Upshift method and device for coping with failure of intermediate shaft brake

Abstract

The invention discloses an upshift method and device for coping with failure of an intermediate shaft brake. The method comprises the steps that whether the braking performance of the intermediate shaft brake is qualified or not is detected; if the braking performance of the intermediate shaft brake is not qualified, when the upshift condition is met, the clutch is controlled to be combined, and engine braking is carried out so as to reduce the rotating speed of the input shaft; when the rotating speed of the input shaft reaches the target rotating speed corresponding to the target gear, the clutch is controlled to be separated; after the clutch is separated, the main box is controlled to rise to the target gear; and after the main box rises to the target gear, the clutch is controlled to be combined. According to the method and the device, when the braking performance of the intermediate shaft brake is unqualified, engine braking replaces the intermediate shaft brake to reduce the rotating speed of the input shaft in the upshift process, so that normal upshift is ensured.

Description

Technical Field

[0001] The present application relates to the technical field of gearbox control, and in particular to a method, device, equipment and computer-readable storage medium for upshifting in response to failure of an intermediate shaft brake. Background Art

[0002] The integrated AMT (Automated Mechanical Transmission) eliminates the synchronizer of the main box and adds an intermediate shaft brake. The intermediate shaft brake is installed at the front end of the intermediate shaft. Its structure is similar to that of a wet clutch, and it creates friction resistance by building up axial pressure through the cylinder.

[0003] The intermediate shaft brake is used every time the TCU (Transmission Control Unit) shifts up. If the intermediate shaft brake fails, it will seriously affect the TCU shifting. Summary of the invention

[0004] The present application provides a method, device, equipment and computer-readable storage medium for upshifting in response to failure of an intermediate shaft brake, which can solve the technical problem in the prior art that failure of an intermediate shaft brake will seriously affect TCU shifting.

[0005] In a first aspect, an embodiment of the present application provides a method for upshifting in response to a failure of an intermediate shaft brake, the method for upshifting in response to a failure of an intermediate shaft brake comprising:

[0006] Check whether the braking performance of the intermediate shaft brake is qualified;

[0007] If the braking performance of the intermediate shaft brake is unqualified, when the upshift conditions are met, the clutch is controlled to engage and the engine brake is performed to reduce the input shaft speed;

[0008] When the input shaft speed reaches the target speed corresponding to the target gear, the clutch is controlled to disengage;

[0009] After the clutch is disengaged, the main gearbox is controlled to rise to the target gear position;

[0010] After the main gearbox is shifted to the target gear position, the clutch is controlled to engage.

[0011] In combination with the first aspect, in one implementation, the detecting whether the braking performance of the intermediate shaft brake is qualified includes:

[0012] acquiring the time required for the input shaft speed to decrease from the first speed to the second speed when the intermediate shaft brake is in the working state;

[0013] determining a braking rate based on the first speed, the second speed, and the duration;

[0014] If the braking rate is less than the first threshold, it is determined that the braking performance of the intermediate shaft brake is unacceptable.

[0015] In combination with the first aspect, in one implementation, obtaining the time required for the input shaft speed to decrease from the first speed to the second speed when the intermediate shaft brake is in the working state includes:

[0016] Control the main gearbox to be in neutral gear, control the front auxiliary gearbox to be in low gear, and control the clutch to engage;

[0017] After the clutch is engaged, a first speed control request is sent to the engine electronic control unit so that the engine speed reaches a third speed;

[0018] When the input shaft speed reaches the third speed, the clutch is controlled to be disengaged;

[0019] After the clutch is disengaged, the intermediate shaft brake is controlled to enter the working state;

[0020] The time required for the input shaft speed to decrease from the first speed to the second speed is counted.

[0021] In combination with the first aspect, in one implementation, after determining the braking rate based on the first speed, the second speed and the duration, the method further includes:

[0022] If the braking rate is greater than the second threshold and less than the first threshold, a first abnormality reminder is output;

[0023] If the braking rate is less than the second threshold, a second abnormality reminder is output.

[0024] In combination with the first aspect, in one implementation, controlling the clutch to engage and performing engine braking to reduce the input shaft speed includes:

[0025] Control the clutch to disengage, control the main gearbox to be in neutral, and control the front auxiliary gearbox to remain in gear;

[0026] Controlling the gear position of the rear auxiliary gearbox so that the gear position of the rear auxiliary gearbox matches the target gear position;

[0027] The clutch is controlled to engage, and a second speed control request is sent to the engine electronic control unit for performing engine braking so that the engine speed reaches the target speed.

[0028] In combination with the first aspect, in one implementation, after the main box is raised to the target gear position, the method further includes:

[0029] The gear position of the front auxiliary box is controlled so that the gear position of the front auxiliary box matches the target gear position.

[0030] In combination with the first aspect, in one implementation, the engine braking includes in-cylinder braking or exhaust braking.

[0031] In a second aspect, an embodiment of the present application provides an upshift device for coping with a failure of an intermediate shaft brake, the upshift device for coping with a failure of an intermediate shaft brake comprising:

[0032] A detection module, used to detect whether the braking performance of the intermediate shaft brake is qualified;

[0033] A brake module, for controlling the clutch to engage and performing engine braking to reduce the input shaft speed when the upshift condition is met if the braking performance of the intermediate shaft brake is unqualified;

[0034] A clutch control module, used to control the clutch to disengage when the input shaft speed reaches a target speed corresponding to the target gear position;

[0035] The gear control module is used to control the main gear to move to the target gear after the clutch is disengaged;

[0036] The clutch control module is also used to control the clutch engagement after the main gearbox reaches the target gear position.

[0037] In a third aspect, an embodiment of the present application provides an upshifting device for coping with an intermediate shaft brake failure, the upshifting device for coping with an intermediate shaft brake failure comprising a processor, a memory, and an upshifting program for coping with an intermediate shaft brake failure stored in the memory and executable by the processor, wherein when the upshifting program for coping with an intermediate shaft brake failure is executed by the processor, the steps of the upshifting method for coping with an intermediate shaft brake failure as described in the first aspect are implemented.

[0038] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which is stored a shift-up program for responding to failure of an intermediate shaft brake. When the shift-up program for responding to failure of an intermediate shaft brake is executed by a processor, the steps of the shift-up method for responding to failure of an intermediate shaft brake as described in the first aspect are implemented.

[0039] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0040] In the embodiment of the present application, it is detected whether the braking performance of the intermediate shaft brake is qualified; if the braking performance of the intermediate shaft brake is unqualified, when the upshift condition is met, the clutch is controlled to engage and the engine brake is performed to reduce the input shaft speed; when the input shaft speed reaches the target speed corresponding to the target gear, the clutch is controlled to disengage; after the clutch is disengaged, the main gear is controlled to be raised to the target gear; after the main gear is raised to the target gear, the clutch is controlled to engage. Through the embodiment of the present application, when the braking performance of the intermediate shaft brake is unqualified, the intermediate shaft brake is replaced by engine braking during the upshift process to reduce the input shaft speed, thereby ensuring normal upshift. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 This is a flow chart of an embodiment of a method for upshifting in response to intermediate shaft brake failure of the present application;

[0042] Figure 2 for Figure 1 A detailed flow chart of step S10;

[0043] Figure 3 This is a functional module diagram of an embodiment of an upshift device for coping with intermediate shaft brake failure of the present application;

[0044] Figure 4 This is a schematic diagram of the hardware structure of the upshift device for coping with intermediate shaft brake failure involved in the embodiment of the present application. DETAILED DESCRIPTION

[0045] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0046] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0047] In a first aspect, an embodiment of the present application provides a method for upshifting in response to failure of an intermediate shaft brake.

[0048] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of an embodiment of the method for upshifting in response to intermediate shaft brake failure of the present application. Figure 1 As shown, the upshifting methods to deal with the failure of the intermediate shaft brake include:

[0049] Step S10, detecting whether the braking performance of the intermediate shaft brake is qualified;

[0050] In this embodiment, when the AMT shifts up, the speed ratio becomes smaller, and the output shaft speed remains unchanged. The main box does not have a synchronizer, and the input shaft speed needs to be reduced to shift into a higher gear. At this time, the intermediate shaft brake needs to be used for braking. When the braking performance of the intermediate shaft brake is unqualified, the input shaft speed will be reduced slowly, resulting in a longer time required for upshifting or upshifting failure.

[0051] Therefore, it is necessary to detect whether the braking performance of the intermediate shaft brake is qualified. When the braking performance of the intermediate shaft brake is qualified, the input shaft speed is reduced by the intermediate shaft brake during the upshift process; when the braking performance of the intermediate shaft brake is unqualified, the input shaft speed is reduced in the manner disclosed in the embodiment of the present application during the upshift process.

[0052] Among them, the method of detecting whether the braking performance of the intermediate shaft brake is qualified can be any of the following:

[0053] Check whether the working time of the intermediate shaft brake is greater than the specified time; if the working time of the intermediate shaft brake is greater than the specified time, determine that the braking performance of the intermediate shaft brake is unqualified; if the working time of the intermediate shaft brake is not greater than the specified time, determine that the braking performance of the intermediate shaft brake is qualified.

[0054] Since the braking principle of the intermediate shaft brake is to form a braking torque by building up axial pressure on the friction plate through the cylinder, the braking object is the intermediate shaft. It can be seen that the braking performance of the intermediate shaft brake is related to the cylinder pressure and the friction plate. Therefore, it can be determined by detecting whether the cylinder pressure is within the specified pressure range and whether the wear degree of the friction plate exceeds expectations. If the cylinder pressure is within the specified pressure range and the wear degree of the friction plate does not exceed expectations, it is determined that the braking performance of the intermediate shaft brake is qualified; if the cylinder pressure is not within the specified pressure range or the wear degree of the friction plate exceeds expectations, it is determined that the braking performance of the intermediate shaft brake is unqualified. Among them, the wear degree of the friction plate can be determined by the change of the specifications of the friction plate, and the specifications include the size of the friction plate and / or the thickness of the friction plate. By comparing the specifications of the friction plate with the standard specifications, if the absolute value of the difference between the two exceeds the preset value, it is determined that the wear degree of the friction plate exceeds expectations, otherwise it is determined that the wear degree of the friction plate does not exceed expectations.

[0055] Further, in one embodiment, referring to Figure 2 , Figure 2 for Figure 1 Detailed flow chart of step S10 in FIG. Figure 1 As shown, step S10 includes:

[0056] Step S101, obtaining the time required for the input shaft speed to decrease from a first speed to a second speed when the intermediate shaft brake is in a working state;

[0057] In this embodiment, after the input shaft speed reaches a certain value, the intermediate shaft brake is activated to start braking, and as the braking progresses, the input shaft speed gradually decreases. The first moment T1 when the input shaft speed reaches the first speed is recorded; the second moment T2 when the input shaft speed reaches the second speed is recorded. The first speed and the second speed are set based on actual needs, for example, the first speed is 1500rpm and the second speed is 900rpm.

[0058] As mentioned above, the time difference ΔT between the second moment T2 and the first moment T1 is the time required for the input shaft speed to drop from the first speed of 1500 rpm to the second speed of 900 rpm when the intermediate shaft brake is in the working state.

[0059] Furthermore, in one embodiment, step S101 includes:

[0060] Control the main gearbox to be in neutral, control the front auxiliary gearbox to be in low gear, and control the clutch to engage; after the clutch is engaged, send a first speed control request to the engine electronic control unit so that the engine speed reaches the third speed; when the input shaft speed reaches the third speed, control the clutch to disengage; after the clutch is disengaged, control the intermediate shaft brake to enter the working state; count the time required for the input shaft speed to decrease from the first speed to the second speed.

[0061] In this embodiment, a detection button can be set on the vehicle, and the detection function can be triggered by manually triggering the detection button after the engine is started; or it can be triggered by some combined operations, such as pressing the brake pedal three times in a row to trigger the detection function.

[0062] After the detection function is triggered, the TCU controls the main gearbox to be in neutral, controls the front auxiliary gearbox to be in low gear, and controls the clutch to engage; after the clutch is engaged, the TCU sends a first speed control request to the engine electronic control unit so that the engine speed reaches the third speed; since the input shaft speed is equal to the engine speed after the clutch is engaged, the input shaft speed will also reach the third speed. The third speed is 1800rpm for example.

[0063] When the input shaft speed reaches the third speed of 1800rpm, the clutch is controlled to disengage; after the clutch is disengaged, the TCU controls the intermediate shaft brake to enter the working state, that is, the intermediate shaft brake is started for braking. At this time, the TCU can also send an idle request back to the engine electronic control unit so that the engine speed can return to the idle range; as the braking progresses, the input shaft speed will decrease. When the input shaft speed drops to the first speed of 1500rpm, the first moment T1 at this time is recorded, and when the input shaft speed drops to the second speed of 900rpm, the second moment T2 at this time is recorded; the time difference △T between the second moment T2 and the first moment T1 is the time required for the input shaft speed to drop from the first speed of 1500rpm to the second speed of 900rpm when the intermediate shaft brake is in the working state.

[0064] Step S102, determining a braking rate based on the first speed, the second speed and the duration;

[0065] Step S103: if the braking rate is less than the first threshold, it is determined that the braking performance of the intermediate shaft brake is unqualified.

[0066] In this embodiment, the time ΔT required for the input shaft speed to drop from the first speed 1500 rpm to the second speed 900 rpm is taken as an example, that is, the time required for the input shaft speed to drop by 600 rpm is determined to be ΔT, and the braking rate K can be obtained by the braking rate calculation formula, which is:

[0067] K = (first rotation speed - second rotation speed) / ΔT.

[0068] It is easy to understand that the smaller the braking rate K is, the slower the rate at which the input shaft speed decreases when the intermediate shaft brake is in the working state, and the worse the braking performance of the intermediate shaft brake is. Therefore, the first threshold value can be set based on actual conditions. If the braking rate is less than the first threshold value, it is determined that the braking performance of the intermediate shaft brake is unqualified.

[0069] Further, in one embodiment, after obtaining the time length ΔT required for the input shaft speed to decrease from the first speed to the second speed when the intermediate shaft brake is in the working state, ΔT can also be directly compared with the preset time length, and if ΔT is greater than the preset time length, it is determined that the braking performance of the intermediate shaft brake is unqualified. The preset time length is set based on actual conditions.

[0070] Furthermore, in one embodiment, after step S102, the method further includes:

[0071] If the braking rate is greater than the second threshold and less than the first threshold, a first abnormality reminder is output;

[0072] If the braking rate is less than the second threshold, a second abnormality reminder is output.

[0073] In this embodiment, if the braking rate is less than the first threshold but greater than the second threshold, it means that the braking performance of the intermediate shaft brake is unqualified but the performance degradation is normal, and the first abnormal reminder is output; if the braking rate is less than the second threshold, it means that the braking performance of the intermediate shaft brake is unqualified and the performance degradation is serious, and the second abnormal reminder is output. Specifically, the output of the first abnormal reminder and the second abnormal reminder may be to display corresponding icons on the instrument.

[0074] Step S20, if the braking performance of the intermediate shaft brake is unqualified, when the upshift condition is met, the clutch is controlled to engage and the engine brake is performed to reduce the input shaft speed;

[0075] In this embodiment, if it is determined based on the detection in step S10 that the braking performance of the intermediate shaft brake is unqualified, the input shaft speed is not reduced by the intermediate shaft brake during the upshift process, that is, the clutch is controlled to engage and the engine brake is performed to reduce the input shaft speed.

[0076] The TCU uses multiple sensors and algorithms to monitor the vehicle's condition in real time to determine whether the upshift conditions are met. The judgment is based on the following aspects:

[0077] Engine speed: TCU will monitor the engine speed in real time. When the speed reaches the set upshift threshold, TCU will consider upshifting.

[0078] Vehicle speed: The vehicle's speed is also a key factor. The TCU will determine the timing of upshifting based on a specific speed and speed curve.

[0079] Throttle position: TCU determines the driver's acceleration intention by monitoring the position of the accelerator pedal. When the accelerator is fully depressed (full throttle state) and the speed reaches the upshift condition, the upshift command will be triggered.

[0080] Engine load: The TCU calculates the engine load level, including vehicle weight, slope, etc. If the load is outside the normal range, the TCU may delay upshifting.

[0081] Driving mode: If the vehicle is equipped with different driving modes (such as economy, sport, etc.), the TCU will adjust the timing of upshifting according to the selected mode.

[0082] Coolant temperature: In some cases, the TCU takes the temperature of the engine and transmission into account. If the temperature is too low, upshifting may be delayed to protect the engine and transmission.

[0083] Driving habits: Some advanced driver assistance systems (ADAS) can analyze the driver's habits based on historical data to optimize upshift strategies.

[0084] Further, in one embodiment, controlling the clutch to engage and performing engine braking to reduce the input shaft speed includes:

[0085] Step S201, controlling the clutch to be disengaged, controlling the main gearbox to be in neutral, and controlling the gear position of the front auxiliary gearbox to remain unchanged;

[0086] In this embodiment, the clutch is first controlled to be disengaged, the main gear box is controlled to return to neutral gear, and the current gear position of the front auxiliary gear box is kept unchanged.

[0087] Step S202, controlling the gear position of the rear auxiliary box so that the gear position of the rear auxiliary box matches the target gear position;

[0088] In this embodiment, after step S201, the gear position of the rear auxiliary box is controlled so that the gear position of the rear auxiliary box matches the target gear position. Among them, the specific gear position of the AMT corresponds one-to-one to the status of its main box and the front and rear auxiliary boxes. For example, in a 12-gear AMT, the front auxiliary box is in low gear in odd gears and in high gear in even gears; from gear 1 to gear 6, the rear auxiliary box is in low gear, and from gear 7 to gear 12, the rear auxiliary box is in high gear. That is, if the target gear position is any one of gears 1 to 6, the gear position of the rear auxiliary box is controlled so that the gear position of the rear auxiliary box is low gear; if the target gear position is any one of gears 7 to 12, the gear position of the rear auxiliary box is controlled so that the gear position of the rear auxiliary box is high gear.

[0089] Step S203, controlling the clutch to engage, and sending a second speed control request to the engine electronic control unit to perform engine braking so that the engine speed reaches the target speed.

[0090] In this embodiment, after step S202, the clutch is controlled to engage, and then a second speed control request is sent to the engine electronic control unit for engine braking so that the engine speed reaches the target speed, wherein the target speed is the input shaft speed required to increase to the target gear position.

[0091] It is easy to understand that when the clutch is engaged, the engine speed is equal to the input shaft speed, and the engine speed reaches the target speed, which means that the input shaft speed reaches the target speed.

[0092] Further, in one embodiment, the engine braking includes in-cylinder braking or exhaust braking.

[0093] In this embodiment, in-cylinder braking or exhaust braking can be performed according to actual working conditions.

[0094] Step S30, when the input shaft speed reaches the target speed corresponding to the target gear, controlling the clutch to disengage;

[0095] Step S40, after the clutch is disengaged, the main gearbox is controlled to move up to the target gear position;

[0096] In this embodiment, at this time, the input shaft speed reaches the target speed corresponding to the target gear position, and after the clutch is disengaged, upshifting can be achieved, that is, the main gear is controlled to shift to the target gear position.

[0097] Step S50, after the main gear is shifted to the target gear position, the clutch is controlled to engage.

[0098] Furthermore, in one embodiment, after the main gearbox is raised to the target gear position, the method further comprises:

[0099] The gear position of the front auxiliary box is controlled so that the gear position of the front auxiliary box matches the target gear position.

[0100] In this embodiment, the gear position of the front auxiliary gearbox is controlled according to the corresponding relationship between the gear position of the main gearbox and the gear position of the front auxiliary gearbox. For example, in a 12-gear AMT, the front auxiliary gearbox is in low gear when the gear position is odd, and in high gear when the gear position is even. If the target gear position is an odd gear position, the gear position of the front auxiliary gearbox is controlled so that the gear position of the front auxiliary gearbox is low gear; if the target gear position is an even gear position, the gear position of the front auxiliary gearbox is controlled so that the gear position of the front auxiliary gearbox is high gear. It should be noted that after the main gearbox is raised to the target gear position, the gear position of the front auxiliary gearbox is first controlled so that the gear position of the front auxiliary gearbox matches the target gear position, and then the clutch is controlled to engage.

[0101] In the embodiment of the present application, it is detected whether the braking performance of the intermediate shaft brake is qualified; if the braking performance of the intermediate shaft brake is unqualified, when the upshift condition is met, the clutch is controlled to engage and the engine brake is performed to reduce the input shaft speed; when the input shaft speed reaches the target speed corresponding to the target gear, the clutch is controlled to disengage; after the clutch is disengaged, the main gear is controlled to be raised to the target gear; after the main gear is raised to the target gear, the clutch is controlled to engage. Through the embodiment of the present application, when the braking performance of the intermediate shaft brake is unqualified, the intermediate shaft brake is replaced by engine braking during the upshift process to reduce the input shaft speed, thereby ensuring normal upshift.

[0102] In a second aspect, an embodiment of the present application also provides a shift-up device for coping with failure of the intermediate shaft brake.

[0103] In one embodiment, referring to Figure 3 , Figure 3 This is a functional module diagram of an embodiment of the upshift device for dealing with intermediate shaft brake failure in the present application. Figure 3 As shown, the upshift device for coping with the failure of the intermediate shaft brake includes:

[0104] The detection module 10 is used to detect whether the braking performance of the intermediate shaft brake is qualified;

[0105] The brake module 20 is used to control the clutch to engage and perform engine braking to reduce the input shaft speed when the upshift condition is met if the braking performance of the intermediate shaft brake is unqualified;

[0106] The clutch control module 30 is used to control the clutch to disengage when the input shaft speed reaches the target speed corresponding to the target gear position;

[0107] The gear control module 40 is used to control the main gear to move to the target gear after the clutch is disengaged;

[0108] The clutch control module 30 is also used to control the clutch to engage after the main gearbox is shifted to the target gear position.

[0109] Furthermore, in one embodiment, the detection module 10 is used to:

[0110] acquiring the time required for the input shaft speed to decrease from the first speed to the second speed when the intermediate shaft brake is in the working state;

[0111] determining a braking rate based on the first speed, the second speed, and the duration;

[0112] If the braking rate is less than the first threshold, it is determined that the braking performance of the intermediate shaft brake is unacceptable.

[0113] Furthermore, in one embodiment, the detection module 10 is used to:

[0114] Control the main gearbox to be in neutral gear, control the front auxiliary gearbox to be in low gear, and control the clutch to engage;

[0115] After the clutch is engaged, a first speed control request is sent to the engine electronic control unit so that the engine speed reaches a third speed;

[0116] When the input shaft speed reaches the third speed, the clutch is controlled to be disengaged;

[0117] After the clutch is disengaged, the intermediate shaft brake is controlled to enter the working state;

[0118] The time required for the input shaft speed to decrease from the first speed to the second speed is counted.

[0119] Furthermore, in one embodiment, the upshift device for coping with intermediate shaft brake failure further includes a reminder module, which is used to:

[0120] If the braking rate is greater than the second threshold and less than the first threshold, a first abnormality reminder is output;

[0121] If the braking rate is less than the second threshold, a second abnormality reminder is output.

[0122] Furthermore, in one embodiment, the braking module 20 is used to:

[0123] Control the clutch to disengage, control the main gearbox to be in neutral, and control the front auxiliary gearbox to remain in gear;

[0124] Controlling the gear position of the rear auxiliary gearbox so that the gear position of the rear auxiliary gearbox matches the target gear position;

[0125] The clutch is controlled to engage, and a second speed control request is sent to the engine electronic control unit for performing engine braking so that the engine speed reaches the target speed.

[0126] Furthermore, in one embodiment, the gear control module 40 is further used for:

[0127] The gear position of the front auxiliary box is controlled so that the gear position of the front auxiliary box matches the target gear position.

[0128] Furthermore, in one embodiment, the engine braking includes in-cylinder braking or exhaust braking.

[0129] Among them, the functional implementation of each module in the above-mentioned upshifting device for coping with the failure of the intermediate shaft brake corresponds to the steps in the above-mentioned upshifting method embodiment for coping with the failure of the intermediate shaft brake, and its functions and implementation processes will not be repeated here one by one.

[0130] On the third aspect, an embodiment of the present application provides a shift-up device for coping with failure of the intermediate shaft brake. The shift-up device for coping with failure of the intermediate shaft brake may be a device with data processing function, such as an on-board computer and a TCU.

[0131] Reference Figure 4 , Figure 4 The hardware structure diagram of the upshift device for dealing with the failure of the intermediate shaft brake involved in the embodiment of the present application is shown in FIG. In the embodiment of the present application, the upshift device for dealing with the failure of the intermediate shaft brake may include a processor, a memory, a communication interface and a communication bus.

[0132] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0133] The communication interface includes an input / output (I / O) interface, a physical interface, and a logical interface, etc., which are used to interconnect the components inside the upshift device for responding to the failure of the intermediate shaft brake, and an interface for interconnecting the upshift device for responding to the failure of the intermediate shaft brake with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, an optical fiber interface, an ATM interface, etc.; the user device can be a display, a keyboard, etc.

[0134] The 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.

[0135] The processor may be a general processor, and the general processor may call the upshift program for dealing with the failure of the intermediate shaft brake stored in the memory, and execute the upshift method for dealing with the failure of the intermediate shaft brake provided in the embodiment of the present application. For example, the general processor may be a central processing unit (CPU). The method executed when the upshift program for dealing with the failure of the intermediate shaft brake is called may refer to the various embodiments of the upshift method for dealing with the failure of the intermediate shaft brake of the present application, and will not be described in detail here.

[0136] Those skilled in the art will understand that Figure 4 The hardware structure shown in the figure does not constitute a limitation on the present application, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0137] In a fourth aspect, an embodiment of the present application also provides a computer-readable storage medium.

[0138] The computer-readable storage medium of the present application stores an upshift program for responding to intermediate shaft brake failure, wherein when the upshift program for responding to intermediate shaft brake failure is executed by a processor, the steps of the upshift method for responding to intermediate shaft brake failure as described above are implemented.

[0139] Among them, the method implemented when the upshift program for coping with the failure of the intermediate shaft brake is executed can refer to the various embodiments of the upshift method for coping with the failure of the intermediate shaft brake in the present application, and will not be repeated here.

[0140] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0141] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0142] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0143] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0144] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the 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 in sequence or in parallel, and these operations or steps may be combined.

[0145] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0146] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for upshifting in response to failure of an intermediate shaft brake, characterized in that: The upshift method for coping with intermediate shaft brake failure includes: Check whether the braking performance of the intermediate shaft brake is qualified; If the braking performance of the intermediate shaft brake is unqualified, when the upshift conditions are met, the clutch is controlled to engage and the engine brake is performed to reduce the input shaft speed; When the input shaft speed reaches the target speed corresponding to the target gear, the clutch is controlled to disengage; After the clutch is disengaged, the main gearbox is controlled to rise to the target gear position; After the main gearbox is shifted to the target gear position, the clutch is controlled to engage.

2. The method for upshifting in response to intermediate shaft brake failure according to claim 1, characterized in that: The step of detecting whether the braking performance of the intermediate shaft brake is qualified comprises: acquiring the time required for the input shaft speed to decrease from the first speed to the second speed when the intermediate shaft brake is in the working state; determining a braking rate based on the first speed, the second speed, and the duration; If the braking rate is less than the first threshold, it is determined that the braking performance of the intermediate shaft brake is unacceptable.

3. The upshift method for coping with intermediate shaft brake failure according to claim 2, characterized in that: The method of obtaining the time required for the input shaft speed to decrease from the first speed to the second speed when the intermediate shaft brake is in the working state comprises: Control the main gearbox to be in neutral gear, control the front auxiliary gearbox to be in low gear, and control the clutch to engage; After the clutch is engaged, a first speed control request is sent to the engine electronic control unit so that the engine speed reaches a third speed; When the input shaft speed reaches the third speed, the clutch is controlled to be disengaged; After the clutch is disengaged, the intermediate shaft brake is controlled to enter the working state; The time required for the input shaft speed to decrease from the first speed to the second speed is counted.

4. The upshift method for coping with intermediate shaft brake failure according to claim 2, characterized in that: After determining the braking rate based on the first speed, the second speed and the duration, the method further includes: If the braking rate is greater than the second threshold and less than the first threshold, a first abnormality reminder is output; If the braking rate is less than the second threshold, a second abnormality reminder is output.

5. The upshift method for coping with intermediate shaft brake failure according to claim 1, characterized in that: The controlling the clutch to engage and perform engine braking to reduce the input shaft speed comprises: Control the clutch to disengage, control the main gearbox to be in neutral, and control the front auxiliary gearbox to remain in gear; Controlling the gear position of the rear auxiliary gearbox so that the gear position of the rear auxiliary gearbox matches the target gear position; The clutch is controlled to engage, and a second speed control request is sent to the engine electronic control unit for performing engine braking so that the engine speed reaches the target speed.

6. The upshift method for coping with intermediate shaft brake failure according to claim 5, characterized in that: After the main gearbox is shifted to the target gear position, it also includes: The gear position of the front auxiliary box is controlled so that the gear position of the front auxiliary box matches the target gear position.

7. The upshift method for coping with intermediate shaft brake failure according to claim 5, characterized in that: The engine brake includes in-cylinder brake or exhaust brake.

8. An upshift device for coping with intermediate shaft brake failure, characterized in that: The upshift device for coping with intermediate shaft brake failure comprises: A detection module, used to detect whether the braking performance of the intermediate shaft brake is qualified; A brake module, for controlling the clutch to engage and performing engine braking to reduce the input shaft speed when the upshift condition is met if the braking performance of the intermediate shaft brake is unqualified; A clutch control module, used to control the clutch to disengage when the input shaft speed reaches a target speed corresponding to the target gear position; The gear control module is used to control the main gear to move to the target gear after the clutch is disengaged; The clutch control module is also used to control the clutch engagement after the main gearbox reaches the target gear position.

9. An upshift device for coping with intermediate shaft brake failure, characterized in that: The upshift device for coping with intermediate shaft brake failure includes a processor, a memory, and an upshift program for coping with intermediate shaft brake failure stored in the memory and executable by the processor, wherein when the upshift program for coping with intermediate shaft brake failure is executed by the processor, the steps of the upshift method for coping with intermediate shaft brake failure as described in any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores an upshift program for coping with intermediate shaft brake failure, wherein when the upshift program for coping with intermediate shaft brake failure is executed by the processor, the steps of the upshift method for coping with intermediate shaft brake failure as described in any one of claims 1 to 7 are implemented.

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