Rotating speed synchronous control method and equipment

Abstract

The embodiment of the invention discloses a rotating speed synchronous control method and device. The method comprises the steps that the target speed reduction rate of an intermediate shaft and the target braking energy of an intermediate shaft brake are obtained; the target air inlet time of the intermediate shaft brake is determined according to the target speed reduction rate and the target braking energy; and an intermediate shaft brake is controlled to brake the intermediate shaft according to the target air inlet time, so that the intermediate shaft reaches the target rotating speed. By the adoption of the technical scheme, the accuracy and efficiency of intermediate shaft rotating speed synchronous control are improved, vibration and noise of a transmission system are reduced, the driving experience feeling is optimized, and gear shifting impact caused by sudden rotating speed change of the intermediate shaft before and after gear shifting is avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of automatic transmissions, and particularly to a rotational speed synchronization control method and device. Background Art

[0002] A commercial vehicle automated manual transmission (AMT) generally configures a corresponding controller (Transmission Control Unit, TCU) and a transmission actuator on the basis of a manual transmission. First, the overall states of the vehicle and the transmission are obtained through a transmission position sensor, a rotational speed sensor, an oil temperature sensor, a pneumatic pressure sensor, etc. Subsequently, the controller makes a logical judgment according to the internal control algorithm in combination with the vehicle driving state, and sends control commands to the vehicle controller and the transmission actuator to perform actions and achieve automatic gear shifting. The commercial vehicle automated manual transmission greatly reduces the driver's operations, especially the frequent gear shifting in urban road conditions, and can effectively ensure the driver's concentration and driving safety. Moreover, this mechanical automatic transmission has advantages such as simple structure, low cost, and less power loss, and is recognized by many users.

[0003] At present, commercial vehicle automated manual transmissions in China have not been popularized yet. As of now, the problems of shift shock, shift noise, and shift comfort during the gear shifting process are eternal topics. During the shift control process, it is necessary to effectively ensure the shift smoothness and the vehicle power interruption time during gear shifting. Therefore, the rotational speed synchronization control algorithm during the gear shifting process is crucial. Summary of the Invention

[0004] Embodiments of the present invention provide a rotational speed synchronization control method and device, which improve the accuracy of controlling the rotational speed synchronization of the countershaft, reduce the shift shock during dynamic upshifting, enhance the shift smoothness of the whole vehicle, and optimize the driving experience.

[0005] According to one aspect of the present invention, a rotational speed synchronization control method is provided, including:

[0006] Obtaining a target deceleration rate of the countershaft and a target braking energy of the countershaft brake;

[0007] Determining a target intake time of the countershaft brake according to the target deceleration rate and the target braking energy;

[0008] Controlling the countershaft brake to brake the countershaft according to the target intake time so that the countershaft reaches a target rotational speed.

[0009] Optionally, obtaining a target deceleration rate of the countershaft and a target braking energy of the countershaft brake includes:

[0010] Determine the target deceleration rate according to the dog tooth slip of the target gear and the hardware moment of inertia.

[0011] Determine the target braking energy according to the current gear and the target gear.

[0012] Optionally, determining the target braking energy according to the current gear and the target gear includes:

[0013] Determine the target braking energy based on the first calculation formula;

[0014] Wherein, the first calculation formula is:

[0015]

[0016] Where E is the target braking energy, in J tar is the hardware moment of inertia at the target gear, ω is the intermediate shaft rotational angular velocity at the target gear, in J cur is the hardware moment of inertia at the current gear, ω 1 is the intermediate shaft rotational angular velocity at the current gear.

[0017] Optionally, determining the target intake time of the intermediate shaft brake according to the target deceleration rate and the target braking energy includes:

[0018] Determine the first sub-target intake time according to the target deceleration rate, deceleration rate compensation, oil temperature, and intake air pressure;

[0019] Determine the second sub-target intake time according to the target braking energy, the oil temperature, and the intake air pressure;

[0020] Determine the weighted weight coefficient according to the rotational speed change rate of the intermediate shaft and the vehicle speed change rate;

[0021] Determine the target intake time according to the weighted weight coefficient, the first sub-target intake time, and the second sub-target intake time.

[0022] Optionally, determining the target intake time according to the weighted weight coefficient, the first sub-target intake time, and the second sub-target intake time includes:

[0023] Determine the target intake time based on the second calculation formula;

[0024] Wherein, the second calculation formula is:

[0025] T 1 =(1 - k)·t 1 +kt 2

[0026] where k is the weighted weight coefficient, T 1 is the target intake time, and t 1 is the first sub-target intake time, and t 2 is the second sub-target intake time.

[0027] Optionally, the rotational speed synchronization control method further includes:

[0028] Determining the next deceleration rate compensation according to the air pressure value before the intermediate shaft brake intake valve opens, the target intake time, and the actual deceleration rate of the intermediate shaft.

[0029] Optionally, controlling the intermediate shaft brake to brake the intermediate shaft according to the target intake time so that the intermediate shaft reaches the target rotational speed includes:

[0030] Determining the intermediate shaft synchronous rotational speed according to the output shaft rotational speed and the target gear ratio;

[0031] Determining the target rotational speed according to the intermediate shaft synchronous rotational speed and the target intake time;

[0032] Controlling the intermediate shaft brake to brake the intermediate shaft in a constant cylinder pressure manner so that the intermediate shaft reaches the target rotational speed.

[0033] Optionally, determining the intermediate shaft synchronous rotational speed according to the output shaft rotational speed and the target gear ratio includes:

[0034] Determining the intermediate shaft synchronous rotational speed based on a third calculation formula;

[0035] where the third calculation formula is:

[0036]

[0037] where n syn is the intermediate shaft synchronous rotational speed, n os is the output shaft rotational speed, i tar is the target gear ratio, and i spliter is the front auxiliary box gear ratio.

[0038] Optionally, determining the target rotational speed according to the intermediate shaft synchronous rotational speed and the target intake time includes:

[0039] Determining the exhaust time of the intermediate shaft brake according to the target intake time;

[0040] Determining the target rotational speed according to the intermediate shaft synchronous rotational speed, the exhaust time, the intermediate shaft rotational speed rate, the intermediate shaft natural deceleration rate, and the shift fork empty stroke elimination time.

[0041] Optionally, determining the target speed based on the intermediate shaft synchronous speed, the exhaust time, the intermediate shaft speed rate, the intermediate shaft natural deceleration rate, and the shift fork empty stroke elimination time includes:

[0042] Determining the target speed based on a fourth calculation formula:

[0043] wherein, the fourth calculation formula is:

[0044] n 1 = n syn +(ω 3 + ω 4 )·t 2 + ω 4 ·t 3

[0045] wherein, n 1 is the target speed, ω 3 is the intermediate shaft speed rate, ω 4 is the intermediate shaft natural deceleration rate, T 2 is the exhaust time, T 3 is the shift fork empty stroke elimination time.

[0046] Optionally, controlling the intermediate shaft brake to brake the intermediate shaft by adopting a constant cylinder pressure method to make the intermediate shaft reach the target speed includes:

[0047] Opening the intake valve of the intermediate shaft brake and closing the exhaust valve;

[0048] When the opening time of the intake valve is the target intake time, closing the intake valve and keeping the exhaust valve closed to brake the intermediate shaft;

[0049] When the intermediate shaft speed is less than or equal to the target speed, opening the exhaust valve to release the internal air pressure of the intermediate shaft brake, and the intermediate shaft brake stops braking the intermediate shaft.

[0050] Optionally, the speed synchronization control method further includes:

[0051] Obtaining the dog tooth slip of the target gear;

[0052] Braking the intermediate shaft according to the dog tooth slip of the target gear.

[0053] Optionally, obtaining the dog tooth slip of the target gear includes:

[0054] Obtaining the intermediate shaft speed, the output shaft speed, the dog tooth speed ratio of the target gear, and the rear auxiliary box speed ratio;

[0055] Based on the fifth calculation formula, determine the dog clutch slip of the target gear position;

[0056] Among them, the fifth calculation formula is:

[0057]

[0058] Among them, n dogclthslip is the dog clutch slip of the target gear position, n layshaft is the intermediate shaft speed, i dogclth is the dog clutch speed ratio of the target gear position, n os is the output shaft speed, i range is the rear auxiliary box speed ratio.

[0059] Optionally, braking the intermediate shaft according to the dog clutch slip of the target gear position includes:

[0060] Determine the dog clutch slip window according to the target gear position and oil temperature; among them, the dog clutch slip window includes the positive slip window high threshold x1, the positive slip window low threshold x2, the negative slip window low threshold x3, and the negative slip window high threshold x4, x1>x2>x3>x4;

[0061] If the dog clutch slip of the target gear position is not within the range of x1 to x2, or not within the range of x3 to x4, then obtain the target deceleration rate of the intermediate shaft and the target braking energy of the intermediate shaft brake.

[0062] According to another aspect of the present invention, there is provided a rotational speed synchronization control device, including:

[0063] One or more processors;

[0064] A storage device for storing one or more programs,

[0065] When the one or more programs are executed by the one or more processors, the one or more processors implement the rotational speed synchronization control method of any embodiment of the present invention.

[0066] In the embodiment of the present invention, by obtaining the target deceleration rate of the intermediate shaft and the target braking energy of the intermediate shaft brake as control considerations during the shifting process, the target intake time of the intermediate shaft brake is determined, and the cylinder pressure of the intermediate shaft brake is controlled according to the target intake time to brake the intermediate shaft so that the intermediate shaft reaches the target rotational speed, optimizing the control method for the rotational speed synchronization between the intermediate shaft and the target gear position, improving the accuracy and efficiency of controlling the rotational speed synchronization of the intermediate shaft, reducing the vibration and noise of the transmission system, shortening the power interruption time during the shifting process, optimizing the driving experience, and avoiding the shifting shock caused by the sudden change of the rotational speed of the intermediate shaft before and after shifting.

[0067] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it used to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0069] Figure 1 is a schematic structural diagram of a rotational speed synchronization control system according to an embodiment of the present invention;

[0070] Figure 2 is a flowchart of a rotational speed synchronization control method according to an embodiment of the present invention;

[0071] Figure 3 is a flowchart of another rotational speed synchronization control method according to an embodiment of the present invention;

[0072] Figure 4 is a flowchart of another rotational speed synchronization control method according to an embodiment of the present invention;

[0073] Figure 5 is a flowchart of another rotational speed synchronization control method according to an embodiment of the present invention;

[0074] Figure 6 is a flowchart of yet another rotational speed synchronization control method according to an embodiment of the present invention;

[0075] Figure 7 is a schematic diagram of a dog tooth slip window provided by an embodiment of the present invention;

[0076] Figure 8 is a schematic structural diagram of a rotational speed synchronization control device provided by an embodiment of the present invention;

[0077] Figure 9 is a schematic structural diagram of a rotational speed synchronization control device provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0078] To enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the scope of protection of the present invention.

[0079] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described here can be implemented in an order different from those illustrated or described here. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0080] A commercial vehicle automatic transmission includes an input shaft, an intermediate shaft, and an output shaft. The intermediate shaft is one of the core components of the transmission structure. Its function is to transmit the power of the input shaft to the output shaft by realizing the switching of different transmission ratios through the meshing of gear sets, so as to control the vehicle speed. During the driving process of the vehicle in different gears, the gear transmission ratios of the transmission are different. In the low gear, the transmission uses a smaller driving gear to mesh with a larger driven gear. This gear combination provides a larger transmission ratio, so that the output torque is greater. Since the rotational speed difference between the input shaft and the output shaft is relatively large, in order to maintain the continuity and stability of power transmission, the intermediate shaft needs to rotate at a relatively high speed; when the transmission shifts from the low gear to the high gear, it switches to using a larger driving gear to mesh with a smaller driven gear. This switching changes the transmission ratio, making the rotational speed of the output shaft increase relatively, and the rotational speed difference between the input shaft and the output shaft decrease. The intermediate shaft does not need to rotate at too high a speed to maintain the continuity and stability of power transmission. Therefore, the rotational speed of the intermediate shaft in the high gear is less than that in the low gear.

[0081] In summary, during the process of driving a vehicle, since the required intermediate shaft speeds are different between different gears, when shifting gears, if the speed of the intermediate shaft cannot be promptly matched with the speed required for the new gear, a large speed difference will be generated, resulting in an impact between the gears of the intermediate shaft and the gears of the output shaft when they engage, causing a shifting shock, leading to noise, wear, and even gear cracking. Moreover, shifting requires a temporary power cut-off, and the speed difference will cause the engagement between the intermediate shaft and the output shaft to be slower, prolonging the power interruption time. For example, when shifting from a low gear to a high gear, if the synchronous speed control of the intermediate shaft is not performed, the intermediate shaft may have a significant speed drop with the engine and the output shaft due to the lag in speed change, which will cause the vehicle to be impacted between the gears on the shaft and the transmission components at the moment of shifting, making the passengers feel an obvious sense of jerk and affecting the driving and riding comfort.

[0082] Based on the above problems, Figure 1 FIG. 5 is a schematic structural diagram of a rotational speed synchronization control system according to an embodiment of the present invention. Figure 2 FIG. 6 is a flowchart of a rotational speed synchronization control method according to an embodiment of the present invention. This embodiment is applicable to the situation of synchronizing the rotational speed of the intermediate shaft during vehicle gear shifting. This method can be executed by a rotational speed synchronization control device, and the control device can be implemented in the form of hardware and / or software. As Figure 1 shown, the rotational speed synchronization control system provided by the embodiment of the present invention includes: a controller 1, a transmission 2, and a sensor 3; the controller 1 is respectively connected to the transmission 2 and the sensor 3, and the sensor 3 is also connected to the transmission 2. The controller 1 can be a TCU, which is responsible for receiving the signals collected by the sensor 3, processing the data, and sending corresponding instructions to control the transmission 2 to complete the rotational speed synchronization control of the intermediate shaft 3. Exemplarily, the connection between the controller 1, the transmission 2, and the sensor 3 can be achieved based on a Controller Area Network (CAN), a Local Interconnect Network (LIN), or an Ethernet.

[0083] As Figure 2 shown, the rotational speed synchronization control method based on the above structure includes the following steps:

[0084] S110. Obtain the target deceleration rate of the intermediate shaft and the target braking energy of the intermediate shaft brake.

[0085] Specifically, during the gear shifting process of a vehicle, the required intermediate shaft speeds between different gears are different. During the gear shifting process, the speed of the intermediate shaft needs to match the gear speed of the target gear to achieve smooth gear shifting. The sensor 3 can include a speed sensor. The controller 1 receives the current speed of the intermediate shaft collected by the sensor 3 and matches the required speed of the intermediate shaft at this gear according to the target gear. Then, the controller 1 calculates the optimal rate at which the speed of the intermediate shaft decreases from the current value to the target value through a control algorithm (such as PID control), and thus obtains the target deceleration rate of the intermediate shaft during the gear shifting process. The intermediate shaft brake is a device used to control the speed of the intermediate shaft, usually set in an automatic transmission or a dual-clutch transmission. By converting the kinetic energy of the intermediate shaft into heat energy through the intermediate shaft brake, the intermediate shaft is braked and its speed is reduced. Therefore, the difference between the kinetic energy of the intermediate shaft at the current gear and the kinetic energy that the intermediate shaft needs to have at the target gear represents the target braking energy that the intermediate shaft brake needs to apply to the intermediate shaft during the gear shifting process. The controller 1 can obtain the kinetic energy of the intermediate shaft at this time based on the current speed of the intermediate shaft collected by the receiver 3 and match the kinetic energy that the intermediate shaft needs to have at the target gear according to the target gear. By calculating the difference between the two data, the target braking energy that the intermediate shaft brake needs to apply to the intermediate shaft to achieve the synchronization of the intermediate shaft speed before and after gear shifting can be obtained.

[0086] S120. Determine the target intake time of the intermediate shaft brake according to the target deceleration rate and the target braking energy.

[0087] Specifically, the target intake time refers to the length of time when the intake valve of the intermediate shaft brake is opened, which is used to control the braking torque and action time of the intermediate shaft brake. The corresponding relationship among the target deceleration rate, the target braking energy, and the target intake time can be calibrated through a simulation experiment on a transmission test bench to generate a target deceleration rate - target braking energy - target intake time correspondence table and stored in the controller 1. When the controller 1 obtains the target deceleration rate and the target braking energy, based on the target deceleration rate - target braking energy - target intake time correspondence table, it queries the target intake time corresponding to the current target deceleration rate and target braking energy, and determines the opening duration of the intake valve of the intermediate shaft brake controlled by the controller 1. Exemplarily, in the calibration experiment, different intake times can be simulated on the transmission test bench for the intermediate shaft brake, and the deceleration rate and braking energy generated by the intermediate shaft brake on the intermediate shaft at each intake time can be recorded, thereby forming a target deceleration rate - target braking energy - target intake time correspondence table.

[0088] S130. Control the intermediate shaft brake to brake the intermediate shaft according to the target intake time so that the intermediate shaft reaches the target speed.

[0089] Specifically, the controller 1 controls the air inlet valve of the countershaft brake to open for a duration of the target air inlet time. The air pressure in the cylinder is proportional to the air inlet time, so that the preset pressure can be reached in the cylinder of the countershaft brake. The higher the air pressure, the greater the braking torque. The air pressure pushes the piston to move, and the piston transmits the force to the brake pad through mechanical connection. Then, the brake pad of the countershaft brake contacts the countershaft and resists the countershaft to generate corresponding frictional force to achieve the braking effect on the countershaft. Since the target air inlet time is determined by the difference in the countershaft speed between the current gear and the target gear, therefore, controlling the state of the countershaft brake based on the target air inlet time and then braking the countershaft can provide the target deceleration rate and target braking energy required for gear shifting for the countershaft, enabling the countershaft to accurately reach the target speed and synchronize with the speed of the output shaft under the target gear, ensuring smooth gear shifting.

[0090] In this embodiment, by taking the target deceleration rate of the countershaft and the target braking energy of the countershaft brake as control considerations during the gear shifting process, the target air inlet time of the countershaft brake is determined, and the air cylinder pressure of the countershaft brake is controlled according to the target air inlet time to brake the countershaft so that the countershaft reaches the target speed. This optimizes the control method for synchronizing the speed of the countershaft with the target gear, improves the accuracy and efficiency of controlling the speed synchronization of the countershaft, reduces the vibration and noise of the transmission system, shortens the power interruption time during gear shifting, optimizes the driving experience, and avoids gear shifting shocks caused by sudden changes in the countershaft speed before and after gear shifting.

[0091] Based on the above embodiment, Figure 3 is a flowchart of another speed synchronization control method provided according to an embodiment of the present invention. Figure 3 The shown control method explains how to obtain the target deceleration rate of the countershaft and the target braking energy of the countershaft brake. As Figure 1 and Figure 3 shown, the speed synchronization control method includes the following steps:

[0092] S210. Determine the target deceleration rate according to the dog tooth slip of the target gear and the hardware moment of inertia.

[0093] Specifically, the dog-tooth slip can refer to the difference between the current intermediate shaft speed and the required intermediate shaft speed at the target gear during the gearshift process. The larger the dog-tooth slip, the more difficult it is to eliminate the intermediate shaft speed difference during the gearshift process to a level where smooth shifting to the target gear can be achieved; the hardware moment of inertia refers to the inertia of the rotating components in the transmission system, including the moment of inertia of the intermediate shaft, gears, etc. The larger the moment of inertia, the more energy is required for speed change. It can be seen that the dog-tooth slip of the target gear can characterize the total travel of the intermediate shaft speed reduction before and after the gearshift, and the hardware moment of inertia can characterize the difficulty of the intermediate shaft speed change during the gearshift process. Therefore, both the dog-tooth slip of the target gear and the hardware moment of inertia are influencing factors for the target speed reduction rate of the intermediate shaft. By combining the dog-tooth slip and the hardware moment of inertia to determine the target speed reduction rate, the accuracy of the target speed reduction rate is improved, and further, the speed synchronization control of the intermediate shaft is refined.

[0094] It can be understood that during the production process of the transmission, the dog-tooth slip corresponding to each target gear can be calibrated, and each hardware moment of inertia is a fixed parameter of the transmission and stored in the controller 1. When the controller 1 obtains the target gear information, it can perform a look-up table according to the target gear to obtain the dog-tooth slip at that gear and the hardware moment of inertia of each component participating in the gearshift process in the transmission. Further, through the transmission bench test, a dog-tooth slip - hardware moment of inertia - target speed reduction rate correspondence table is calibrated, and the corresponding target speed reduction rate is queried through the dog-tooth slip and the hardware moment of inertia.

[0095] S220. Determine the target braking energy according to the current gear and the target gear.

[0096] Specifically, during the gearshift process, the target braking energy characterizes the energy that the intermediate shaft brake needs to absorb or release to adjust the intermediate shaft speed from the current value to the target value. The controller 1 can determine the kinetic energy of the intermediate shaft at this time through the current gear information, and determine the kinetic energy that the intermediate shaft needs to have at the target gear according to the target gear information. By taking the difference between the two, the target braking energy that the intermediate shaft brake needs to brake the intermediate shaft to achieve intermediate shaft speed synchronization before and after the gearshift is obtained. It can be understood that the correspondence table between the gear information and the intermediate shaft kinetic energy can also be determined by the transmission bench calibration and stored in the controller 1, which will not be elaborated here.

[0097] S230. Determine the target intake time of the intermediate shaft brake according to the target speed reduction rate and the target braking energy.

[0098] S240. Control the intermediate shaft brake to brake the intermediate shaft according to the target intake time so that the intermediate shaft reaches the target speed.

[0099] In this embodiment, the target deceleration rate is determined based on the dog tooth slip of the target gear and the hardware moment of inertia, and the target braking energy is determined according to the current gear and the target gear, improving the accuracy of obtaining the target deceleration rate and the target braking energy. Furthermore, precise control of the intermediate shaft speed synchronization is achieved, avoiding the error problems caused by obtaining the target deceleration rate and the target braking energy from a single factor.

[0100] Optionally, determining the target braking energy according to the current gear and the target gear includes:

[0101] Determining the target braking energy based on the first calculation formula;

[0102] Wherein, the first calculation formula is:

[0103]

[0104] Wherein, E is the target braking energy, in J tar is the hardware moment of inertia at the target gear, ω 2 is the intermediate shaft rotational angular velocity at the target gear, J cur is the hardware moment of inertia at the current gear, ω 1 is the intermediate shaft rotational angular velocity at the current gear.

[0105] Specifically, as Figure 1 shown, the sensor 3 may include an angular velocity sensor. The controller 1 can obtain the intermediate shaft rotational angular velocity at the current gear through the sensor 3, query the hardware moment of inertia at the current gear through the current gear information, query the intermediate shaft rotational angular velocity and the hardware moment of inertia at the target gear through the target gear information, and substitute the hardware moment of inertia at the target gear, the intermediate shaft rotational angular velocity at the target gear, the hardware moment of inertia at the current gear, and the intermediate shaft rotational angular velocity at the current gear into the first calculation formula to calculate the target braking energy that the intermediate shaft brake needs to apply to the intermediate shaft during the gear shift process.

[0106] Based on the above embodiment, Figure 4 is a flowchart of another rotational speed synchronization control method provided according to an embodiment of the present invention, Figure 4 showing how to determine the target intake time of the intermediate shaft brake in the shown control method. As Figure 1 and Figure 4 shown, the rotational speed synchronization control method includes the following steps:

[0107] S310. Obtain the target deceleration rate of the intermediate shaft and the target braking energy of the intermediate shaft brake.

[0108] S320. Determine the first sub-target intake time according to the target deceleration rate, deceleration rate compensation, oil temperature, and intake air pressure.

[0109] Specifically, since the target intake time determines the opening time of the intake valve of the countershaft brake, the pressure in the cylinder of the countershaft brake can be controlled by the intake duration, so that the pressure in the cylinder of the countershaft brake can reach the preset pressure, pushing the piston to move. The piston transmits the force to the brake pad through mechanical connection. Then, the brake pad of the countershaft brake contacts the countershaft, resisting the countershaft to generate corresponding frictional force to achieve the braking effect on the countershaft. Therefore, the target intake time characterizes the braking effect of the countershaft brake on the countershaft. However, in actual situations, on the one hand, the braking efficiency of the countershaft brake on the countershaft will not be 100%. There will be process losses in the braking effect formed by the target intake time determined by the target deceleration rate. Therefore, it is necessary to introduce a deceleration rate compensation to compensate the target intake time determined by the target deceleration rate to avoid poor braking effect of the countershaft brake on the countershaft caused by process losses and generate a rotational speed synchronization control error. On the other hand, the air pressure in the cylinder of the countershaft brake will also be affected by the oil temperature and the intake air pressure. The sensor 3 can include a temperature sensor and a pressure sensor. The controller 1 corrects the target intake time according to the oil temperature and the intake air pressure collected by the sensor 3, so that the cylinder of the countershaft brake can reach the preset air pressure and ensure its braking effect on the countershaft. The first sub-target intake time that can make the cylinder of the countershaft brake reach the preset air pressure is determined jointly according to the target deceleration rate, the deceleration rate compensation, the oil temperature, and the intake air pressure, comprehensively considering the influence of various factors in actual situations on the braking effect of the countershaft brake, avoiding poor braking effect caused by errors and smoothness problems during gear shifting, which affects the driving experience.

[0110] Exemplarily, in an ideal situation, when the target deceleration rate is 50 rad / s 2 the determined target intake time is 0.2 s, which can enable the countershaft brake to achieve ideal braking on the countershaft during gear shifting, so that the rotational speed of the countershaft reaches the rotational speed at the target gear. However, in actual situations, due to process losses, too high oil temperature or too large intake air pressure, the countershaft brake cannot achieve the ideal braking effect with 0.2 s as the opening time of the intake valve. Therefore, the vehicle speed change rate can be determined according to influencing factors such as driving resistance and brake pedal percentage, and then the deceleration rate compensation can be determined. The target intake time is adjusted with reference to the oil temperature and the intake air pressure collected by the sensor 3. The oil temperature can be 80 °C and the intake air pressure can be 500 kPa, so as to obtain the first sub-target intake time of 0.3 s, ensuring the braking effect on the countershaft and improving the gear shifting smoothness.

[0111] S330. Determine the second sub-target intake time according to the target braking energy, the oil temperature, and the intake air pressure.

[0112] Specifically, the target braking energy is the energy required for the intermediate shaft brake to brake the intermediate shaft during gear shifting. Since the target intake time determines the opening time of the intake valve of the intermediate shaft brake, the pressure in the cylinder of the intermediate shaft brake can be controlled by the intake duration, so that the preset pressure can be reached in the cylinder of the intermediate shaft brake, pushing the piston to move. The piston transmits the force to the brake pad through mechanical connection, and then the brake pad of the intermediate shaft brake contacts the intermediate shaft, resisting the intermediate shaft to generate corresponding frictional force to achieve the braking effect on the intermediate shaft. Therefore, the target intake time characterizes the braking effect of the intermediate shaft brake on the intermediate shaft. However, in actual situations, the air pressure in the cylinder of the intermediate shaft brake is also affected by the oil temperature and the intake air pressure. The sensor 3 can include a temperature sensor and a pressure sensor. The controller 1 corrects the target intake time based on the oil temperature and the intake air pressure collected by the sensor 3, so that the cylinder of the intermediate shaft brake can reach the preset air pressure and ensure its braking effect on the intermediate shaft. The second sub-target intake time that can make the cylinder of the intermediate shaft brake reach the preset air pressure is determined jointly according to the target braking energy, the oil temperature, and the intake air pressure, comprehensively considering the influence of various factors in actual situations on the braking effect of the intermediate shaft brake, avoiding poor braking effect caused by errors, resulting in uneven gear shifting and affecting the driving experience.

[0113] Exemplarily, in an ideal situation, when the target braking energy is 500 J, the determined target intake time is 0.2 s, which can enable the intermediate shaft brake to achieve ideal braking on the intermediate shaft during gear shifting, making the rotation speed of the intermediate shaft reach the rotation speed at the target gear. However, in actual situations, due to too high oil temperature or too large intake air pressure, the intermediate shaft brake cannot achieve the ideal braking effect with 0.2 s as the opening time of the intake valve. Therefore, the target braking energy before and after gear shifting can be calculated according to the current gear, the target gear, and the rotational inertia of the relevant hardware of the transmission, and the target intake time can be adjusted with reference to the oil temperature and the intake air pressure collected by the sensor 3. The oil temperature can be 80 °C and the intake air pressure can be 500 kPa, obtaining the second sub-target intake time of 0.4 s to ensure the braking effect on the intermediate shaft and improve the smoothness of gear shifting.

[0114] S340. Determine the weighted weight coefficient according to the rotation speed change rate and the vehicle speed change rate of the intermediate shaft.

[0115] Specifically, the controller 1 can collect the real-time rotation speeds of multiple intermediate shafts and multiple real-time vehicle speeds through the sensor 3, determine the rotation speed change rate of the intermediate shaft through multiple real-time rotation speeds and the acquisition duration, determine the vehicle speed change rate through multiple real-time vehicle speeds and the acquisition duration, and then look up the table according to the rotation speed change rate and the vehicle speed change rate to determine the weighted weight coefficient at this time, fully avoiding the influence of the rotation speed jump of the intermediate shaft and the vehicle speed jitter on the rotation speed synchronization control accuracy.

[0116] S350. Determine the target intake time according to the weighted weight coefficient, the first sub-target intake time, and the second sub-target intake time.

[0117] Specifically, the first sub-target intake time is the intake time preliminarily determined according to the target deceleration rate, deceleration rate compensation, oil temperature, and intake air pressure. The second sub-target intake time is the intake time further optimized according to the target braking energy, oil temperature, and intake air pressure. The target intake time is the finally determined intake time, which is used to control the cylinder pressure of the intermediate shaft brake to achieve a smooth adjustment of the intermediate shaft speed. The weighted weight coefficient characterizes the influence degree of the target deceleration rate and the target braking energy on the rotational speed synchronization control, that is, the influence degree of the first sub-target intake time and the second sub-target intake time on the target intake time. Using the weighted weight coefficient to balance the influence of different factors on the target intake time makes the target intake time more reasonable. And by adjusting the weighted weight coefficient through the rotational speed change rate of the intermediate shaft and the vehicle speed change rate, the rotational speed synchronization control strategy can be dynamically optimized, improving the accuracy of the rotational speed synchronization control and achieving smoother gear shifting.

[0118] S360. Control the intermediate shaft brake to brake the intermediate shaft according to the target intake time, so that the intermediate shaft reaches the target speed.

[0119] In this embodiment, the first sub-target intake time is determined by the target deceleration rate, deceleration rate compensation, oil temperature, and intake air pressure, and the second sub-target intake time is determined by the target braking energy, oil temperature, and intake air pressure. Then, the weighted weight coefficient determined by the rotational speed change rate of the intermediate shaft and the vehicle speed change rate, the first sub-target intake time, and the second sub-target intake time are used together to determine the target intake time, dynamically optimizing the target intake time, improving the accuracy of the rotational speed synchronization control, achieving smooth gear shifting, and enhancing driving comfort.

[0120] Optionally, determining the target intake time according to the weighted weight coefficient, the first sub-target intake time, and the second sub-target intake time includes:

[0121] Based on the second calculation formula, determine the target intake time;

[0122] Among them, the second calculation formula is:

[0123] T 1 =(1 - k)·t 1 +kt 2

[0124] Among them, k is the weighted weight coefficient, T 1 is the target intake time, t 1 is the first sub-target intake time, t 2 is the second sub-target intake time.

[0125] Specifically, as Figure 1 shown, the controller 1 can substitute the weighted weight coefficient, the first sub-goal intake time, and the second sub-goal intake time into the second calculation formula to calculate a more accurate target intake time in the current state, enabling the controller 1 to precisely control the intake time of the countershaft brake, achieve smooth gear shifting, and enhance the driving experience.

[0126] Exemplarily, the weighted weight coefficient can be 0.6, the first sub-goal intake time can be 0.3 s, and the second sub-goal intake time can be 0.4 s. Then the finally determined target intake time = 0.6 * 0.3 + (1 - 0.6) * 0.4 = 0.34 s.

[0127] Optionally, the rotational speed synchronization control method further includes:

[0128] Determining the next deceleration rate compensation according to the air pressure value before the intake valve of the countershaft brake is opened, the target intake time, and the actual deceleration rate of the countershaft.

[0129] Specifically, each time the countershaft brake is activated, the controller 1 can determine the actual deceleration rate of the countershaft after the current rotational speed synchronization control according to the actual rotational speed and the target rotational speed of the countershaft collected by the sensor 3 after gear shifting. Then, in combination with the target intake time and the air pressure value before the intake valve of the countershaft brake collected by the sensor 3 this time, the deceleration rate compensation value of the next countershaft is obtained. In this way, the target deceleration rate of the countershaft when the next countershaft brake is activated can be compensated, thereby correcting the calculation of the first sub-goal intake time of the intake valve of the countershaft brake for the next rotational speed synchronization control, achieving the adaptive compensation control of the countershaft brake, and effectively ensuring the adaptability of the countershaft brake throughout its life cycle.

[0130] Based on the above embodiments, Figure 5 is another flowchart of the rotational speed synchronization control method provided according to the embodiments of the present invention, Figure 5 illustrating how to control the countershaft brake to brake the countershaft according to the target intake time so that the countershaft reaches the target rotational speed. As Figure 1 and Figure 5 shown, the rotational speed synchronization control method includes the following steps:

[0131] S410. Obtain the target deceleration rate of the countershaft and the target braking energy of the countershaft brake.

[0132] S420. Determine the target intake time of the countershaft brake according to the target deceleration rate and the target braking energy.

[0133] S430. Determine the countershaft synchronization rotational speed according to the output shaft rotational speed and the target gear ratio.

[0134] Specifically, the intermediate shaft synchronous speed refers to the speed that the intermediate shaft needs to reach during the gear shifting process to ensure the smooth meshing of the dog clutch. The controller 1 can collect the output shaft speed through the sensor 3, query the target gear ratio at the target gear according to the target gear, and then determine the intermediate shaft synchronous speed based on the output shaft speed and the target gear ratio. By accurately calculating the intermediate shaft synchronous speed, the intermediate shaft speed can be quickly adjusted, the gear shifting time can be shortened, the intermediate shaft speed can be ensured to match the gear ratio of the target gear, and gear shifting shock can be avoided.

[0135] S440. Determine the target speed according to the intermediate shaft synchronous speed and the target intake time.

[0136] Specifically, the target speed refers to the final speed that the intermediate shaft needs to reach during the gear shifting process. It is determined according to the intermediate shaft synchronous speed and the target intake time to ensure the smoothness and efficiency of the gear shifting process. Exemplarily, the target speed can be calculated by the formula: target speed = intermediate shaft synchronous speed - target deceleration rate * target intake time.

[0137] S450. Control the intermediate shaft brake to brake the intermediate shaft in a constant cylinder pressure manner so that the intermediate shaft reaches the target speed.

[0138] Specifically, the intermediate shaft brake mainly consists of a brake chamber, a brake drum (or brake disc), a cylinder, etc. The cylinder provides a constant pressure, transmits the pressure to the brake drum through the brake chamber, and uses the friction between the brake drum and the intermediate shaft to achieve the braking of the intermediate shaft. The cylinder controls the pressure output by the opening time of the intake valve. When a certain pressure of gas is introduced into the cylinder for the target intake time, the piston of the cylinder will generate a thrust, which is transmitted to the brake chamber through the connecting device, causing the brake chamber to generate a constant preset pressure, ensuring the stability of the braking torque, enabling the intermediate shaft to reach the target speed, realizing speed synchronization, and ensuring smooth and efficient gear shifting.

[0139] In this embodiment, the intermediate shaft synchronous speed is determined based on the output shaft speed and the target gear ratio, and then the target speed is determined according to the intermediate shaft synchronous speed and the target intake time, so that the intermediate shaft brake can generate a stable braking force that can synchronize the intermediate shaft speed for the intermediate shaft according to the target intake time, realizing the precise adjustment of the intermediate shaft speed, thereby achieving smooth gear shifting, improving the gear shifting efficiency, protecting the transmission system, and enhancing the driving experience.

[0140] Optionally, determining the intermediate shaft synchronous speed according to the output shaft speed and the target gear ratio includes:

[0141] Determine the intermediate shaft synchronous speed based on the third calculation formula;

[0142] Among them, the third calculation formula is:

[0143]

[0144] wherein, n syn is the intermediate shaft synchronous speed, n os is the output shaft speed, i tar is the target gear ratio, i spliter is the front auxiliary box gear ratio.

[0145] Specifically, as Figure 1 shown, the target gear ratio refers to the speed ratio between the input shaft (engine output shaft) and the output shaft in the target gear during the vehicle gear shifting process. It determines the magnification or reduction multiple of the engine output speed when it is transmitted to the output shaft after being shifted by the transmission in the target gear. The front auxiliary box is usually used to expand the gear range of the transmission. It is divided into a high-speed gear and a low-speed gear. As a pre-transmission, it is located before the main transmission and can provide additional gear ratio selection. The sensor 3 can include a speed sensor. The controller 1 can obtain the output shaft speed through the sensor 3, and query the target gear ratio and the front auxiliary box gear ratio in the target gear through the target gear information. Substituting the output shaft speed, the target gear ratio, and the front auxiliary box gear ratio into the third calculation formula, the intermediate shaft synchronous speed can be calculated.

[0146] Optionally, determining the target speed according to the intermediate shaft synchronous speed and the target intake time includes:

[0147] Determining the exhaust time of the intermediate shaft brake according to the target intake time;

[0148] Determining the target speed according to the intermediate shaft synchronous speed, the exhaust time, the intermediate shaft speed rate, the intermediate shaft natural deceleration rate, and the shift fork empty stroke elimination time.

[0149] Specifically, as Figure 1As shown in the figure, the target intake time and exhaust time of the countershaft brake can be calibrated through the transmission bench test. The cylinder of the countershaft brake is inflated by simulating different target intake times, and then the countershaft is braked. After the braking is completed, on the premise of ensuring the speed of air pressure release and the smoothness of the braking process, the exhaust valve is controlled to open, and the air pressure in the cylinder is released and timed until the air pressure in the cylinder returns to normal. The exhaust time of the countershaft brake at different target intake times is recorded, the calibration of the target intake time-exhaust time correspondence table is completed, and it is stored in the controller 1. When the controller 1 determines the target intake time of this speed synchronization control, the corresponding exhaust time is queried according to this target intake time, and then the target speed is determined according to the countershaft synchronous speed, exhaust time, the countershaft speed rate collected by the sensor 3, the natural deceleration rate of the countershaft, and the time for the shift fork to eliminate the dead travel. Among them, the natural deceleration rate of the countershaft can be calculated from multiple collected countershaft speed rates and the collection duration. The target speed obtained in this way comprehensively considers various influencing factors. By accurately calculating the target speed, the smoothness of target gear meshing and the vehicle comfort are effectively ensured.

[0150] Optionally, determining the target speed according to the countershaft synchronous speed, exhaust time, countershaft speed rate, natural deceleration rate of the countershaft, and time for the shift fork to eliminate the dead travel includes:

[0151] Based on the fourth calculation formula, determine the target speed:

[0152] Among them, the fourth calculation formula is:

[0153] n 1 =n syn +(ω 3 +ω 4 )·T 2 +ω 4 ·T 3

[0154] Among them, n 1 is the target speed, ω 3 is the countershaft speed rate, ω 4 is the natural deceleration rate of the countershaft, T 2 is the exhaust time, T 3 is the time for the shift fork to eliminate the dead travel.

[0155] Specifically, the target speed refers to the final speed that the intermediate shaft needs to reach during the gear shifting process to ensure smooth and efficient gear shifting; the intermediate shaft speed rate refers to the rate of change of the intermediate shaft speed over time, reflecting the dynamic change of the intermediate shaft speed; the natural deceleration rate of the intermediate shaft refers to the rate at which the intermediate shaft speed naturally decreases in the absence of external braking torque, mainly determined by the friction and resistance of the transmission system; the exhaust time refers to the length of time when the brake exhaust valve is opened to release the air pressure in the cylinder, thereby ending the braking process; the time for the shift fork to eliminate the dead travel refers to the time required for the shift fork to start moving until it completely eliminates the dead travel, and the dead travel refers to the ineffective travel of the shift fork during the gear shifting process.

[0156] Optionally, the intermediate shaft brake is controlled to brake the intermediate shaft by adopting the constant air pressure mode of the cylinder, so that the intermediate shaft reaches the target speed, including:

[0157] Open the intake valve of the intermediate shaft brake and close the exhaust valve;

[0158] When the opening time of the intake valve is the target intake time, close the intake valve and keep the exhaust valve closed to brake the intermediate shaft;

[0159] When the intermediate shaft speed is less than or equal to the target speed, open the exhaust valve to release the internal air pressure of the intermediate shaft brake, and the intermediate shaft brake stops braking the intermediate shaft.

[0160] Specifically, the controller 1 closes the exhaust valve while opening the intake valve of the intermediate shaft brake to build pressure in the cylinder of the intermediate shaft brake; when the opening time of the intake valve is greater than the target opening time of the intake valve, that is, when the intermediate shaft brake has built pressure and the friction plate of the intermediate shaft brake stably acts on the intermediate shaft, at this time, close the intake valve and keep the exhaust valve unchanged, and perform constant air pressure control on the brake cylinder to realize the braking process of the intermediate shaft; when the intermediate shaft speed is less than or equal to the intermediate shaft target speed, the intermediate shaft brake completes the braking process of the intermediate shaft, and releases the exhaust valve to exhaust the intermediate shaft brake. Such a setting can accurately control the intermediate shaft speed and ensure that the braking torque is not affected by factors such as air pressure.

[0161] On the basis of the above embodiments, Figure 6 It is a flowchart of another speed synchronization control method provided according to an embodiment of the present invention. Figure 6 The control method shown explains whether to open the intermediate shaft brake. As Figure 1 and Figure 6 shown, the speed synchronization control method includes the following steps:

[0162] S510. Obtain the dog tooth slip of the target gear.

[0163] Specifically, in a transmission, the dog teeth (the protruding parts on the inner drum of the synchronizer gear sleeve) are used to achieve synchronization during gear shifting. The dog tooth slip refers to the difference between the rotational speed of the dog teeth in the target gear and the actual rotational speed of the countershaft. The controller 1 can measure the rotational speed of the dog teeth in the target gear through a sensor 3 (such as a rotational speed sensor), and at the same time measure the rotational speed of the countershaft. The difference between the two is the dog tooth slip. For example, in the automatic transmission control system of a vehicle, an electromagnetic rotational speed sensor can be used to monitor the rotational speeds of the dog teeth and the countershaft in real time, and then the electronic control unit calculates the slip value.

[0164] S520. Brake the countershaft according to the dog tooth slip of the target gear.

[0165] Specifically, if the dog tooth slip is greater than the reasonable threshold range, it indicates that the rotational speed of the countershaft is too different from the requirements of the target gear, which may cause a large impact during gear shifting. At this time, it is necessary to brake the countershaft to reduce its rotational speed and make it closer to the synchronous rotational speed of the target gear.

[0166] In this embodiment, by obtaining the dog tooth slip of the target gear and then braking the countershaft according to the situation of the dog tooth slip, the efficiency and accuracy of rotational speed synchronization control are improved, and the unnecessary energy waste caused by ineffective braking of the countershaft is reduced.

[0167] Optionally, obtaining the dog tooth slip of the target gear includes:

[0168] Obtain the rotational speed of the countershaft, the rotational speed of the output shaft, the dog tooth speed ratio of the target gear, and the speed ratio of the rear auxiliary box;

[0169] Based on the fifth calculation formula, determine the dog tooth slip of the target gear;

[0170] Among them, the fifth calculation formula is:

[0171]

[0172] Among them, n dogclthslip is the dog tooth slip of the target gear, N layshaft is the rotational speed of the countershaft, i dogclt is the dog tooth speed ratio of the target gear, n os is the rotational speed of the output shaft, i range is the speed ratio of the rear auxiliary box.

[0173] Specifically, such as Figure 1As shown, the dog tooth slip of the target gear can also be determined according to the intermediate shaft speed, the dog tooth speed ratio of the target gear, the output shaft speed, and the rear auxiliary box speed ratio. The controller 1 can collect the intermediate shaft speed and the output shaft speed through the sensor 3, and query the dog tooth speed ratio and the rear auxiliary box speed ratio at the target gear based on the target gear, so as to accurately calculate the dog tooth slip of the target gear, improving the accuracy of activating the intermediate shaft brake to brake the intermediate shaft.

[0174] Optionally, Figure 7 is a schematic diagram of a dog tooth slip window provided by an embodiment of the present invention. Braking the intermediate shaft according to the dog tooth slip of the target gear includes:

[0175] Determine the dog tooth slip window according to the target gear and the oil temperature; wherein, the dog tooth slip window includes a positive slip window high threshold x1, a positive slip window low threshold x2, a negative slip window low threshold x3, and a negative slip window high threshold x4, and x1 > x2 > x3 > x4;

[0176] If the dog tooth slip of the target gear is not within the range of x1 to x2, or not within the range of x3 to x4, then obtain the target deceleration rate of the intermediate shaft and the target braking energy of the intermediate shaft brake.

[0177] Specifically, referring to Figure 1 and Figure 7 , the dog tooth slip window at different target gears is affected by the oil temperature. Therefore, the controller 1 can determine the dog tooth slip window at this time according to the target gear and the oil temperature collected by the sensor 3. The dog tooth slip window includes a positive slip window high threshold x1, a positive slip window low threshold x2, a negative slip window low threshold x3, and a negative slip window high threshold x4, and x1 > x2 > x3 > x4. Among them, the positive slip window high threshold x1 and the positive slip window low threshold x2 constitute the positive slip window x1 to x2, and the negative slip window low threshold x3 and the negative slip window high threshold x4 constitute the negative slip window x3 to x4. If the dog tooth slip is within the positive slip window x1 to x2 or the negative slip window x3 to x4, it indicates that the dog tooth slip is within the preset reasonable range, indicating that the rotation speed of the intermediate shaft is relatively close to the synchronization requirement of the target gear at this time. At this time, the intermediate shaft can not be braked, saving unnecessary energy waste; if the dog tooth slip is outside the positive slip window x1 to x2 or the negative slip window x3 to x4, that is, in the dead zone window, it indicates that the dog tooth slip exceeds the preset reasonable range, indicating that the rotation speed of the intermediate shaft is too fast or too slow relative to the requirement of the target gear, which may cause a large impact during shifting and have an adverse effect on the shifting quality. The intermediate shaft brake needs to brake the intermediate shaft to make it closer to the synchronization speed of the target gear and improve the shifting smoothness.

[0178] Based on the same inventive concept, Figure 8The following is a schematic structural diagram of a rotational speed synchronization control device provided by an embodiment of the present invention. As Figure 8 shown, the rotational speed synchronization control device includes: an acquisition module 610, a determination module 620, and a braking module 630;

[0179] The acquisition module 610 is configured to acquire a target deceleration rate of the intermediate shaft and a target braking energy of the intermediate shaft brake;

[0180] The determination module 620 is configured to determine a target intake time of the intermediate shaft brake according to the target deceleration rate and the target braking energy;

[0181] The braking module 630 is configured to control the intermediate shaft brake to brake the intermediate shaft according to the target intake time, so that the intermediate shaft reaches the target rotational speed.

[0182] The rotational speed synchronization control device provided by the embodiment of the present invention can execute the rotational speed synchronization control method provided by any embodiment of the present invention, and has corresponding functional modules and beneficial effects for executing the method.

[0183] Figure 9 The following shows a schematic structural diagram of a rotational speed synchronization control device 80 that can be used to implement the embodiments of the present invention. The rotational speed synchronization control device is intended to represent various forms of digital computers, such as, for example, laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The rotational speed synchronization control device can also represent various forms of mobile devices, such as, for example, personal digital processors, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0184] As Figure 9 shown, the rotational speed synchronization control device 80 includes at least one processor 81, and a memory communicatively connected to the at least one processor 81, such as a read-only memory (ROM) 82, a random access memory (RAM) 83, etc. Among them, the memory stores a computer program executable by the at least one processor. The processor 81 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 82 or the computer program loaded from the storage unit 88 into the random access memory (RAM) 83. In the RAM 83, various programs and data required for the operation of the rotational speed synchronization control device 80 can also be stored. The processor 81, the ROM 82, and the RAM 83 are connected to each other through a bus 84. The input / output (I / O) interface 85 is also connected to the bus 84.

[0185] Multiple components in the rotational speed synchronization control device 80 are connected to the I / O interface 85, including: an input unit 86, such as a keyboard, a mouse, etc.; an output unit 87, such as various types of displays, speakers, etc.; a storage unit 88, such as a magnetic disk, an optical disc, etc.; and a communication unit 89, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 89 allows the rotational speed synchronization control device 80 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0186] The processor 81 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 81 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The processor 81 executes the various methods and processes described above, such as the rotational speed synchronization method.

[0187] In some embodiments, the rotational speed synchronization method can be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as the storage unit 88. In some embodiments, part or all of the computer program can be loaded and / or installed onto the rotational speed synchronization control device 80 via the ROM 82 and / or the communication unit 89. When the computer program is loaded into the RAM 83 and executed by the processor 81, one or more steps of the rotational speed synchronization method described above can be executed. Alternatively, in other embodiments, the processor 81 can be configured to execute the rotational speed synchronization method in any other suitable manner (e.g., by means of firmware).

[0188] Various embodiments of the systems and technologies described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: being implemented in one or more computer programs, which can be executed and / or interpreted on a programmable system including at least one programmable processor, the programmable processor can be a special or general programmable processor, and can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit the data and instructions to the storage system, the at least one input device, and the at least one output device.

[0189] A computer program for implementing the method of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, a special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions / operations specified in the flowchart and / or block diagram to be implemented. The computer program may be executed entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on a remote machine or server.

[0190] In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium may be a machine-readable signal medium. More specific examples of the machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0191] In order to provide interaction with a user, the systems and techniques described herein may be implemented on a speed synchronization control device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the speed synchronization control device. Other kinds of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, speech input, or tactile input).

[0192] The systems and techniques described herein can be implemented in a computing system including backend components (e.g., as a data server), or a computing system including middleware components (e.g., an application server), or a computing system including frontend components (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described herein), or a computing system including any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected to each other by digital data communication in any form or medium (e.g., a communication network). Examples of communication networks include: local area network (LAN), wide area network (WAN), blockchain network, and the Internet.

[0193] A computing system can include a client and a server. The client and the server are generally remote from each other and typically interact through a communication network. The client-server relationship is created by computer programs running on respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or a cloud host, which is a host product in the cloud computing service system, solving the defects of difficult management and weak business scalability existing in traditional physical hosts and VPS services.

[0194] It should be understood that various forms of the processes shown above can be used, with steps reordered, added, or deleted. For example, the steps recited in the present invention can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved, and no limitation is imposed herein.

[0195] The above specific embodiments do not constitute a limitation on the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A speed synchronization control method, characterized in that: include: obtaining a target deceleration rate of the intermediate shaft and a target braking energy of the intermediate shaft brake; determining a target air intake time of the intermediate shaft brake according to the target deceleration rate and the target braking energy; The intermediate shaft brake is controlled to brake the intermediate shaft according to the target intake time so that the intermediate shaft reaches a target rotation speed.

2. The speed synchronization control method according to claim 1, characterized in that: Obtaining the target deceleration rate of the intermediate shaft and the target braking energy of the intermediate shaft brake, including: Determining the target deceleration rate according to the dog tooth slip and the hardware moment of inertia of the target gear; The target braking energy is determined according to the current gear position and the target gear position.

3. The speed synchronization control method according to claim 2, characterized in that: Determining the target braking energy according to the current gear position and the target gear position includes: Determining the target braking energy based on a first calculation formula; Wherein, the first calculation formula is: Wherein, E is the target braking energy, J tar is the hardware moment of inertia at the target gear, ω is the intermediate shaft rotation angular velocity at the target gear, J cur is the hardware moment of inertia in the current gear, and ω1 is the intermediate shaft rotation angular velocity in the current gear.

4. The speed synchronization control method according to claim 1, characterized in that: Determining a target air intake time of the intermediate shaft brake according to the target deceleration rate and the target braking energy includes: Determine a first sub-target intake time according to the target deceleration rate, deceleration rate compensation, oil temperature and intake air pressure; determining a second sub-target intake time according to the target braking energy, the oil temperature and the intake air pressure; Determining a weighted coefficient according to a speed change rate of the intermediate shaft and a vehicle speed change rate; The target intake time is determined according to the weighted coefficient, the first sub-target intake time and the second sub-target intake time.

5. The speed synchronization control method according to claim 4, characterized in that: Determining the target intake time according to the weighted coefficient, the first sub-target intake time and the second sub-target intake time includes: Determining the target intake time based on a second calculation formula; Wherein, the second calculation formula is: T1=(1-k)·t1+kt2 Among them, k is the weighted weight coefficient, T1 is the target intake time, t1 is the first sub-target intake time, and t2 is the second sub-target intake time.

6. The speed synchronization control method according to claim 4, characterized in that: The speed synchronization control method further includes: The next deceleration rate compensation is determined according to the air pressure value before the intermediate shaft brake intake valve is opened, the target intake time and the actual deceleration rate of the intermediate shaft.

7. The speed synchronization control method according to claim 1, characterized in that: Controlling the intermediate shaft brake to brake the intermediate shaft according to the target intake time so that the intermediate shaft reaches a target speed includes: Determine the synchronous speed of the intermediate shaft according to the output shaft speed and the target gear ratio; determining the target speed according to the intermediate shaft synchronous speed and the target intake time; The intermediate shaft brake is controlled by a cylinder constant pressure method to brake the intermediate shaft so that the intermediate shaft reaches the target rotation speed.

8. The speed synchronization control method according to claim 7, characterized in that: The synchronous speed of the intermediate shaft is determined according to the output shaft speed and the target gear ratio, including: Determining the synchronous speed of the intermediate shaft based on a third calculation formula; Wherein, the third calculation formula is: Among them, n syn is the synchronous speed of the intermediate shaft, n os is the output shaft speed, i tar is the target gear ratio, i spliter It is the speed ratio of the front auxiliary gearbox.

9. The speed synchronization control method according to claim 7, characterized in that: Determining the target speed according to the intermediate shaft synchronous speed and the target intake time includes: determining the exhaust time of the intermediate shaft brake according to the target intake time; The target speed is determined according to the intermediate shaft synchronous speed, the exhaust time, the intermediate shaft speed rate, the intermediate shaft natural speed reduction rate and the shift fork idle travel elimination time.

10. The speed synchronization control method according to claim 9, characterized in that: The target speed is determined according to the intermediate shaft synchronous speed, the exhaust time, the intermediate shaft speed rate, the intermediate shaft natural speed reduction rate and the shift fork idle travel elimination time, including: Based on the fourth calculation formula, the target speed is determined: Among them, the fourth calculation formula is: n1=n syn +(ω3+ω4)·T2+ω4·T3 Wherein, n1 is the target speed, ω3 is the intermediate shaft speed rate, ω4 is the intermediate shaft natural deceleration rate, T2 is the exhaust time, and T3 is the shift fork idle travel elimination time.

11. The speed synchronization control method according to claim 7, characterized in that: The method of controlling the intermediate shaft brake to brake the intermediate shaft by adopting a cylinder constant pressure method so that the intermediate shaft reaches the target speed includes: Opening the intake valve of the intermediate shaft brake and closing the exhaust valve; When the opening time of the intake valve reaches the target intake time, the intake valve is closed, and the exhaust valve is kept closed, so as to brake the intermediate shaft; When the intermediate shaft rotation speed is less than or equal to the target rotation speed, the exhaust valve is opened to release the internal air pressure of the intermediate shaft brake, and the intermediate shaft brake stops braking the intermediate shaft.

12. The speed synchronization control method according to claim 1, characterized in that: The speed synchronization control method further includes: Obtain the dog tooth slip of the target gear; The intermediate shaft is braked according to the dog tooth slip of the target gear.

13. The speed synchronization control method according to claim 12, characterized in that: Get the dog tooth slip of the target gear, including: Obtaining the intermediate shaft speed, the output shaft speed, the dog gear speed ratio of the target gear and the rear auxiliary box speed ratio; Determining the dog tooth slip of the target gear based on a fifth calculation formula; Among them, the fifth calculation formula is: Among them, n dogclthslip is the dog tooth slip of the target gear, n layshaft is the intermediate shaft speed, i dogclth is the dog gear ratio of the target gear, n os is the output shaft speed, i range is the speed ratio of the rear auxiliary box.

14. The speed synchronization control method according to claim 13, characterized in that: Braking the intermediate shaft according to the dog tooth slip of the target gear comprises: Determine the dog tooth slip window according to the target gear position and the oil temperature; wherein the dog tooth slip window includes a positive slip window high threshold x1, a positive slip window low threshold x2, a negative slip window low threshold x3 and a negative slip window high threshold x4, x1>x2>x3>x4; If the dog tooth slip of the target gear is not within the range of x1 to x2, or is not within the range of x3 to x4, the target deceleration rate of the intermediate shaft and the target braking energy of the intermediate shaft brake are obtained.

15. A speed synchronization control device, characterized in that: include: one or more processors; a storage device for storing one or more programs, When the one or more programs are executed by the one or more processors, the one or more processors implement the speed synchronization control method as described in any one of claims 1-14.

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