Control method and device for low-temperature clutch of electric drive gearbox of engineering machinery and storage medium

Abstract

The invention discloses a control method and device for a low-temperature clutch of an electric drive gearbox of engineering machinery and a storage medium, and belongs to the technical field of engineering machinery. The real-time given current of a starting gear clutch electromagnetic valve is controlled according to the pressure of the clutch pack; the real-time given current of a starting gear clutch electromagnetic valve is controlled according to the pressure of a clutch pack, and the real-time rotating speed of a driving motor is given according to the rotating speed of the output end of the clutch; performing low-temperature gear shifting in a static state: controlling the real-time given torque of a driving motor to be 0, and controlling the real-time given current combined with a clutch electromagnetic valve according to the pressure of a clutch pack; and low-temperature gear shifting is conducted in the running state, specifically, real-time torque of a driving motor is given according to clutch pack pressure control in combination with real-time given current of a clutch electromagnetic valve and based on the rotating speed difference of the input end and the output end of a clutch, and the smoothness of the starting and gear shifting process is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of engineering machinery, and in particular relates to a control method, a device and a storage medium for a low-temperature clutch of an electric drive transmission of an engineering machinery. Background Art

[0002] With the increasing demand for energy conservation and emission reduction in the construction machinery market, electric-driven fully automatic transmissions have been developed to meet this demand. These transmissions utilize a wet clutch to achieve power-free control. Considering the overall machine requirements, an electric oil pump is used to provide the pressure and lubrication flow required for the fully automatic transmission.

[0003] Construction machinery's wet clutches experience a dramatic increase in oil viscosity at low temperatures (at -30°C, viscosity can reach over 10 times that of room temperature). This leads to prolonged pressure buildup (50%-80%), increased shift shock (peak shock >2000N·m), low transmission efficiency, and even power outages. Addressing clutch response lag and shift shock in low-temperature environments, as well as achieving optimal control of wet clutches in electric transmissions at low temperatures, remain pressing technical challenges.

[0004] Most existing technologies use single temperature or pressure compensation, relying only on oil temperature correction, without integrating multiple source parameters such as motor winding temperature and ambient temperature, resulting in large errors in low-temperature pressure buildup time; the clutch phased control fails to achieve real-time matching of motor torque and clutch pressure, resulting in significant gear shifting delays and even possible power interruption, which cannot meet the stable operation requirements of construction machinery; under low-temperature conditions, traditional preheating relies on the engine or independent heater, with a high energy consumption ratio, which is not conducive to the energy distribution of the electric drive machine. Summary of the Invention

[0005] The purpose of the present invention is to overcome the shortcomings of the prior art and provide a low-temperature clutch control method, device and storage medium for an electric drive transmission of engineering machinery. The operating conditions are subdivided according to the status of the entire machine, and different collaborative control strategies are adopted for different operating conditions. On the basis of fully protecting the life of the wet clutch, the smoothness of the transmission starting and shifting is guaranteed.

[0006] To achieve the above object, the present invention is implemented by adopting the following technical solutions:

[0007] In a first aspect, the present invention provides a method for controlling a low-temperature clutch of an electric drive transmission of an engineering machinery, comprising:

[0008] Obtaining the vehicle's real-time operating condition-related status signal, and determining the current operating condition of the electric drive transmission based on the real-time operating condition-related status signal;

[0009] When entering low temperature start control in wet clutch stationary state:

[0010] Controlling the real-time given speed of the drive motor to 0, and controlling the real-time given current of the clutch solenoid valve in the starting gear according to a preset solenoid valve current curve, wherein the solenoid valve current curve has characteristic points representing turning points of the clutch solenoid valve given current, and different characteristic points correspond to states where the clutch pack pressure reaches different preset values;

[0011] When entering low temperature start control in wet clutch driving state:

[0012] Control the real-time given current of the starting gear clutch solenoid valve according to the preset solenoid valve current curve, and give the real-time speed of the drive motor according to the speed of the clutch output end;

[0013] When entering low temperature shift control with wet clutch at rest:

[0014] Control the real-time given torque of the drive motor to be 0, and control the real-time given current of the clutch solenoid valve according to the preset solenoid valve current curve;

[0015] When entering low temperature shift control in wet clutch driving state:

[0016] The real-time given current of the clutch solenoid valve is controlled according to the preset solenoid valve current curve, and the real-time torque of the drive motor is given based on the speed difference between the input and output ends of the clutch.

[0017] Optionally, obtaining a real-time working condition-related status signal of the entire vehicle and determining a current working condition of the electric drive transmission according to the real-time working condition-related status signal includes:

[0018] Collect real-time transmission oil temperature signal, output speed signal and real-time handle gear position signal respectively;

[0019] The current control state of the electric drive transmission is determined based on the real-time transmission oil temperature signal and the real-time handle gear position signal, and the current working condition of the electric drive transmission is obtained in combination with the real-time transmission output speed signal.

[0020] Optionally, determining the current control state of the electric drive transmission according to the real-time transmission oil temperature signal and the real-time handle gear position signal, and obtaining the current working condition of the electric drive transmission in combination with the real-time transmission output speed signal, includes:

[0021] When the current transmission oil temperature is greater than the preset transmission temperature minimum threshold, the transmission is judged to be in a normal temperature control state; when the current transmission oil temperature is less than the preset transmission temperature minimum threshold, the transmission is judged to be in a low temperature control state;

[0022] When the current handle gear is in the starting gear, the transmission is judged to be in the starting condition; when the current handle gear is in the switching state, the transmission is judged to be in the shifting condition;

[0023] When the current vehicle speed is less than the preset speed threshold, the vehicle is judged to be stationary; when the current vehicle speed is not less than the speed threshold, the vehicle is judged to be in a moving state;

[0024] The current working condition of the transmission is determined by combining the transmission oil temperature, handle gear position and vehicle speed information.

[0025] Optionally, when entering low-temperature starting control with the wet clutch in a stationary state, the following coordinated control steps are performed on the wet clutch and the drive motor:

[0026] Control the solenoid valve corresponding to the starting gear clutch pack to increase the given current to the maximum value. When the starting gear clutch pack pressure is greater than the preset fast charging stage pressure threshold, reduce the starting gear clutch pack solenoid valve given current to the preset Point demand current;

[0027] Adopt incremental Control pair The starting gear clutch pack solenoid valve is controlled by the given current to maintain the starting gear clutch pack pressure at the preset Stage pressure threshold, the increment The control calculation formula is as follows:

[0028] ,

[0029] ,

[0030] in, Indicates the combined solenoid valve current, is the proportionality coefficient, is the integration coefficient, For the Deviation value of clutch pack pressure at time, For the Deviation value of clutch pack pressure at time, For the Clutch pack pressure at the moment, For the Clutch pack pressure at the moment;

[0031] Increase the starting gear clutch pack solenoid valve given current to the maximum value;

[0032] In the process of controlling the starting gear clutch pack solenoid valve to set the current, the synchronous control drive motor is in the speed control mode and the real-time speed is set to 0.

[0033] Optionally, when entering the low-temperature start control in the wet clutch driving state, the following coordinated control steps are performed on the wet clutch and the drive motor:

[0034] Control the solenoid valve corresponding to the starting gear clutch pack to increase the given current to the maximum value. When the starting gear clutch pack pressure is greater than the preset fast charging stage pressure threshold, reduce the starting gear clutch pack solenoid valve given current to the preset Point demand current;

[0035] Adopt incremental Control pair The starting gear clutch pack solenoid valve is controlled by the given current to maintain the starting gear clutch pack pressure at the preset stage pressure threshold;

[0036] Increase the starting gear clutch pack solenoid valve given current to the maximum value;

[0037] In the process of controlling the given current of the solenoid valve of the clutch pack, the synchronous control drive motor is in the speed control mode, and the real-time speed of the drive motor is given according to the output speed of the rear end of the clutch. The calculation formula is as follows:

[0038] ,

[0039] in, To set the speed in real time, is the starting gear ratio, Output speed for the gearbox in real time.

[0040] Optionally, when entering low-temperature shift control in a wet clutch stationary state, the following coordinated control steps are performed on the wet clutch and the drive motor:

[0041] Control the solenoid valve corresponding to the disengaged clutch to reduce the given current to 0, and control the solenoid valve corresponding to the current engaged clutch to increase the given current to the maximum value. When the current engaged clutch pressure is greater than the preset fast charging stage pressure threshold, reduce the solenoid valve given current of the engaged clutch to the preset Point demand current;

[0042] Adopt incremental Control pair The clutch pack solenoid valve is controlled by the given current in the stage, and the current clutch pack pressure is maintained at the preset stage pressure threshold;

[0043] Increase the given current of the clutch pack solenoid valve to the maximum value;

[0044] In the process of controlling the given current of the solenoid valve of the clutch pack, the synchronous control drive motor is in the torque control mode and the given real-time torque is 0.

[0045] Optionally, when entering the low-temperature shift control in the wet clutch driving state, the following coordinated control steps are performed on the wet clutch and the drive motor: the given current of the solenoid valve corresponding to the disengaged clutch is controlled to be reduced to 0, and the given current of the solenoid valve corresponding to the current engaged clutch package is controlled to be increased to the maximum value; when the current engaged clutch package pressure is greater than the preset fast charging stage pressure threshold, the given current of the solenoid valve of the engaged clutch package is reduced to the preset Point demand current;

[0046] Adopt incremental Control pair The clutch pack solenoid valve is controlled by the given current in the stage, and the current clutch pack pressure is maintained at the preset stage pressure threshold;

[0047] Increase the given current of the clutch pack solenoid valve to the maximum value;

[0048] In the process of controlling the given current of the solenoid valve of the clutch, the drive motor is synchronously controlled to be in the torque control mode, and the real-time torque given value of the drive motor is first reduced to less than the preset speed difference threshold according to the speed difference between the front and rear ends of the clutch. After the speed is synchronized, the real-time torque given value of the drive motor is increased according to the motor torque value at the time of speed synchronization. The calculation formula is as follows:

[0049] ,

[0050] in, To disengage the gear ratio, To combine the gear ratio, is the real-time torque given by the drive motor when the gearbox speed is synchronized, Real-time torque of the drive motor before shifting the transmission.

[0051] Optionally, the control method further includes: when the transmission is in a low-temperature control state, increasing the current speed of the electric oil pump to a preset maximum speed, and stopping heat dissipation until the current transmission oil temperature of the transmission is greater than a preset maximum transmission temperature threshold.

[0052] In a second aspect, the present invention provides a low-temperature clutch control device for an electric drive transmission of an engineering machinery, comprising:

[0053] Real-time working condition judgment module: used to obtain the real-time working condition related status signal of the whole vehicle, and judge the current working condition of the electric drive transmission based on the real-time working condition related status signal;

[0054] Low-temperature start control module at standstill: used to control the drive motor to enter a speed control mode with a real-time set speed of 0, and to control the real-time set current of the clutch solenoid valve in the starting gear according to a preset solenoid valve current curve. The solenoid valve current curve has characteristic points that represent the turning point of the clutch solenoid valve set current. Different characteristic points correspond to states where the clutch pack pressure reaches different preset values.

[0055] Low-temperature starting control module in driving state: used to control the real-time set current of the starting gear clutch solenoid valve according to the preset solenoid valve current curve, and set the real-time speed of the drive motor according to the speed of the clutch output end, so as to control the drive motor to enter the speed control mode;

[0056] Low-temperature shift control module in stationary state: used to control the drive motor to enter the torque control mode with the real-time given torque being 0, and control the real-time given current of the clutch solenoid valve according to the preset solenoid valve current curve;

[0057] Low-temperature shift control module in driving state: used to control the real-time given current of the clutch solenoid valve according to the preset solenoid valve current curve, and give the real-time torque of the drive motor based on the speed difference between the input and output ends of the clutch, and control the drive motor to enter the torque control mode.

[0058] In a third aspect, the present invention provides a computer storage medium having a computer program stored thereon. When the computer program is executed by a processor, the low-temperature clutch control method of an electric drive transmission of an engineering machinery as described in any one of the first aspects is implemented.

[0059] Compared with the prior art, the present invention achieves the following beneficial effects: operating conditions are subdivided according to the state of the entire machine, and different coordinated control strategies are adopted for different operating conditions. The drive motor speed, drive motor torque, and wet clutch solenoid valve current are coordinated to achieve faster and smoother starting or shifting control of the entire machine under low-temperature conditions while fully protecting the life of the wet clutch. In starting conditions, the present invention distinguishes between stationary and driving conditions, and coordinately controls the real-time speed of the drive motor and the engagement current of the starting gear clutch under different conditions. That is, the entire engagement process is controlled in real time based on the threshold pressure. This achieves fast starting while avoiding speed jumps during the engagement process, making the process smoother. In shifting conditions, the present invention distinguishes between stationary and driving conditions, and coordinately controls the real-time torque of the drive motor, the set current for disengaging the clutch, and the set current for engaging the clutch under different conditions. That is, the entire engagement process is controlled based on the threshold pressure and the real-time speed difference. This allows the clutch to quickly build pressure and synchronize the speeds of the front and rear ends of the clutch without power interruption during the shifting process, thereby improving the smoothness of the shifting process. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1The figure is a flow chart of a method for controlling a low-temperature clutch of an electric drive transmission of an engineering machinery in one embodiment of the present invention;

[0061] Figure 2 The figure shows a block diagram of a control system for a wet clutch power shift transmission of an engineering machinery in one embodiment of the present invention;

[0062] Figure 3 Shown is a schematic diagram of hardware connections of an electrically driven wet clutch power shift transmission control system in one embodiment of the present invention;

[0063] Figure 4 Shown is a control flow chart of a low-temperature clutch starting condition of a drive transmission in one embodiment of the present invention;

[0064] Figure 5 Shown is a timing diagram of the control of the low-temperature clutch of the electric drive transmission in the starting and stationary working condition in one embodiment of the present invention;

[0065] Figure 6 Shown is a timing chart of the control of the low-temperature clutch starting driving condition of an electric drive transmission in one embodiment of the present invention;

[0066] Figure 7 The figure shows a control flow chart of low-temperature clutch shifting condition of an electric drive transmission in one embodiment of the present invention;

[0067] Figure 8 Shown is a timing diagram of low-temperature clutch shifting control in a stationary state of an electric drive transmission in one embodiment of the present invention;

[0068] Figure 9 Shown is a timing diagram of low-temperature clutch shifting driving condition control of an electric drive transmission in an embodiment of the present invention. DETAILED DESCRIPTION

[0069] The present invention will be further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and are not intended to limit the scope of protection of the present invention.

[0070] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, features defined as "first", "second", etc. may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0071] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0072] Example 1

[0073] like Figure 2 As shown, this embodiment provides a low-temperature clutch control system for an electric-drive transmission in construction machinery, which coordinates the control of the drive motor and wet clutch in an electric-drive fully automatic transmission. The low-temperature clutch control system comprises a transmission control unit (TCU), a drive motor control unit (MCU), an electric oil pump control unit (EOP), a vehicle control unit (VCU), a transmission cooling fan, a power battery, a shift handle, an output speed sensor, a pressure sensor, and a temperature sensor. The MCU, EOP, and transmission cooling fan are connected to the power battery via a high-voltage wiring harness, while the shift handle is directly connected to the TCU. Sensor signals collected by the output speed sensor, pressure sensor, and temperature sensor that detect the transmission status are directly transmitted to the TCU. Information exchange between the TCU, MCU, EOP, cooling fan, and VCU is accomplished via the CAN bus, enabling the status of each component to be controlled via the bus.

[0074] The transmission control unit TCU receives information from the shift handle to determine whether the transmission is in the starting or shifting state; it receives information from the output speed sensor to calculate the vehicle speed and determine whether the speed threshold is triggered. ; Receive pressure sensor information to detect the wet clutch engagement state and determine whether to trigger the fast charging stage pressure threshold 、 Stage pressure threshold ; Receive temperature sensor information to detect the temperature status of the gearbox body and the environment, and determine whether the gearbox transmission oil temperature threshold is triggered , Ambient temperature threshold ;TCU collects the actual output torque of the drive motor through the bus and determines whether the torque threshold is triggered The transmission collects internal speed data to determine the actual operating status of the wet clutch during engagement. The transmission oil is cooled by a cooling fan. The EOP provides a pressurized oil source within the transmission, enabling the wet clutch to engage and thus transmit power.

[0075] The hardware connection diagram of the electric drive transmission low temperature clutch cooperative control system is as follows Figure 3 As shown, the TCU collects relevant signals from the shift handle, speed sensor, pressure sensor, and temperature sensor for comprehensive judgment. After calculation, the TCU directly controls the solenoid valve of the wet clutch inside the power shift transmission through the wiring harness, and gives different current curves to achieve the exchange of wet clutch shift torque; the drive motor is directly connected to the power shift transmission. The TCU sends speed or torque requirements to the MCU through the CAN bus according to the starting or shifting requirements. The MCU changes the corresponding drive current, thereby changing the input speed or torque of the power shift transmission; the transmission provides a pressure oil source through the EOP to provide pressure to the wet clutch and lubricate components such as the power shift transmission bearings; the transmission output shaft is directly connected to the vehicle's drive shaft or drive axle to drive the wheels and tires, etc. The cooling fan ensures that the operating temperature of the transmission is within a reasonable range.

[0076] The automatic transmission shift clutch engagement logic in this embodiment is shown in Table 1. The transmission is combined into three forward gears and three reverse gears through three clutch packs, without a directional clutch, and the forward or reverse movement of the entire machine is achieved by changing the rotation direction of the drive motor.

[0077] Table 1 A transmission shift logic table

[0078] C1 C2 C3 F1 √ F2 √ F3 √ R1 √ R2 √ R3 √

[0079] The control process of the low-temperature clutch control method for realizing the low-temperature clutch of the electric drive transmission of the engineering machinery by the low-temperature clutch control system is as follows: Figure 1 As shown in the figure, based on the characteristics of gearbox power transmission, the specific control strategy of the electric oil pump is designed. The specific steps are as follows:

[0080] S1: First, each control unit is powered on for self-test. If there is no shutdown fault, proceed to the next step. After the whole machine is powered on with high voltage (after the whole machine is powered on with high voltage, the vehicle control unit VCU will feedback signal), the TCU makes a comprehensive judgment based on the collected handle gear information, transmission speed information, pressure information, and temperature information, and executes the next operation.

[0081] S2: If the current temperature of the transmission oil Greater than the minimum transmission temperature threshold , the gearbox is considered to be in normal temperature control mode, otherwise it enters low temperature control state; in low temperature control state, it is necessary to increase the current speed of the electric oil pump EOP to the maximum value ; Temporarily turn off the cooling fan to allow the transmission oil to heat up. When the current temperature of the transmission oil is Greater than the maximum transmission temperature threshold or the current temperature of the environment Greater than the ambient temperature threshold Then consider turning on the cooling fan to dissipate the heat of the transmission oil.

[0082] S3: Based on the gear information monitored by the transmission, the TCU determines that if the transmission is performing a starting condition, the TCU performs a starting control in low-temperature mode; if the transmission is performing a shifting condition, the TCU performs a shifting control in low-temperature mode; otherwise, the TCU performs a return control.

[0083] The control flow of the clutch cooperative control subroutine for the low-temperature starting condition of the electric drive transmission in this embodiment is as follows: Figure 4 The specific steps are as follows:

[0084] S31: After entering the low temperature start control program, detect the speed sensor and other related information. If the current speed Less than the speed threshold , it enters the wet clutch static state start control, otherwise it enters the wet clutch driving state start control.

[0085] S311: The timing diagram of the coordinated control of starting in the stationary state of the wet clutch is as follows Figure 5 shown.

[0086] When the whole machine is in a stationary state, the drive motor is controlled to enter the speed control mode and the real-time speed is given. ; At the same time, the solenoid valve corresponding to the starting gear clutch is controlled to be in the fully open state (combined with the given current of the solenoid valve ), on the basis of ensuring overcoming the viscosity of the transmission oil, quickly establish the corresponding clutch pack pressure; detect the clutch pack pressure, the current combined clutch pack pressure Slowly reduce the clutch pack current until the preset Point demand current , to prevent the clutch from quickly engaging and impacting, which will affect the life of the clutch; Phased adoption increments Control, combined with the given solenoid valve current, can accurately control the clutch pack pressure to maintain A certain period of time can ensure that the pressure in the slow combination process is stable.

[0087] Increment The controls are as follows:

[0088] ,

[0089] in, Indicates the combined solenoid valve current, is the proportionality coefficient, is the integration coefficient, is the deviation value of the kth pressure, For the The clutch pack pressure deviation value, For the clutch pack pressure, For the clutch pack pressure.

[0090] Clutch pack pressure is maintained at After a certain period of time, quickly increase the clutch pack current to the maximum value , completing a quick and stable start when the entire machine is stationary.

[0091] S312: The timing diagram of the cooperative control of starting in the wet clutch driving state is as follows Figure 6 shown.

[0092] When the machine is in driving state, in order to ensure the rapid pressure build-up of the starting gear clutch, keep the corresponding solenoid valve in the fully open state, and the current clutch pressure , slowly reduce the corresponding current to In this stage, the incremental Control, clutch pack pressure is maintained at After a certain period of time, quickly increase the clutch pack current to the maximum value This process ensures rapid pressure buildup while achieving rapid clutch engagement. At the same time, the drive motor is controlled to enter speed control mode. To ensure the speed difference between the front and rear ends of the clutch in the starting gear, the real-time speed of the drive motor is given according to the output speed of the rear end of the clutch. The corresponding given speed is as follows:

[0093] ,

[0094] in, is the starting gear ratio, Output speed for the gearbox in real time.

[0095] By controlling the real-time speed of the drive motor, the speed difference between the front and rear ends of the starting clutch is eliminated, so that there is no speed jump during the engagement process, and the engagement process is smoother.

[0096] The control flow of the clutch cooperative control subroutine for the low temperature shifting condition of the electric drive transmission of the present invention is as follows: Figure 7 The specific steps are as follows:

[0097] S32: After entering the low temperature shift control program, detect the speed sensor and other related information. If the current speed Less than the speed threshold When the gear is shifted, the wet clutch enters the stationary state. Otherwise, the wet clutch enters the driving state.

[0098] S321: The wet clutch shift coordination control timing diagram is as follows: Figure 8 shown.

[0099] When the whole machine is in a stationary state, the drive motor is controlled to enter the torque control mode and the real-time torque is given. At the same time, the current of the solenoid valve corresponding to the clutch is controlled to drop quickly to the closed state, and the solenoid valve corresponding to the clutch is controlled to be in the fully open state (combined with the given current of the solenoid valve ), current engaged clutch pack pressure When the clutch solenoid valve is engaged, slowly reduce the current to In this stage, the incremental Control, clutch pack pressure maintained at After a certain period of time, quickly increase the clutch pack current to the maximum value This process ensures rapid pressure buildup while achieving rapid clutch engagement, completing fast and stable gear shifting when the entire machine is stationary.

[0100] S322: The gear shift coordination control timing diagram in wet clutch driving state is as follows: Figure 9 shown.

[0101] When the whole machine is in the driving state, in order to ensure the rapid pressure building of the clutch, it is necessary to first control the current of the solenoid valve corresponding to the disengaging clutch to drop quickly to a certain current and then maintain it, to ensure that the disengaging clutch has a certain pressure to prevent power interruption. Subsequently, as the speed difference between the front and rear ends of the clutch gradually decreases to a certain level, the solenoid valve of the disengaging clutch is directly closed; at the same time, the solenoid valve corresponding to the clutch is controlled to be in a fully open state. The current clutch pressure When the clutch solenoid valve is engaged, slowly reduce the current to In this stage, the incremental Control, clutch pack pressure is maintained at After a certain period of time, quickly increase the clutch pack current to the maximum value This process ensures rapid pressure buildup while achieving rapid clutch engagement; at the same time, the drive motor is controlled to enter torque control mode. To ensure synchronization of the speeds of the front and rear ends of the clutch during the shifting process, the real-time torque of the drive motor is first reduced according to the speed difference between the front and rear ends of the clutch, and then the speed difference is reduced until it is less than the speed difference threshold. After that, the real-time torque of the drive motor is increased to ensure the power of the whole machine. The given value of the drive motor torque after speed synchronization is as follows:

[0102] ,

[0103] in, To disengage the gear ratio, To combine the gear ratio, is the real-time torque given by the drive motor when the gearbox speed is synchronized, Real-time torque of the drive motor before shifting the transmission.

[0104] Through the coordinated control of the real-time torque of the drive motor and the current pressure of the clutch pack, gear shifting can be carried out in a timely manner without power interruption, so that the clutch pressure can be quickly built up, the front and rear end speeds can be quickly synchronized during the gear shifting process, and the smoothness of the gear shifting process can be improved.

[0105] Example 2

[0106] This embodiment provides a low-temperature clutch control device for an electric drive transmission of an engineering machinery, comprising:

[0107] Real-time working condition judgment module: used to obtain the real-time working condition related status signal of the whole vehicle, and judge the current working condition of the electric drive transmission based on the real-time working condition related status signal;

[0108] Low-temperature start control module at standstill: used to control the drive motor to enter a speed control mode with a real-time set speed of 0, and to control the real-time set current of the clutch solenoid valve in the starting gear according to a preset solenoid valve current curve. The solenoid valve current curve has characteristic points that represent the turning point of the clutch solenoid valve set current. Different characteristic points correspond to states where the clutch pack pressure reaches different preset values.

[0109] Low-temperature starting control module in driving state: used to control the real-time set current of the starting gear clutch solenoid valve according to the preset solenoid valve current curve, and set the real-time speed of the drive motor according to the speed of the clutch output end, so as to control the drive motor to enter the speed control mode;

[0110] Low-temperature shift control module in stationary state: used to control the drive motor to enter the torque control mode with the real-time given torque being 0, and control the real-time given current of the clutch solenoid valve according to the preset solenoid valve current curve;

[0111] Low-temperature shift control module in driving state: used to control the real-time given current of the clutch solenoid valve according to the preset solenoid valve current curve, and give the real-time torque of the drive motor based on the speed difference between the input and output ends of the clutch, and control the drive motor to enter the torque control mode.

[0112] Example 3

[0113] This embodiment provides a computer storage medium having a computer program stored thereon. When the computer program is executed by a processor, the method for controlling a low-temperature clutch of an electric drive transmission of an engineering machinery as described in any step of Example 1 is implemented.

[0114] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present application may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0115] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0116] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0117] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0118] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the purpose of the present invention and the claims, which are all protected by the present invention.

Claims

1. A low-temperature clutch control method for an electric drive transmission of an engineering machinery, characterized in that: include: Obtaining the vehicle's real-time operating condition-related status signal, and determining the current operating condition of the electric drive transmission based on the real-time operating condition-related status signal; When entering low temperature start control in wet clutch stationary state: Controlling the real-time given speed of the drive motor to 0, and controlling the real-time given current of the clutch solenoid valve in the starting gear according to a preset solenoid valve current curve, wherein the solenoid valve current curve has characteristic points representing turning points of the clutch solenoid valve given current, and different characteristic points correspond to states where the clutch pack pressure reaches different preset values; When entering low temperature start control in wet clutch driving state: Control the real-time given current of the starting gear clutch solenoid valve according to the preset solenoid valve current curve, and give the real-time speed of the drive motor according to the speed of the clutch output end; When entering low temperature shift control with wet clutch at rest: Control the real-time given torque of the drive motor to be 0, and control the real-time given current of the clutch solenoid valve according to the preset solenoid valve current curve; When entering low temperature shift control in wet clutch driving state: The real-time given current of the clutch solenoid valve is controlled according to the preset solenoid valve current curve, and the real-time torque of the drive motor is given based on the speed difference between the input and output ends of the clutch.

2. The low-temperature clutch control method for an electric drive transmission of an engineering machinery according to claim 1, characterized in that: The obtaining of the real-time working condition-related status signal of the vehicle and determining the current working condition of the electric drive transmission according to the real-time working condition-related status signal include: Collect real-time transmission oil temperature signal, output speed signal and real-time handle gear position signal respectively; The current control state of the electric drive transmission is determined based on the real-time transmission oil temperature signal and the real-time handle gear position signal, and the current working condition of the electric drive transmission is obtained in combination with the real-time transmission output speed signal.

3. The low-temperature clutch control method of an electric drive transmission for engineering machinery according to claim 1, characterized in that: The method of determining the current control state of the electric drive transmission according to the real-time transmission oil temperature signal and the real-time handle gear position signal, and obtaining the current working condition of the electric drive transmission in combination with the real-time transmission output speed signal, includes: When the current transmission oil temperature is greater than the preset transmission temperature minimum threshold, the transmission is judged to be in a normal temperature control state; when the current transmission oil temperature is less than the preset transmission temperature minimum threshold, the transmission is judged to be in a low temperature control state; When the current handle gear is in the starting gear, the transmission is judged to be in the starting condition; when the current handle gear is in the switching state, the transmission is judged to be in the shifting condition; When the current vehicle speed is less than the preset speed threshold, the vehicle is judged to be stationary; when the current vehicle speed is not less than the speed threshold, the vehicle is judged to be in a moving state; The current working condition of the transmission is determined by combining the transmission oil temperature, handle gear position and vehicle speed information.

4. The low-temperature clutch control method for an electric drive transmission of an engineering machinery according to claim 1, characterized in that: When entering low-temperature starting control in the wet clutch stationary state, the following coordinated control steps are performed on the wet clutch and the drive motor: Control the solenoid valve corresponding to the starting gear clutch pack to increase the given current to the maximum value. When the starting gear clutch pack pressure is greater than the preset fast charging stage pressure threshold, reduce the starting gear clutch pack solenoid valve given current to the preset Point demand current; Adopt incremental Control pair The starting gear clutch pack solenoid valve is controlled by the given current to maintain the starting gear clutch pack pressure at the preset Stage pressure threshold, the increment The control calculation formula is as follows: ， ， in, Indicates the combined solenoid valve current, is the proportionality coefficient, is the integration coefficient, For the Deviation value of clutch pack pressure at time, For the Deviation value of clutch pack pressure at time, For the Clutch pack pressure at the moment, For the Clutch pack pressure at the moment; Increase the starting gear clutch pack solenoid valve given current to the maximum value; In the process of controlling the starting gear clutch pack solenoid valve to set the current, the synchronous control drive motor is in the speed control mode and the real-time speed is set to 0.

5. The low-temperature clutch control method for an electric drive transmission of an engineering machinery according to claim 1, characterized in that: When entering the low-temperature start control state in the wet clutch driving state, the following coordinated control steps are performed on the wet clutch and the drive motor: Control the solenoid valve corresponding to the starting gear clutch pack to increase the given current to the maximum value. When the starting gear clutch pack pressure is greater than the preset fast charging stage pressure threshold, reduce the starting gear clutch pack solenoid valve given current to the preset Point demand current; Adopt incremental Control pair The starting gear clutch pack solenoid valve is controlled by the given current to maintain the starting gear clutch pack pressure at the preset stage pressure threshold; Increase the starting gear clutch pack solenoid valve given current to the maximum value; In the process of controlling the given current of the solenoid valve of the clutch pack, the synchronous control drive motor is in the speed control mode, and the real-time speed of the drive motor is given according to the output speed of the rear end of the clutch. The calculation formula is as follows: ， in, To set the speed in real time, is the starting gear ratio, Output speed for the gearbox in real time.

6. The low-temperature clutch control method for an electric drive transmission of an engineering machinery according to claim 1, characterized in that: When entering low-temperature shift control in the wet clutch stationary state, the following coordinated control steps are performed on the wet clutch and the drive motor: Control the solenoid valve corresponding to the disengaged clutch to reduce the given current to 0, and control the solenoid valve corresponding to the current engaged clutch to increase the given current to the maximum value. When the current engaged clutch pressure is greater than the preset fast charging stage pressure threshold, reduce the solenoid valve given current of the engaged clutch to the preset Point demand current; Adopt incremental Control pair The starting gear clutch pack solenoid valve is controlled by the given current to maintain the starting gear clutch pack pressure at the preset stage pressure threshold; Increase the given current of the clutch pack solenoid valve to the maximum value; In the process of controlling the given current of the solenoid valve of the clutch pack, the synchronous control drive motor is in the torque control mode and the given real-time torque is 0.

7. The low-temperature clutch control method for an electric drive transmission of an engineering machinery according to claim 1, characterized in that: When entering the low temperature shift control in the wet clutch driving state, the following coordinated control steps are performed on the wet clutch and the drive motor: the given current of the solenoid valve corresponding to the disengaged clutch is controlled to be reduced to 0, and the given current of the solenoid valve corresponding to the current engaged clutch package is controlled to be increased to the maximum value; when the current engaged clutch package pressure is greater than the preset fast charging stage pressure threshold, the given current of the solenoid valve of the engaged clutch package is reduced to the preset Point demand current; Adopt incremental Control pair The starting gear clutch pack solenoid valve is controlled by the given current to maintain the starting gear clutch pack pressure at the preset stage pressure threshold; Increase the given current of the clutch pack solenoid valve to the maximum value; In the process of controlling the given current of the solenoid valve of the clutch, the drive motor is synchronously controlled to be in the torque control mode, and the real-time torque given value of the drive motor is first reduced to less than the preset speed difference threshold according to the speed difference between the front and rear ends of the clutch. After the speed is synchronized, the real-time torque given value of the drive motor is increased according to the motor torque value at the time of speed synchronization. The calculation formula is as follows: ， in, To disengage the gear ratio, To combine the gear ratio, is the real-time torque given by the drive motor when the gearbox speed is synchronized, Real-time torque of the drive motor before shifting the transmission.

8. The low-temperature clutch control method for an electric drive transmission of an engineering machinery according to claim 3, characterized in that: Also includes: When the transmission is in a low-temperature control state, the current speed of the electric oil pump is increased to a preset maximum speed, and heat dissipation is stopped until the current transmission oil temperature is greater than the preset maximum transmission temperature threshold.

9. A low-temperature clutch control device for an electric drive transmission of an engineering machinery, characterized in that: include: Real-time working condition judgment module: used to obtain the real-time working condition related status signal of the whole vehicle, and judge the current working condition of the electric drive transmission based on the real-time working condition related status signal; Low-temperature start control module at standstill: used to control the drive motor to enter a speed control mode with a real-time set speed of 0, and to control the real-time set current of the clutch solenoid valve in the starting gear according to a preset solenoid valve current curve. The solenoid valve current curve has characteristic points that represent the turning point of the clutch solenoid valve set current. Different characteristic points correspond to states where the clutch pack pressure reaches different preset values. Low-temperature starting control module in driving state: used to control the real-time set current of the starting gear clutch solenoid valve according to the preset solenoid valve current curve, and set the real-time speed of the drive motor according to the speed of the clutch output end, so as to control the drive motor to enter the speed control mode; Low-temperature shift control module in stationary state: used to control the drive motor to enter the torque control mode with the real-time given torque being 0, and control the real-time given current of the clutch solenoid valve according to the preset solenoid valve current curve; Low-temperature shift control module in driving state: used to control the real-time given current of the clutch solenoid valve according to the preset solenoid valve current curve, and give the real-time torque of the drive motor based on the speed difference between the input and output ends of the clutch, and control the drive motor to enter the torque control mode.

10. A computer storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the low-temperature clutch control method of an electric drive transmission for engineering machinery according to any one of claims 1 to 8 is implemented.

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