brake release phase and a release speed drop value corresponding to a brake complete release phase;

[0045] Obtaining an initial speed and a target speed of the intermediate shaft, and determining a theoretical braking speed difference in a maximum braking deceleration phase based on the initial speed, the target speed, the torque creation speed reduction value, the release speed reduction value, and the release speed reduction value;

[0046] The brake is controlled according to the theoretical braking speed difference, the measured braking speed difference during the maximum braking deceleration phase, and the target time array.

[0047] In a fifth aspect, the present application further provides a computer program product, comprising a computer program, which, when executed by a processor, implements the following steps:

[0048] Determining a torque building speed reduction value in a torque building response phase according to a first intermediate shaft speed reduction rate in an initial brake phase and a second intermediate shaft speed reduction rate in a brake opening phase;

[0049] Determine a release speed drop value corresponding to a brake release phase and a release speed drop value corresponding to a brake complete release phase;

[0050] Obtaining an initial speed and a target speed of the intermediate shaft, and determining a theoretical braking speed difference in a maximum braking deceleration phase based on the initial speed, the target speed, the torque creation speed reduction value, the release speed reduction value, and the release speed reduction value;

[0051] The brake is controlled according to the theoretical braking speed difference, the measured braking speed difference during the maximum braking deceleration phase, and the target time array.

[0052] The above-mentioned intermediate shaft brake control method, apparatus, computer device, storage medium, and computer program product determine a torque response phase torque response value based on a first intermediate shaft deceleration rate of change during the initial braking phase and a second intermediate shaft deceleration rate of change during the brake application phase; determine a release speed reduction value corresponding to the brake release phase and a release speed reduction value corresponding to the complete brake release phase; obtain the intermediate shaft's initial speed and target speed, and determine a theoretical braking speed difference during the maximum braking deceleration phase based on the initial speed, target speed, torque response rate of change, release speed reduction value, and release speed reduction value; and control the brake based on the theoretical braking speed difference, the measured braking speed difference during the maximum braking deceleration phase, and a target time array. This intermediate shaft brake control method comprehensively considers multiple braking phases and multiple factors to control the intermediate shaft brake, thereby improving the accuracy and rationality of intermediate shaft brake control, thereby enhancing shifting smoothness and vehicle driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0054] Figure 1 is an application environment diagram of an intermediate shaft brake control method in one embodiment;

[0055] Figure 21 is a flow chart of a method for controlling an intermediate shaft brake in one embodiment;

[0056] Figure 3 A schematic flow chart of a step of determining a value for releasing a speed reduction in accordance with an embodiment;

[0057] Figure 4 is a flow chart of a method for controlling an intermediate shaft brake in another embodiment;

[0058] Figure 5 is a structural block diagram of an intermediate shaft brake control device in one embodiment;

[0059] Figure 6 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0060] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0061] The intermediate shaft brake control method provided in the embodiment of the present application can be applied to Figure 1 In the application environment shown, terminal 102 communicates with server 104 via a network. A data storage system can store data that server 104 needs to process. The data storage system can be integrated with server 104, or located on a cloud or other network server. Terminal 102 sends an intermediate shaft brake control request to server 104. Server 104 receives the intermediate shaft brake control request and determines a torque-building speed reduction value during the torque-building response phase based on a first intermediate shaft speed reduction rate during the initial brake phase and a second intermediate shaft speed reduction rate during the brake application phase. It also determines a release speed reduction value corresponding to the brake release phase and a release speed reduction value corresponding to the complete brake release phase. Furthermore, it determines a theoretical braking speed difference during the maximum braking speed reduction phase based on the intermediate shaft's initial speed, target speed, torque-building speed reduction value, release speed reduction value, and release speed reduction value. Brakes are controlled based on this theoretical braking speed difference, the measured braking speed difference during the maximum braking speed reduction phase, and a target time array. Terminal 102 can be, but is not limited to, various vehicles such as automobiles, motorcycles, and aircraft. Server 104 can be implemented as a standalone server or a server cluster consisting of multiple servers.

[0062] In an exemplary embodiment, Figure 2 As shown, a method for controlling an intermediate shaft brake is provided, which is applied to Figure 1 The server in the example is used to illustrate the process, including the following steps 202 to 208.

[0063] Step 202 : Determine a torque building speed reduction value in a torque building response phase according to a first intermediate shaft speed reduction rate in an initial brake phase and a second intermediate shaft speed reduction rate in a brake opening phase.

[0064] The brake initialization phase refers to the period after the clutch is fully disengaged and before the intermediate shaft brake is applied. The first intermediate shaft deceleration rate refers to the rate at which the intermediate shaft speed decreases after the clutch is disengaged and no braking force is applied (before the intermediate shaft brake is applied). This first intermediate shaft deceleration rate represents the natural deceleration capacity of the intermediate shaft when not under the influence of the brake. The brake application phase refers to the period after the intermediate shaft brake is applied. The second intermediate shaft deceleration rate refers to the rate at which the intermediate shaft speed decreases after the intermediate shaft brake is applied. This second intermediate shaft deceleration rate is affected by the braking strength of the brake. The torque buildup response phase refers to the period from the application of the intermediate shaft brake to the establishment of maximum braking capacity.

[0065] For example, in an operating state where the clutch is disengaged and the brake has not yet been applied, the free deceleration rate of the intermediate shaft is calculated by obtaining the intermediate shaft speed values ​​in the first few cycles before the intermediate shaft brake is applied, thereby obtaining a first intermediate shaft deceleration rate. The intermediate shaft speed value after the intermediate shaft brake is applied is obtained. The intermediate shaft speed value refers to the actual intermediate shaft speed after the brake is applied. The second intermediate shaft deceleration rate refers to the rate of change of the intermediate shaft speed value over time after the brake is applied (the brake application phase). This second intermediate shaft deceleration rate can be calculated using the first intermediate shaft deceleration rate during the initial brake application phase and the intermediate shaft speed value during the brake application phase.

[0066] The torque-building speed reduction value during the torque-building response phase is determined based on the first intermediate shaft speed reduction rate and the second intermediate shaft speed reduction rate. For example, the intermediate shaft speed value for the last cycle of the initial braking phase is determined based on the first intermediate shaft speed reduction rate, and this value is recorded as the intermediate shaft speed value at the start of braking. The second intermediate shaft speed reduction rate is determined based on the intermediate shaft speed value at the start of braking and the intermediate shaft speed value during the brake application phase. The torque-building response time consumed during the maximum braking capacity establishment phase is obtained, and the intermediate shaft speed reduction value during the maximum braking capacity establishment phase is determined based on this torque-building response time and the second intermediate shaft speed reduction rate, i.e., the torque-building speed reduction value during the torque-building response phase is determined.

[0067] Step 204 : determining a release speed drop value corresponding to the brake release phase and a release speed drop value corresponding to the brake complete release phase.

[0068] The brake release phase refers to the phase in which the intermediate shaft brake is released. Optionally, the intermediate shaft brake release phase can be the period from when the intermediate shaft brake intake valve closes to when the intermediate shaft brake is completely released. The complete brake release phase refers to the delay period after the intermediate shaft brake is completely released. It can be the period from when the intermediate shaft brake is completely released to a target delay time, which is set based on actual conditions.

[0069] Exemplarily, a release speed drop value corresponding to the brake release phase and a release speed drop value corresponding to the brake complete release phase are calculated based on the intermediate shaft speed values ​​corresponding to the brake release phase and the brake complete release phase.

[0070] Step 206 , obtaining the initial speed and target speed of the intermediate shaft, and determining the theoretical braking speed difference in the maximum braking deceleration stage based on the initial speed, target speed, establishment speed reduction value, release speed reduction value, and release speed reduction value.

[0071] The target speed refers to the ideal intermediate shaft speed after the brake has applied the brake, and is set based on actual conditions. The initial intermediate shaft speed refers to the intermediate shaft speed at the initial application of the intermediate shaft brake. The maximum braking deceleration phase refers to the phase after the torque buildup phase (after maximum braking capacity is established), during which the intermediate shaft speed is significantly reduced.

[0072] Exemplarily, the theoretical braking speed difference of the maximum braking deceleration stage is determined based on the initial speed, target speed, torque speed drop value, release speed drop value and release speed drop value. The initial speed, target speed, torque speed drop value, release speed drop value and release speed drop value can be processed by operation to obtain the theoretical braking speed difference of the maximum braking deceleration stage. For example, the target deceleration value to which the intermediate shaft can be reduced is determined based on the difference between the initial speed and the target speed; the torque speed drop value, release speed drop value and release speed drop value are summed to obtain the sum of the speed drop values ​​of the remaining stages; the target deceleration value to which the intermediate shaft can be reduced is subtracted from the sum of the speed drop values ​​of the remaining stages to obtain the theoretical braking speed difference of the maximum braking deceleration stage.

[0073] Step 208 : Control the brake according to the theoretical braking speed difference, the measured braking speed difference during the maximum braking deceleration phase, and the target time array.

[0074] The measured braking speed difference during the maximum deceleration phase of braking refers to the braking speed difference actually measured during the maximum deceleration phase of braking. Exemplarily, the measured braking speed difference during the maximum deceleration phase of braking is determined based on the actually measured intermediate shaft speed value at the start of the maximum deceleration phase and the actually measured intermediate shaft speed value at the end of the maximum deceleration phase.

[0075] Optionally, whether to terminate the control of the intermediate shaft brake is determined based on the theoretical braking speed difference, the actually measured braking speed difference in the maximum braking deceleration stage, and the target time array.

[0076] The aforementioned intermediate shaft brake control method incorporates the release speed drop value corresponding to the brake release phase, the release speed drop value corresponding to the complete brake release phase, and the target time array, enabling accurate and rational control of the intermediate shaft brake. By calculating the theoretical and measured brake speed differences, the system's braking performance can be clearly evaluated. Comparing the theoretical and measured brake speed differences can determine whether the measured brake speed difference meets the speed difference required for smooth gear shifting, thereby improving intermediate shaft brake control accuracy and, consequently, shift timing rationality.

[0077] In an exemplary embodiment, controlling the brake based on the theoretical braking speed difference, the measured braking speed difference during the maximum braking deceleration phase, and the target time array includes: determining a complete braking release time based on the target time array; when the measured braking speed difference is greater than the theoretical braking speed difference, comparing the complete braking release time with a braking release time threshold; and when the complete braking release time is greater than the braking release time threshold, controlling the brake to complete braking.

[0078] Among them, the target time array is the updated inflation time array of the intermediate shaft brake, which may include time data of the brake initial stage, time data of the brake opening stage, time data of the maximum deceleration stage, time data of the brake complete release stage, etc.

[0079] The measured braking speed difference during the maximum deceleration phase is compared with the theoretical braking speed difference during the maximum deceleration phase. If the measured braking speed difference during the maximum deceleration phase is greater than the theoretical braking speed difference during the maximum deceleration phase, a determination is made as to whether the complete brake release time is greater than a brake release time threshold. If so, the brake is controlled to complete braking. The brake release time threshold is set based on actual conditions.

[0080] In the previous exemplary embodiment, the method also includes: when the measured braking speed difference is less than or equal to the theoretical braking speed difference, re-determining the release speed drop value corresponding to the brake release stage and the release speed drop value corresponding to the brake complete release stage, and obtaining an updated release speed drop value and an updated release speed drop value; determining the updated theoretical braking speed difference in the maximum braking deceleration stage according to the initial speed, target speed, torque reduction value, updated release speed drop value and updated release speed drop value, and obtaining an updated theoretical braking speed difference; when the measured braking speed difference is greater than the updated theoretical braking speed difference, comparing the complete braking time with the braking time threshold; when the complete braking time is greater than the braking time threshold, controlling the brake to complete braking.

[0081] The measured braking speed difference during the maximum deceleration phase is compared with the theoretical braking speed difference during the maximum deceleration phase. When the measured braking speed difference during the maximum deceleration phase is less than or equal to the theoretical braking speed difference during the maximum deceleration phase, the release speed drop value corresponding to the brake release phase and the release speed drop value corresponding to the complete brake release phase are again obtained to obtain updated release speed drop values ​​and updated release speed drop values. The theoretical braking speed difference during the maximum deceleration phase is updated based on the updated release speed drop values ​​and updated release speed drop values ​​to obtain an updated theoretical braking speed difference.

[0082] If the measured braking speed difference during the maximum deceleration phase is greater than the updated theoretical braking speed difference, the complete brake release time is compared with the brake release time threshold. Otherwise, the release speed drop value corresponding to the brake release phase and the release speed drop value corresponding to the complete brake release phase are continuously obtained and updated. If the measured braking speed difference during the maximum deceleration phase is greater than the updated theoretical braking speed difference, and the complete brake release time is greater than the brake release time threshold, the brake is controlled to complete braking, and the transmission shifts into gear.

[0083] In one exemplary embodiment, the complete brake release time is determined based on a target time array. When the measured brake speed difference is greater than the theoretical brake speed difference, the complete brake release time is compared with a brake release time threshold. When the complete brake release time is less than or equal to the brake release time threshold, the complete brake release time is re-acquired to obtain an updated complete brake release time, and the brake release speed reduction value is re-determined based on the updated complete brake release time. Based on the re-determined brake release speed reduction value, the theoretical brake speed difference for the corresponding maximum braking deceleration stage is obtained. When the measured brake speed difference for the maximum braking deceleration stage is greater than the theoretical brake speed difference for the corresponding maximum braking deceleration stage corresponding to the re-determined brake release speed reduction value, and the updated complete brake release time is greater than the brake release time threshold, the brake is controlled to complete braking and the transmission shifts into gear. Otherwise, the complete brake release time is re-acquired.

[0084] In this embodiment, the measured braking speed difference during the maximum deceleration phase is compared with the theoretical braking speed difference during the maximum deceleration phase, and the brake is controlled to ensure that the intermediate shaft speed changes within the expected range during gear shifts, thereby reducing shift shock. By determining whether the complete brake release time exceeds the brake release time threshold, the brake is released at the appropriate time, avoiding premature brake release and the resulting shift failure.

[0085] In an exemplary embodiment, Figure 3 As shown, determining the release speed drop value corresponding to the brake release phase and the release speed drop value corresponding to the brake complete release phase includes steps 302 to 306.

[0086] Step 302 : determining the time data corresponding to the brake release phase and the time data corresponding to the brake complete release phase according to the target time array.

[0087] Step 304 : Acquire a first intermediate shaft speed value corresponding to the brake release phase and a second intermediate shaft speed value corresponding to the brake complete release phase.

[0088] Step 306, determining the release speed drop value corresponding to the brake release stage based on the first intermediate shaft speed value and the time data corresponding to the brake release stage; determining the release speed drop value corresponding to the brake complete release stage based on the first intermediate shaft speed value and the time data corresponding to the brake complete release stage.

[0089] For example, when the intermediate shaft brake intake valve closes, preventing further air from entering the brake and thus preventing overpressure, the exhaust valve simultaneously opens, releasing pressure within the brake. This process signals the beginning of the intermediate shaft brake release, i.e., the brake release phase. The intermediate shaft speed value during the brake release phase is obtained and recorded as the first intermediate shaft speed value. The intermediate shaft speed change rate during the brake release phase is calculated based on the first intermediate shaft speed values ​​corresponding to different moments during the brake release phase. Time data corresponding to the brake release phase is determined based on the target time array. This time data corresponding to the brake release phase may include a time range value for the brake release phase. The time range value for the brake release phase and the intermediate shaft speed change rate during the brake release phase are then processed to obtain a release speed drop value corresponding to the brake release phase.

[0090] The complete brake release phase is the delay period after the intermediate shaft brake is completely released, specifically the time interval between the moment the intermediate shaft brake is completely released and the time when gear shifting is ready. The intermediate shaft speed value during the complete brake release phase is obtained and recorded as the second intermediate shaft speed value. The intermediate shaft speed change rate during the complete brake release phase is calculated based on the second intermediate shaft speed values ​​corresponding to different moments during the complete brake release phase. Time data corresponding to the complete brake release phase is determined based on the target time array. This time data corresponding to the complete brake release phase may include a time range value for the complete brake release phase. The time range value for the complete brake release phase and the intermediate shaft speed change rate during the complete brake release phase are then processed to obtain a release speed drop value corresponding to the complete brake release phase.

[0091] In this embodiment, the intermediate shaft speed may still change during the delay period (complete release stage) after the intermediate shaft brake is completely released. Determining the second intermediate shaft speed value in the complete release stage and the intermediate shaft speed change rate in the complete release stage can optimize the control of the intermediate shaft brake and the timing of gear shifting, thereby reducing the occurrence of gear shifting noise and gear shifting shock caused by incorrect judgment of the gear speed difference.

[0092] In an exemplary embodiment, before determining the torque building speed reduction value in the torque building response stage based on the first intermediate shaft speed reduction rate in the initial stage of the brake and the second intermediate shaft speed reduction rate in the brake opening stage, the method further includes: obtaining first transmission oil temperature and first air pressure data at the initial moment of the brake, and determining an initial charging time array based on the first transmission oil temperature, the first air pressure data, and the target speed; obtaining second transmission oil temperature and second air pressure data in the initial stage of the brake, and updating the initial charging time array based on the second transmission oil temperature, the second air pressure data, and the target speed change rate to obtain a target time array.

[0093] For example, the first transmission oil temperature refers to the temperature of the transmission fluid at the time of braking initiation, which can be monitored by an over-temperature sensor. The first air pressure data refers to the GSU (Gas Pressure Monitoring Unit) air pressure value at the time of braking initiation. The target speed of the intermediate shaft is determined based on the intermediate shaft speed at the time of braking initiation, the current transmission gear, the target transmission gear, the road grade, the vehicle mass, and the vehicle's operating resistance. Furthermore, an initial inflation time array is determined based on the first transmission oil temperature, the first air pressure data, and the target speed.

[0094] The transmission internal oil temperature and GSU air pressure values ​​are obtained after the clutch is fully disengaged and before the intermediate shaft brake is charged (i.e., in the initial braking phase) during the hilly driving condition. The second transmission oil temperature and second air pressure data are obtained. The initial charging time array is updated based on the second transmission oil temperature, second air pressure data, and the target speed change rate to obtain a new intermediate shaft brake charging time array, i.e., the target time array. The target speed change rate is related to the speed loss caused by the hilly driving condition.

[0095] In this embodiment, during an uphill descent, the output shaft speed will be affected by the slope, and thus the intermediate shaft speed. Specifically, under slope conditions, the vehicle's operating state and power demand may vary significantly. Therefore, real-time data such as the second transmission oil temperature, second air pressure, and target speed change rate acquired after the clutch is fully disengaged (in the initial braking phase) during the slope condition ensures that the new intermediate shaft brake inflation time array (target time array) matches the current vehicle state. This, in turn, ensures precise control of the intermediate shaft brake under varying operating conditions, thereby achieving smooth gear shifting and effective braking.

[0096] In the previous exemplary embodiment, the method also includes: determining the intermediate shaft speed change rate compensation value based on the transmission speed ratio data and the output shaft speed data corresponding to the initial stage; determining the intermediate shaft speed change rate reference value based on the transmission target gear data and slip data; and performing calculations on the intermediate shaft speed change rate compensation value and the intermediate shaft speed change rate reference value to obtain the target speed change rate.

[0097] The transmission speed ratio data includes the target gear ratio and the target front-end ratio. The slip data refers to the dog slip reduction value. Dog slip refers to the amount of slippage caused by the relative speed difference between the gears (dog teeth) when they engage during a gear shift. The dog slip reduction value indicates the degree to which dog slip is reduced during the shift. The intermediate shaft speed change rate reference value is the target intermediate shaft speed change rate under specific operating conditions.

[0098] For example, when a vehicle is operating on a slope or under other special operating conditions, the output shaft speed may vary. This change in output shaft speed can lead to insufficient intermediate shaft speed, thus affecting shifting performance. To compensate for this insufficient intermediate shaft speed caused by the output shaft speed change and ensure that the intermediate shaft speed change rate can adapt to the current operating conditions, compensation is required to reduce shift shock and noise caused by speed mismatch and improve driving comfort.

[0099] Optionally, the output shaft speed value is obtained for several cycles after the clutch is fully disengaged during a hilly driving condition (i.e., during the initial braking phase). The intermediate shaft speed loss caused by the output shaft speed change is determined based on the output shaft speed value and the transmission speed ratio data. A compensation value for the intermediate shaft speed change rate is determined based on the determined intermediate shaft speed loss. For example, the compensation value is determined based on the intermediate shaft speed loss and a pre-set compensation model, or based on the intermediate shaft speed loss and a pre-set compensation coefficient. Determining the intermediate shaft speed change rate compensation value can reduce shift shock and noise caused by speed mismatch, improving driving comfort. It also ensures that the intermediate shaft speed remains within a reasonable range during intermediate shaft power transmission, avoiding power loss and improving overall vehicle performance. A relationship between the transmission target gear data and slip data can be established, and a reference value for the intermediate shaft speed change rate is determined based on this relationship.

[0100] In this embodiment, determining the intermediate shaft speed change rate compensation value can reduce shift shock and noise caused by speed mismatch, improving driving comfort. It also ensures that the intermediate shaft speed remains within a reasonable range during intermediate shaft power transmission, preventing power loss and enhancing overall vehicle performance. Furthermore, by dynamically adjusting the target speed change rate based on the intermediate shaft speed change rate compensation value and the intermediate shaft speed change rate reference value, the initial inflation time array of the intermediate shaft brake can be further adjusted.

[0101] In another embodiment, Figure 4 As shown, a method for controlling an intermediate shaft brake is provided, which includes the following steps 1 to 13. In which:

[0102] Step 1: Determine the target speed of the intermediate shaft based on the intermediate shaft speed at the time of brake application, the current transmission gear, the target transmission gear, the road gradient, the vehicle mass, and the vehicle's operating resistance. Then, determine the initial inflation time array based on the first transmission oil temperature, the first air pressure data, and the target speed.

[0103] Step 2: Determine the intermediate shaft speed change rate compensation value based on the transmission speed ratio data and the output shaft speed data corresponding to the initial stage; determine the intermediate shaft speed change rate reference value based on the transmission target gear data and slip data; and calculate and process the intermediate shaft speed change rate compensation value and the intermediate shaft speed change rate reference value to obtain the target speed change rate.

[0104] Step 3: Obtain the second transmission oil temperature and second air pressure data in the initial stage of the brake, and update the initial inflation time array according to the second transmission oil temperature, the second air pressure data and the target speed change rate to obtain a target time array.

[0105] Step 4: Open the intermediate shaft brake inlet valve and close the intermediate shaft brake exhaust valve at the same time.

[0106] Step 5: Determine the torque building speed reduction value in the torque building response phase according to the first intermediate shaft speed reduction rate in the brake initial phase and the second intermediate shaft speed reduction rate in the brake opening phase.

[0107] Step 6: Obtain a preset stable braking speed difference during the maximum deceleration rate phase of the intermediate shaft, and decelerate the intermediate shaft.

[0108] Step 7: The intermediate shaft brake intake valve is closed and the exhaust valve is opened.

[0109] Step 8: Determine the time data corresponding to the brake release phase according to the target time array, and obtain the first intermediate shaft speed value corresponding to the brake release phase; determine the release speed drop value corresponding to the brake release phase according to the first intermediate shaft speed value and the time data corresponding to the brake release phase.

[0110] Step 9: Determine the time data corresponding to the complete brake release stage based on the target time array, and obtain the second intermediate shaft speed value corresponding to the complete brake release stage; determine the release speed drop value corresponding to the complete brake release stage based on the second intermediate shaft speed value and the time data corresponding to the complete brake release stage; wherein, the time data corresponding to the complete brake release stage includes the complete brake release time T.

[0111] Step 10: Determine the theoretical braking speed difference in the maximum braking speed reduction stage according to the initial speed, target speed, torque creation speed reduction value, release speed reduction value, and release speed reduction value of the intermediate value.

[0112] Step 11: Determine whether the measured braking speed difference delta(nmax1) during the maximum braking deceleration phase is greater than the theoretical braking speed difference delta(nmax) during the maximum braking deceleration phase. If delta(nmax1)>delta(nmax), proceed to step 12; if not, proceed to step 7.

[0113] Step 12: Determine whether the complete brake release time T is greater than the brake release time threshold T0. If T>T0, proceed to step 13; if not, proceed to step 9.

[0114] Step 13, controlling the brake to complete braking, and the transmission to shift gears.

[0115] In this embodiment, when the vehicle is ascending an incline, the output shaft speed is affected by the slope, and thus the intermediate shaft speed. Specifically, the vehicle's operating state and power demand may vary significantly under incline conditions. Therefore, real-time data, such as the second transmission oil temperature, second air pressure, and target speed change rate, acquired after the clutch is fully disengaged (in the initial braking phase) during incline conditions, ensures that the intermediate shaft brake's new charge time array (target time array) matches the current vehicle state. This in turn ensures precise control of the intermediate shaft brake under various operating conditions, achieving smooth shifting and effective braking. During the delay period after the intermediate shaft brake is fully released (the full release phase), the intermediate shaft speed may also vary. Determining the second intermediate shaft speed value and the intermediate shaft speed change rate during the full release phase optimizes intermediate shaft brake control and shift timing, reducing shift noise and shift shock caused by misjudgment of the incoming gear speed difference. By comparing the measured braking speed difference during the maximum deceleration phase with the theoretical braking speed difference during the maximum deceleration phase and controlling the brakes, we can ensure that the intermediate shaft speed changes within the expected range during gear shifts, reducing shift shock. By determining whether the complete brake release time exceeds the brake release time threshold, we ensure that the brakes are released at the appropriate time, avoiding premature brake release and the resulting shift failure.

[0116] It should be understood that, although the steps in the flowcharts of the above embodiments are shown in sequence as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be performed in other orders. Moreover, at least a portion of the steps in the flowcharts of the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily to be performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0117] Based on the same inventive concept, embodiments of the present application further provide an intermediate shaft brake control device for implementing the intermediate shaft brake control method described above. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more intermediate shaft brake control device embodiments provided below can be found in the above-described limitations of the intermediate shaft brake control method and are not further elaborated here.

[0118] In an exemplary embodiment, Figure 5 As shown, an intermediate shaft brake control device is provided, comprising: a first determination module 502, a second determination module 504, a speed difference determination module 506 and a control module 508, wherein:

[0119] The first determining module 502 is configured to determine a torque building speed reduction value in a torque building response phase according to a first intermediate shaft speed reduction change rate in a brake initial phase and a second intermediate shaft speed reduction change rate in a brake opening phase.

[0120] The second determining module 504 is configured to determine a release speed drop value corresponding to the brake release phase and a release speed drop value corresponding to the brake complete release phase.

[0121] The speed difference determination module 506 is used to obtain the initial speed and target speed of the intermediate shaft, and determine the theoretical braking speed difference in the maximum braking deceleration stage based on the initial speed, target speed, establishment speed reduction value, release speed reduction value and release speed reduction value.

[0122] The control module 508 is configured to control the brake according to the theoretical braking speed difference, the actual braking speed difference during the maximum deceleration phase of the brake, and the target time array.

[0123] In an exemplary embodiment, the control module 508 is further used to determine the complete brake release time based on the target time array; when the measured brake speed difference is greater than the theoretical brake speed difference, the complete brake release time is compared with the brake release time threshold; when the complete brake release time is greater than the brake release time threshold, the brake is controlled to complete braking.

[0124] In an exemplary embodiment, the second determination module 504 is further used to determine the time data corresponding to the brake release phase and the time data corresponding to the brake complete release phase based on the target time array; obtain the first intermediate shaft speed value corresponding to the brake release phase and the second intermediate shaft speed value corresponding to the brake complete release phase; determine the release speed drop value corresponding to the brake release phase based on the first intermediate shaft speed value and the time data corresponding to the brake release phase; determine the release speed drop value corresponding to the brake complete release phase based on the second intermediate shaft speed value and the time data corresponding to the brake complete release phase.

[0125] In an exemplary embodiment, the control module 508 is also used to, when the measured braking speed difference is less than or equal to the theoretical braking speed difference, re-determine the release speed drop value corresponding to the brake release stage and the release speed drop value corresponding to the brake complete release stage, to obtain an updated release speed drop value and an updated release speed drop value; determine the updated theoretical braking speed difference in the maximum braking deceleration stage according to the initial speed, the target speed, the torque reduction value, the updated release speed drop value and the updated release speed drop value, to obtain an updated theoretical braking speed difference; when the measured braking speed difference is greater than the updated theoretical braking speed difference, compare the complete braking time with the braking time threshold; when the complete braking time is greater than the braking time threshold, control the brake to complete braking.

[0126] In an exemplary embodiment, the intermediate shaft brake control device further comprises:

[0127] The initial inflation time array update module is used to obtain the first transmission oil temperature and first air pressure data at the initial moment of braking, and determine the initial inflation time array based on the first transmission oil temperature, first air pressure data and target speed; obtain the second transmission oil temperature and second air pressure data in the initial stage of braking, and update the initial inflation time array based on the second transmission oil temperature, second air pressure data and target speed change rate to obtain a target time array.

[0128] In an exemplary embodiment, the initial inflation time array update module is further used to determine an intermediate shaft speed change rate compensation value based on the transmission speed ratio data and the output shaft speed data corresponding to the initial stage; determine an intermediate shaft speed change rate reference value based on the transmission target gear data and slip data; and calculate and process the intermediate shaft speed change rate compensation value and the intermediate shaft speed change rate reference value to obtain a target speed change rate.

[0129] Each module in the intermediate shaft brake control device described above may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor within a computer device in hardware form, or may be stored in a computer device memory in software form, allowing the processor to call and execute the corresponding operations of each module.

[0130] In an exemplary embodiment, a computer device is provided. The computer device may be a server, and its internal structure diagram may be as shown in FIG. Figure 6As shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, abbreviated as I / O) and a communication interface. The processor, memory and input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and computer program in the non-volatile storage medium. The database of the computer device is used to store data such as the target time array and the intermediate shaft deceleration rate. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, a method for controlling an intermediate shaft brake is implemented.

[0131] Those skilled in the art will understand that Figure 6 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0132] In one embodiment, a computer device is provided, including a memory and a processor. The memory stores a computer program, and the processor implements the steps in the above method embodiments when executing the computer program.

[0133] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0134] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0135] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0136] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0137] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0138] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A method for controlling an intermediate shaft brake, characterized in that: The method comprises: Determining a torque building speed reduction value in a torque building response phase according to a first intermediate shaft speed reduction rate in an initial brake phase and a second intermediate shaft speed reduction rate in a brake opening phase; Determine a release speed drop value corresponding to a brake release phase and a release speed drop value corresponding to a brake complete release phase; Obtaining an initial speed and a target speed of the intermediate shaft, and determining a theoretical braking speed difference in a maximum braking deceleration phase based on the initial speed, the target speed, the torque establishment speed reduction value, the release speed reduction value, and the release speed reduction value; The brake is controlled according to the theoretical braking speed difference, the measured braking speed difference in the maximum braking deceleration stage and the target time array, including: determining the complete braking release time according to the target time array; when the measured braking speed difference is greater than the theoretical braking speed difference, comparing the complete braking release time with a braking release time threshold; when the complete braking release time is greater than the braking release time threshold, controlling the brake to complete braking.

2. The method according to claim 1, characterized in that Determining the release speed drop value corresponding to the brake release stage and the release speed drop value corresponding to the brake complete release stage includes: Determining time data corresponding to a brake release phase and time data corresponding to a brake complete release phase according to the target time array; acquiring a first intermediate shaft speed value corresponding to the brake release phase and a second intermediate shaft speed value corresponding to the brake complete release phase; According to the first intermediate shaft speed value and the time data corresponding to the brake release stage, the release speed drop value corresponding to the brake release stage is determined; according to the second intermediate shaft speed value and the time data corresponding to the brake complete release stage, the release speed drop value corresponding to the brake complete release stage is determined.

3. The method according to claim 1, characterized in that The method further comprises: When the measured braking speed difference is less than or equal to the theoretical braking speed difference, determining again the release speed drop value corresponding to the brake release phase and the release speed drop value corresponding to the brake complete release phase, to obtain an updated release speed drop value and an updated release speed drop value; Determining an updated theoretical braking speed difference in the maximum braking deceleration stage according to the initial speed, the target speed, the torque-building speed reduction value, the updated release speed reduction value, and the updated release speed reduction value, to obtain an updated theoretical braking speed difference; When the measured braking speed difference is greater than the updated theoretical braking speed difference, comparing the complete braking release time with the braking release time threshold; When the complete brake release time is greater than the brake release time threshold, the brake is controlled to complete braking.

4. The method according to claim 1, wherein Before determining the torsion speed reduction value in the torsion response phase according to the first intermediate shaft speed reduction rate in the brake initial phase and the second intermediate shaft speed reduction rate in the brake release phase, the method further includes: Acquire a first transmission oil temperature and a first air pressure data at an initial moment of braking, and determine an initial charging time array according to the first transmission oil temperature, the first air pressure data and the target speed; The second transmission oil temperature and the second air pressure data in the initial stage of the brake are obtained, and the initial inflation time array is updated according to the second transmission oil temperature, the second air pressure data and the target speed change rate to obtain a target time array.

5. The method according to claim 4, characterized in that The method further comprises: determining a compensation value for the intermediate shaft speed change rate according to the speed ratio data of the transmission and the output shaft speed data corresponding to the initial stage; Determining a reference value of the intermediate shaft speed change rate based on the transmission target gear data and slip data; The intermediate shaft speed change rate compensation value and the intermediate shaft speed change rate reference value are processed by operation to obtain the target speed change rate.

6. An intermediate shaft brake control device, characterized in that: The device comprises: a first determining module, configured to determine a torque building speed reduction value in a torque building response phase according to a first intermediate shaft speed reduction change rate in an initial brake phase and a second intermediate shaft speed reduction change rate in a brake opening phase; The second determining module is used to determine a release speed drop value corresponding to the brake release stage and a release speed drop value corresponding to the brake complete release stage; a speed difference determination module, configured to obtain an initial speed and a target speed of the intermediate shaft, and determine a theoretical braking speed difference in a maximum braking deceleration phase based on the initial speed, the target speed, the establishment speed reduction value, the release speed reduction value, and the release speed reduction value; The control module controls the brake according to the theoretical braking speed difference, the measured braking speed difference in the maximum braking deceleration stage, and the target time array, including: determining a complete braking release time according to the target time array; when the measured braking speed difference is greater than the theoretical braking speed difference, comparing the complete braking release time with a braking release time threshold; and when the complete braking release time is greater than the braking release time threshold, controlling the brake to complete braking.

7. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 5 are implemented.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 5 are implemented.

9. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 5 are implemented.

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