Control method, processor, vehicle and storage medium for vehicle reversing

Abstract

The application discloses a control method for vehicle reversing, and relates to the technical field of vehicle speed control. The method comprises the following steps: in the case that a first clutch is engaged with an engine and a second clutch is separated from the engine, starting a vehicle reversing operation in response to a reversing request signal; in the case that a reversing interruption signal is received during the execution of the vehicle reversing operation, determining a reversing stage in which the vehicle is currently located, wherein the reversing stage at least comprises a preparation stage, a sliding friction stage, a synchronization stage and a completion stage; and performing corresponding control on a first proportional electromagnetic valve and a second proportional electromagnetic valve according to the reversing stage, so that a first oil pressure and a second oil pressure meet a reversing interruption processing strategy corresponding to the reversing stage. The method can realize reversing interruption during the vehicle reversing process based on the corresponding reversing interruption strategies adopted in the preparation stage, the sliding friction stage, the synchronization stage and the completion stage of the vehicle reversing, so that the vehicle can return to the driving direction before the reversing.

Description

Technical Field

[0001] This application relates to the field of vehicle transmission control technology, and more specifically to a control method, processor, vehicle and storage medium for vehicle reversing. Background Technology

[0002] Agricultural vehicles such as tractors and forklifts, or construction vehicles, often require frequent reversing operations during operation. To reduce the difficulty and complexity of reversing, automatic transmissions can simplify these operations. However, in environments like farmland and construction sites, frequent reversing operations may necessitate interruptions due to driver input, and currently, there is a lack of mature technical solutions to address this issue. Summary of the Invention

[0003] The purpose of this application is to provide a control method, processor, vehicle and storage medium for vehicle commutation, in order to solve the technical problem that there is still a lack of mature technical solutions to support commutation interruption in the prior art.

[0004] To achieve the above objectives, the first aspect of this application provides a control method for vehicle reversing, the vehicle including a first proportional solenoid valve and a second proportional solenoid valve, wherein the first proportional solenoid valve is used to adjust a first oil pressure to control the engagement and disengagement of the vehicle's first clutch with the engine, and the second proportional solenoid valve is used to adjust a second oil pressure to control the engagement and disengagement of the vehicle's second clutch with the engine, and the first clutch and the second clutch transmit driving power to the vehicle in opposite directions. Control methods for vehicle reversing include: When the first clutch is engaged with the engine and the second clutch is disengaged from the engine, a vehicle reversing operation is initiated in response to a reversing request signal; If a reversing interruption signal is received during the vehicle reversing operation, the current reversing phase of the vehicle is determined. The reversing phase includes at least the preparation phase, the slip phase, the synchronization phase, and the completion phase. The first and second proportional solenoid valves are controlled according to the reversing phase to ensure that the first and second oil pressures conform to the reversing interruption handling strategy corresponding to the reversing phase.

[0005] In this embodiment, the control method further includes: when the vehicle enters the slippage stage, controlling a first proportional solenoid valve to reduce the first oil pressure to the minimum oil pressure value for disengaging the first clutch from the engine, and controlling a second proportional solenoid valve to increase the second oil pressure to the initial oil pressure value of the synchronization stage, wherein the initial oil pressure value of the synchronization stage is determined based on the current engine speed and the synchronization slip threshold; when the vehicle enters the slippage stage, controlling the first and second proportional solenoid valves according to the reversing stage to make the first and second oil pressures conform to the reversing interruption processing strategy corresponding to the reversing stage includes: controlling the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization stage, and controlling the second proportional solenoid valve to reduce the second oil pressure to the minimum oil pressure value, to execute the synchronization stage and the completion stage to complete the reversing interruption processing strategy for the slippage stage.

[0006] In this embodiment, when the vehicle enters the slippage stage, controlling the first and second proportional solenoid valves according to the reversing stage to ensure that the first and second oil pressures conform to the reversing interruption handling strategy corresponding to the reversing stage further includes: obtaining the slip difference between the master and driven discs of the second clutch; when the slip difference between the master and driven discs of the second clutch is greater than or equal to the interruption slip threshold, controlling the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization stage, and controlling the second proportional solenoid valve to decrease the second oil pressure to the minimum oil pressure value, to execute the synchronization stage and the completion stage to complete the reversing interruption handling strategy for the slippage stage, wherein the interruption slip threshold is greater than the synchronization slip threshold; when the slip difference between the master and driven discs of the second clutch is less than the interruption slip threshold, controlling the first and second proportional solenoid valves to perform the synchronization stage and the completion stage of the vehicle reversing operation and to perform a second vehicle reversing operation.

[0007] In this embodiment, in the initial state of the slippage stage, the first oil pressure is the critical slippage oil pressure value and the second oil pressure is the engagement point oil pressure value. When the vehicle enters the slippage stage, controlling the first proportional solenoid valve to reduce the first oil pressure to the minimum oil pressure value for the first clutch to disengage from the engine, and controlling the second proportional solenoid valve to increase the second oil pressure to the initial oil pressure value of the synchronization stage, includes: controlling the first proportional solenoid valve to reduce the first oil pressure to the disengagement point oil pressure value at a first rate, wherein the first rate is determined based on the critical slippage oil pressure value and the disengagement point oil pressure value; if the first oil pressure is less than or equal to the disengagement point oil pressure value, controlling the first proportional solenoid valve to reduce the first oil pressure to the minimum oil pressure value at a third rate, wherein the third rate is determined based on the disengagement point oil pressure value and the minimum oil pressure value; and controlling the second proportional solenoid valve to increase the second oil pressure to the initial oil pressure value of the synchronization stage at a second rate, wherein the second rate is determined based on the current slip difference between the clutch's driving and driven plates.

[0008] In this embodiment, a first proportional solenoid valve is controlled to increase the first oil pressure to the initial oil pressure value of the synchronization stage, and a second proportional solenoid valve is controlled to decrease the second oil pressure to the minimum oil pressure value, so as to execute the synchronization stage and the completion stage to complete the reversing interruption processing strategy for the slippage stage. This includes: obtaining the slip difference between the master and driven discs of the first clutch; controlling the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization stage at a second rate, and controlling the second proportional solenoid valve to decrease the second oil pressure to the minimum oil pressure value, so as to execute the synchronization stage and the completion stage to complete the reversing interruption processing strategy for the slippage stage.

[0009] In this embodiment of the application, controlling the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization stage further includes: when the first oil pressure is the minimum oil pressure value, controlling the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization stage.

[0010] In this embodiment of the application, the control method further includes: when the vehicle enters the preparation stage, reducing the first oil pressure to the slip-friction critical oil pressure value and increasing the second oil pressure to the engagement point oil pressure value; when the vehicle enters the preparation stage, controlling the first proportional solenoid valve and the second proportional solenoid valve accordingly based on the reversing stage, so that the first oil pressure and the second oil pressure conform to the reversing interruption processing strategy corresponding to the reversing stage, including: controlling the first proportional solenoid valve to increase the first oil pressure to the fully engaged oil pressure, and controlling the second proportional solenoid valve to reduce the second oil pressure to the minimum oil pressure value, so as to complete the reversing interruption processing strategy for the preparation stage.

[0011] In this embodiment of the application, the control method further includes: when a neutral signal is received during the vehicle reversing operation, determining the current reversing stage of the vehicle; and controlling the first proportional solenoid valve and the second proportional solenoid valve accordingly based on the reversing stage, so that the first oil pressure and the second oil pressure conform to the neutral shifting processing strategy corresponding to the reversing stage.

[0012] In this embodiment, the control method further includes: when the vehicle enters the slippage stage, controlling a first proportional solenoid valve to reduce the first oil pressure to the minimum oil pressure value required for the first clutch to disengage from the engine, and controlling a second proportional solenoid valve to increase the second oil pressure to the initial oil pressure value of the synchronization stage, wherein the initial oil pressure value of the synchronization stage is determined based on the current engine speed and the synchronization slip threshold; when the vehicle enters the slippage stage, controlling the first and second proportional solenoid valves accordingly based on the reversing stage, so that the first and second oil pressures match the shifting neutral corresponding to the reversing stage. The processing strategy includes: acquiring the slip difference between the master and driven discs of the second clutch; when the slip difference between the master and driven discs of the second clutch is greater than or equal to the interruption slip threshold, controlling the first proportional solenoid valve to reduce the first oil pressure to the minimum oil pressure value, and controlling the second proportional solenoid valve to reduce the second oil pressure to the minimum oil pressure value, wherein the interruption slip threshold is greater than the synchronization slip threshold; when the slip difference between the master and driven discs of the second clutch is less than the interruption slip threshold, controlling the first proportional solenoid valve and the second proportional solenoid valve to perform the synchronization stage and completion stage of vehicle reversing to reduce the second oil pressure to the minimum oil pressure value after completing one vehicle reversing.

[0013] In this embodiment of the application, the control method further includes: upon receiving a reversing request signal, obtaining the current vehicle speed; and responding to the reversing request signal if the current vehicle speed is less than a reversing speed threshold.

[0014] The second aspect of this application provides a processor configured to retrieve instructions from memory and, when executing the instructions, to implement the control method for vehicle reversing provided in the first aspect of this application.

[0015] A third aspect of this application provides a vehicle, comprising: a first proportional solenoid valve for adjusting a first oil pressure to control the engagement and disengagement of a first clutch of the vehicle with respect to the engine; a second proportional solenoid valve for adjusting a second oil pressure to control the engagement and disengagement of a second clutch of the vehicle with respect to the engine, wherein the first clutch and the second clutch transmit driving power to the vehicle in opposite directions; and a processor provided in a second aspect of this application.

[0016] A fourth aspect of this application provides a machine-readable storage medium storing instructions for causing a machine to execute a control method for vehicle reversing according to a first aspect of this application.

[0017] Through the above technical solution, the control method for vehicle reversing provided in this application embodiment can adjust the first oil pressure of the first proportional solenoid valve and the second oil pressure of the second proportional solenoid valve by adopting corresponding reversing interruption strategies based on the preparation stage, slipping stage, synchronization stage and completion stage of vehicle reversing, thereby realizing reversing interruption during the vehicle reversing process. This allows the vehicle to respond to the reversing interruption signal and execute the reversing interruption strategy during the vehicle reversing process, so that the vehicle can return to the driving direction before reversing.

[0018] Other features and advantages of the embodiments of this application will be described in detail in the following detailed description section. Attached Figure Description

[0019] The accompanying drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the following detailed description to explain the embodiments of this application, but do not constitute a limitation on the embodiments of this application. In the drawings: Figure 1 The illustration shows a schematic flowchart of a control method for vehicle reversing according to an embodiment of this application; Figure 2 The illustration shows a schematic diagram of the time-varying first and second hydraulic pressures in a vehicle reversing control method according to an embodiment of this application. Figure 3 The illustration shows a flowchart of another control method for vehicle reversing according to an embodiment of this application.

[0020] Figure 4 The illustration shows a schematic flowchart of a control method for shifting gears in a vehicle according to an embodiment of this application; Figure 5 This schematic diagram illustrates the position coordinates of a gear according to an embodiment of the present application. Figure 6 The illustration shows a schematic diagram of a vehicle gear shifting operation according to an embodiment of this application; Figure 7 The illustration shows a schematic diagram of another vehicle gear shifting operation according to an embodiment of this application; Figure 8 The illustration shows a schematic flowchart of another control method for vehicle gear shifting according to an embodiment of this application. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only for illustration and explanation of the embodiments of this application and are not intended to limit the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0022] It should be noted that the acquisition, transmission, storage, use, and processing of data in the technical solution of this application all comply with the relevant provisions of national laws and regulations. In the embodiments of this application, certain existing industry solutions such as software, components, and models may be mentioned. These should be considered exemplary, intended only to illustrate the feasibility of implementing the technical solution of this application, and do not imply that the applicant has already used or necessarily used such solutions.

[0023] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0024] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0025] Vehicles like tractors, when operating in fields, require frequent direction changes. Existing direction-changing technologies for tractors primarily focus on improvements to the transmission structure. Current direction-changing strategies generally lack a strategy to interrupt direction changes. Therefore, the driver must manually reverse the vehicle after the current direction change to return it to its original direction. This application provides a control method for vehicle direction changes that divides the direction change process into multiple stages and includes a direction-changing interruption strategy, allowing the vehicle to respond to a direction-changing interruption signal during the direction-changing process to achieve the desired change.

[0026] The control method for vehicle reversing provided in this application embodiment can be used in vehicles including a first proportional solenoid valve and a second proportional solenoid valve. The first proportional solenoid valve is used to adjust the first oil pressure to control the engagement and disengagement of the vehicle's first clutch and engine. The second proportional solenoid valve is used to adjust the second oil pressure to control the engagement and disengagement of the vehicle's second clutch and engine. The first clutch and the second clutch transmit driving power to the vehicle in opposite directions. Figure 1 The illustration schematically shows a flow chart of a control method for vehicle reversing according to an embodiment of this application. Figure 1 As shown in the figure, this application provides a control method for vehicle reversing, which may include the following steps: S102, when the first clutch is engaged with the engine and the second clutch is disengaged from the engine, the vehicle reversing operation is initiated in response to the reversing request signal; S104, when a reversing interruption signal is received during the vehicle reversing operation, the current reversing stage of the vehicle is determined, wherein the reversing stage includes at least a preparation stage, a sliding stage, a synchronization stage and a completion stage. S106, control the first proportional solenoid valve and the second proportional solenoid valve according to the reversing stage, so that the first oil pressure and the second oil pressure conform to the reversing interruption processing strategy corresponding to the reversing stage.

[0027] The control method for vehicle reversing provided in this application embodiment can adjust the first oil pressure of the first proportional solenoid valve and the second oil pressure of the second proportional solenoid valve by adopting corresponding reversing interruption strategies based on the preparation stage, slip stage, synchronization stage and completion stage of vehicle reversing. This enables reversing interruption during the vehicle reversing process, allowing the vehicle to respond to the reversing interruption signal and execute the reversing interruption strategy during the vehicle reversing process, so that the vehicle can return to the driving direction before reversing.

[0028] Understandably, the first and second clutches can be, for example, wet clutches, and either the first or second clutch connects to the vehicle's reverse gearbox. The normal execution sequence of the vehicle reversing phase in step S104 can be, for example, a preparation phase, a slippage phase, a synchronization phase, and a completion phase. When the first clutch engages the engine as an engaging clutch, and the second clutch disengages from the engine as a disengaging clutch, during the normal execution of the aforementioned reversing phase, the first hydraulic pressure gradually decreases, and the second hydraulic pressure gradually increases. The aforementioned vehicle can be, for example, an agricultural or engineering vehicle such as a tractor or forklift, or other types of vehicles.

[0029] Specifically, step S104 may include: If a reversing interruption signal is received during the vehicle reversing operation, the current oil pressure values ​​of the first oil pressure and the second oil pressure are determined; the current reversing stage of the vehicle is determined based on the current oil pressure values ​​of the first oil pressure and the second oil pressure.

[0030] As an example, see Figure 2 The diagram schematically illustrates the oil pressure values ​​and their variation patterns of the first and second oil pressures during various stages of a vehicle reversing operation in step S104. Specifically, before the preparation stage, the first clutch engages the engine and the second clutch disengages from the engine. Figure 2 The dashed line represents the first hydraulic pressure value of the first clutch, and the solid line represents the second hydraulic pressure value of the second clutch. The vehicle reversing operation process can be described as follows: In response to the reversing request signal, a vehicle reversing preparation phase is initiated. The first proportional solenoid valve is controlled to reduce the first hydraulic pressure to the slipping critical hydraulic pressure value, and the second proportional solenoid valve is controlled to increase the second hydraulic pressure to the engagement point hydraulic pressure value. When the first hydraulic pressure is at the slipping critical hydraulic pressure value and the second hydraulic pressure is at the engagement point hydraulic pressure value, the vehicle enters the slipping phase of reversing. When the vehicle enters the slipping phase, the first proportional solenoid valve is controlled to reduce the first hydraulic pressure to the minimum hydraulic pressure value for disengagement of the first clutch from the engine, and the second proportional solenoid valve is controlled to increase the second hydraulic pressure to the engagement point hydraulic pressure value. The two proportional solenoid valves increase the second oil pressure to the initial oil pressure value of the synchronization stage, wherein the initial oil pressure value of the synchronization stage is determined based on the current engine speed and the synchronization slip threshold. When the first oil pressure is at its minimum value and the second oil pressure is at the initial oil pressure value of the synchronization stage, the vehicle enters the synchronization stage for reversing. When the vehicle enters the synchronization stage, the second proportional solenoid valves are controlled to increase the second oil pressure to the synchronization oil pressure value at which the slip of the primary and driven discs of the second clutch is at its minimum. When the second oil pressure is at the synchronization oil pressure value, the vehicle enters the completion stage. When the vehicle enters the completion stage, the second oil pressure is increased to the fully engaged oil pressure to complete the vehicle reversing.

[0031] The following section describes the reversing interruption handling strategy at each reversing stage, assuming the first clutch is engaged with the engine and the second clutch is disengaged from the engine.

[0032] In some embodiments of this application, the control method for vehicle reversing may further include: when the vehicle enters the preparation phase, reducing a first hydraulic pressure to a critical slip pressure value and increasing a second hydraulic pressure to a contact point pressure value. When the vehicle enters the preparation phase, step S106 may include: controlling a first proportional solenoid valve to increase the first hydraulic pressure to a fully engaged hydraulic pressure and controlling a second proportional solenoid valve to reduce the second hydraulic pressure to a minimum hydraulic pressure value, thereby completing a reversing interruption handling strategy for the preparation phase.

[0033] During the preparation phase, the first and second clutches are prepared to switch their engagement with the engine, and it is necessary to ensure that the engine can still provide driving power to the vehicle. Therefore, the first oil pressure is reduced to the critical oil pressure value for slippage, while the second oil pressure is increased to the oil pressure value at the engagement point. During this preparation phase, since the first clutch has not yet slipped and the second clutch has just begun to transmit engine torque, the above steps restore the first and second clutches to the clutch state before the vehicle reversing operation by increasing the first oil pressure and decreasing the second oil pressure, thereby achieving a rapid interruption of vehicle reversing.

[0034] Understandably, the critical oil pressure value for slippage can be, for example, the minimum oil pressure value when the engine is still driving the first clutch and the first clutch has not slipped. The engagement point oil pressure value can be, for example, the pressure value at which the driving and driven discs of the second clutch just begin to engage and transmit the torque provided by the engine. The minimum oil pressure value can be, for example, zero or a certain oil pressure reserve value that ensures the clutch disengages from the engine.

[0035] In some embodiments of this application, the control method for vehicle reversing may further include: When the vehicle enters the slippage stage, the first proportional solenoid valve is controlled to reduce the first oil pressure to the minimum oil pressure value required for the first clutch to disengage from the engine, and the second proportional solenoid valve is controlled to increase the second oil pressure to the initial oil pressure value of the synchronization stage. The initial oil pressure value of the synchronization stage is determined based on the current engine speed and the synchronization slip threshold. When the vehicle enters the slippage stage, the first and second proportional solenoid valves are controlled accordingly based on the reversing stage to ensure that the first and second oil pressures conform to the reversing interruption handling strategy corresponding to the reversing stage. This includes controlling the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization stage, and controlling the second proportional solenoid valve to reduce the second oil pressure to the minimum oil pressure value, thereby executing the synchronization stage and the completion stage to complete the reversing interruption handling strategy for the slippage stage.

[0036] During the slippage phase, both the driving and driven discs of the first and second clutches are in a slippage state. The first clutch gradually disengages from the engine, while the second clutch gradually engages with the engine. The reversing interruption handling strategy during this slippage phase increases the first oil pressure to the initial oil pressure of the synchronization phase and reduces the second oil pressure to the minimum oil pressure value. This ensures that when the first and second clutches enter the synchronization phase, the first clutch is engaged while the second clutch is disengaged, thus enabling the vehicle to travel in the direction before the reversing phase after the reversing interruption.

[0037] During the slippage phase of the vehicle reversing described above, as the second oil pressure increases to the initial oil pressure value of the synchronization phase, the driving and driven discs of the second clutch gradually engage and the slip difference decreases to the synchronization slip difference threshold. The synchronization slip difference threshold is the preset maximum driving and driven disc slip difference that allows the clutch to enter the synchronization phase. The driving and driven disc slip difference is the difference between the driving disc speed and the driven disc speed. The driving disc speed can be, for example, the engine output speed.

[0038] In some embodiments of this application, when the vehicle enters the slippage stage, controlling the first and second proportional solenoid valves according to the reversing stage to make the first and second oil pressures conform to the reversing interruption processing strategy corresponding to the reversing stage further includes: obtaining the slip difference between the master and driven discs of the second clutch; when the slip difference between the master and driven discs of the second clutch is greater than or equal to the interruption slip threshold, controlling the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization stage, and controlling the second proportional solenoid valve to decrease the second oil pressure to the minimum oil pressure value, so as to execute the synchronization stage and the completion stage to complete the reversing interruption processing strategy for the slippage stage, wherein the interruption slip threshold is greater than the synchronization slip threshold; when the slip difference between the master and driven discs of the second clutch is less than the interruption slip threshold, controlling the first and second proportional solenoid valves to perform the synchronization stage and the completion stage of the vehicle reversing operation and to perform a second vehicle reversing operation.

[0039] The above steps compare the relationship between the slip of the master and slave discs of the second clutch and the interruption slip threshold by setting an interruption slip threshold greater than the synchronization slip threshold. If the slip of the master and slave discs of the second clutch is greater than or equal to the interruption slip threshold, it means that in this case, the time required to interrupt the reversing is shorter by increasing the first oil pressure to the initial oil pressure value of the synchronization stage and decreasing the second oil pressure to the minimum oil pressure value. If the slip of the master and slave discs of the second clutch is less than the interruption slip threshold, it means that the second clutch is about to enter the synchronization stage. At this time, a second vehicle reversing operation can be performed after the current vehicle reversing operation is completed to interrupt the reversing and allow the vehicle to travel in the original direction.

[0040] In some embodiments of this application, in the initial state of the slippage phase, the first oil pressure is the critical slippage oil pressure value and the second oil pressure is the engagement point oil pressure value. When the vehicle enters the slippage phase, controlling the first proportional solenoid valve to reduce the first oil pressure to the minimum oil pressure value for disengagement of the first clutch from the engine, and controlling the second proportional solenoid valve to increase the second oil pressure to the initial oil pressure value of the synchronization phase, includes: controlling the first proportional solenoid valve to reduce the first oil pressure to the disengagement point oil pressure value at a first rate, wherein the first rate is determined based on the critical slippage oil pressure value and the disengagement point oil pressure value; if the first oil pressure is less than or equal to the disengagement point oil pressure value, controlling the first proportional solenoid valve to reduce the first oil pressure to the minimum oil pressure value at a third rate, wherein the third rate is determined based on the disengagement point oil pressure value and the minimum oil pressure value; and controlling the second proportional solenoid valve to increase the second oil pressure to the initial oil pressure value of the synchronization phase at a second rate, wherein the second rate is determined based on the current slip difference between the clutch's driving and driven plates.

[0041] The above steps control the rate of change of the first and second oil pressures during the slip-slip phase using a first rate, a second rate, and a third rate, thereby achieving accurate oil pressure regulation during the slip-slip phase. In one embodiment, the first rate... For example: ; in, This is the critical oil pressure value for slippage. This refers to the oil pressure value at the separation point. The first preset time can be, for example, the maximum preset time for reducing the oil pressure from the critical slip pressure to the engagement point pressure. The second and third rates can be determined by referring to the definition of the first rate; for example, the third rate... It can be in the following form: ; in, This is the minimum oil pressure value. The third preset time can be, for example, the preset maximum time for reducing the oil pressure from the separation point oil pressure value to the minimum oil pressure value.

[0042] In some embodiments of this application, the second rate can also be determined using PID control, wherein the current slip of the clutch master and slave discs can be, for example: ; in, For the current slip of the master and slave disks, The input speed for the clutch. This is the output speed of the clutch.

[0043] Second speed For example: ; in, for The current slip of the master and slave disks at any given moment. , and These are the proportional coefficient, integral coefficient, and derivative coefficient for oil pressure regulation, respectively. This is the preset time interval for PID control.

[0044] In some embodiments of this application, when the vehicle enters the slippage stage, controlling the first proportional solenoid valve to reduce the first oil pressure to the minimum oil pressure value at which the first clutch separates from the engine, and controlling the second proportional solenoid valve to increase the second oil pressure to the initial oil pressure value of the synchronization stage may further include: when the second oil pressure is the separation point oil pressure value, controlling the engine speed to decrease until the slip difference between the primary and secondary plates of the first clutch reaches a preset slip difference, and controlling the second proportional solenoid valve to increase the second oil pressure to the initial oil pressure value of the synchronization stage at a second rate.

[0045] The preset slip can be, for example, 90% or 95% of the slip before the engine speed drops. During the slip phase, the vehicle goes from moving forward to zero speed and then to moving in the opposite direction. Reducing the engine speed can make the above process smoother.

[0046] In some embodiments of this application, the reversing interruption handling strategy during the slippage phase can also be based on adjusting the first oil pressure according to the second rate. Specifically, controlling a first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization phase, and controlling a second proportional solenoid valve to decrease the second oil pressure to the minimum oil pressure value, to execute the synchronization phase and the completion phase to complete the reversing interruption handling strategy for the slippage phase, may include: Obtain the slip difference between the master and driven discs of the first clutch; control the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization stage at the second rate, and control the second proportional solenoid valve to decrease the second oil pressure to the minimum oil pressure value, so as to execute the synchronization stage and the completion stage to complete the reversing interruption handling strategy for the slip stage.

[0047] In some embodiments of this application, in the reversing interruption strategy during the slippage phase, the process of controlling the second proportional solenoid valve to reduce the second oil pressure can also be implemented based on the first rate and the third rate.

[0048] In some embodiments of this application, the reversing interruption strategy during the slippage phase, which involves controlling the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization phase, may further include: when the first oil pressure is at its minimum value, controlling the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization phase. That is, in the slippage phase reversing interruption strategy of this embodiment, the first oil pressure needs to drop to its minimum value to disengage the first clutch from the engine before being increased to the initial oil pressure value of the synchronization phase.

[0049] In some embodiments of this application, when the vehicle enters the synchronization phase, the first and second proportional solenoid valves are controlled according to the reversing phase to ensure that the first and second oil pressures conform to the reversing interruption handling strategy corresponding to the reversing phase. This includes using the first and second proportional solenoid valves to perform a secondary reversal after the synchronization and completion phases of the vehicle reversing operation. The synchronization and completion phases of the vehicle reversing operation can be completed quickly, accounting for a small proportion of the total time required for the vehicle reversing operation. The reversing interruption strategy can be implemented through a secondary reversal during the synchronization and completion phases to avoid the risk of failure and time loss caused by complex operations.

[0050] In some embodiments of this application, the control method for vehicle reversing can also implement a neutral shifting strategy. The control method for vehicle reversing may include: when a neutral signal is received during the execution of a vehicle reversing operation, determining the current reversing stage of the vehicle; and controlling the first proportional solenoid valve and the second proportional solenoid valve accordingly based on the reversing stage, so that the first oil pressure and the second oil pressure conform to the neutral shifting processing strategy corresponding to the reversing stage.

[0051] Based on the above steps, corresponding neutral shifting strategies can be adopted to adjust the first oil pressure of the first proportional solenoid valve and the second oil pressure of the second proportional solenoid valve during the vehicle reversing process, thereby switching to neutral and stopping the vehicle.

[0052] In some embodiments of this application, the control method for vehicle reversing may further include: when the vehicle enters the slip phase, controlling a first proportional solenoid valve to reduce a first oil pressure to the minimum oil pressure value required for the first clutch to disengage from the engine, and controlling a second proportional solenoid valve to increase a second oil pressure to the initial oil pressure value required for the synchronization phase. The initial oil pressure value for the synchronization phase is determined based on the current engine speed and the synchronization slip threshold. When the vehicle enters the slip phase, controlling the first and second proportional solenoid valves accordingly based on the reversing phase, so that the first and second oil pressures conform to the neutral shifting strategy corresponding to the reversing phase, including: acquiring the slip between the driving and driven discs of the second clutch. When the slip difference between the master and driven discs of the second clutch is greater than or equal to the interruption slip threshold, the first proportional solenoid valve is controlled to reduce the first oil pressure to the minimum oil pressure value, and the second proportional solenoid valve is controlled to reduce the second oil pressure to the minimum oil pressure value, wherein the interruption slip threshold is greater than the synchronization slip threshold; when the slip difference between the master and driven discs of the second clutch is less than the interruption slip threshold, the first proportional solenoid valve and the second proportional solenoid valve are controlled to perform the synchronization stage and completion stage of vehicle reversing to reduce the second oil pressure to the minimum oil pressure value after completing one vehicle reversing.

[0053] The synchronization and completion phases of vehicle reversing operations can be completed quickly and account for a small proportion of the overall time required for vehicle reversing operations. The neutral shifting strategy during the synchronization and completion phases can reduce the complexity of the neutral shifting strategy by disengaging the clutch that engages the engine after the synchronization and completion phases.

[0054] In some embodiments of this application, the control method for vehicle reversing further includes: upon receiving a reversing request signal, obtaining the current vehicle speed; and responding to the reversing request signal if the current vehicle speed is less than a reversing speed threshold.

[0055] Because power steering has speed limits, the above steps can limit the maximum speed at which the vehicle can perform a power steering operation by setting a turning speed threshold. If the vehicle speed exceeds the threshold, power steering cannot be performed, and the turning request signal is considered a malfunction and is not responded to. When the vehicle speed is below the turning speed threshold, the turning request signal is responded to, and the vehicle can enter the preparation phase for the turning operation.

[0056] The following description, based on the vehicle reversing control method provided in the embodiments of this application, exemplarily describes the vehicle reversing operation, reversing interruption handling strategy, and neutral shifting handling strategy. See also... Figure 3 When the first clutch is engaged with the engine and the second clutch is disengaged from the engine, a reversing request signal is received. During the vehicle reversing operation, the second clutch acts as the engaging clutch and the first clutch acts as the disengaging clutch.

[0057] First, the vehicle operates normally. Upon receiving a reversing request signal and with the vehicle speed below the reversing speed threshold, it enters the preparation phase for the reversing operation. The hydraulic pressure of the engaging clutch rises to the engagement point pressure value, while the hydraulic pressure of the disengaging clutch drops to the slippage critical pressure value, which is, for example, the hydraulic pressure value at which the disengaging clutch just meets the current torque transmission requirement. During the preparation phase, in response to a reversing interruption signal, the hydraulic pressure of both the first and second proportional solenoid valves is controlled to disengage the engaging clutch from the engine and to engage the disengaging clutch, restoring the engine to its pre-reversing state.

[0058] In response to a neutral signal during the preparation phase, the hydraulic pressure of both the first and second proportional solenoid valves is controlled to disengage the engagement and disengagement clutches from the engine. The hydraulic pressure corresponding to the disengagement clutch may, for example, decrease at a first rate to the disengagement point hydraulic pressure value and then at a third rate to the minimum hydraulic pressure value, where the minimum hydraulic pressure value is, for example, zero. If the reversing intention remains unchanged during the preparation phase, the slippage phase begins. During the slippage phase, the hydraulic pressure of the disengagement clutch decreases to the minimum hydraulic pressure value, while the hydraulic pressure of the engagement clutch increases to the initial hydraulic pressure value of the synchronization phase. The initial hydraulic pressure value of the synchronization phase is determined based on a synchronization slip threshold, which may be, for example, 5% of the speed difference between the clutch driving and driven discs.

[0059] In response to a reversing interruption signal during the slippage phase, the hydraulic pressure of both the first and second proportional solenoid valves is controlled to raise the hydraulic pressure of the disengagement clutch to the initial hydraulic pressure value of the synchronization phase according to the method provided in this embodiment, and to lower the hydraulic pressure of the engagement clutch to the disengagement point hydraulic pressure and then to the minimum hydraulic pressure value, thereby executing the synchronization phase and completion phase of the vehicle reversing operation and realizing the vehicle reversing interruption. In response to a neutral signal during the slippage phase, the hydraulic pressure of both the first and second proportional solenoid valves is controlled to completely disengage the disengagement clutch and the engagement clutch from the engine, with no power transmission from either clutch, and the vehicle stops. If the reversing intention during the slippage phase remains unchanged, the vehicle enters the synchronization phase. During the synchronization phase, the proportional solenoid valve corresponding to the engagement clutch is controlled based on the engine output torque and the transmission torque of the engagement clutch to adjust the hydraulic pressure so that the slip of the primary and secondary discs of the engagement clutch is reduced to a minimum value, which may be, for example, 1% or less, at which point the angular acceleration of the primary and secondary discs of the engagement clutch is consistent.

[0060] If a change of direction intention occurs during the synchronization phase, in response to a direction interruption signal, the disengaging clutch undergoes a preparation phase, a slipping phase, a synchronization phase, and a completion phase until full engagement. The proportional solenoid valve controlling the engagement clutch reduces the oil pressure at a first rate to the disengagement point, and then at a third rate to the minimum oil pressure value. In response to a neutral shift signal, the engagement clutch oil pressure separates at a first rate to the disengagement point, and then at a third rate to the minimum oil pressure value, until no power transmission occurs and the vehicle stops. If the direction intention remains unchanged during the synchronization phase, the system enters the completion phase. At this point, the rotational speed and angular velocity of the engaging clutch's driving and driven discs are equal. The corresponding proportional solenoid valve controls the increase of the clutch pressure from slipping pressure to the full torque transmission oil pressure, and the pressure feedback system monitors and corrects this in real time, allowing the engagement clutch to quickly build up pressure to the working oil pressure.

[0061] This application also provides a processor configured to retrieve instructions from memory and, when executing the instructions, implement the control method for vehicle steering provided in this application.

[0062] Understandably, the processor can be, for example, a TCU (Transmission Control Unit). The TCU is responsible for receiving input signals from multiple sensors, recognizing the driver's intentions based on these signals, and controlling the engagement and disengagement of the clutch by controlling the proportional solenoid valves, thereby completing vehicle steering and clutch shifting control. The ECU (Engine Control Unit) can connect to the TCU via a CAN bus for collaborative control of the entire system.

[0063] This application also provides a vehicle, which includes a first proportional solenoid valve, a second proportional solenoid valve, and the aforementioned processor. The first proportional solenoid valve is used to regulate a first oil pressure to control the engagement and disengagement of the vehicle's first clutch with the engine. The second proportional solenoid valve is used to regulate a second oil pressure to control the engagement and disengagement of the vehicle's second clutch with the engine, wherein the first clutch and the second clutch transmit driving power to the vehicle in opposite directions.

[0064] This application also provides a machine-readable storage medium storing instructions that cause a machine to execute a control method for vehicle steering according to an embodiment of this application.

[0065] See Figure 4 The vehicle gear shifting control method provided in this application embodiment further includes an automatic clutch gear shifting control strategy based on a gear shift lever position sensor. The vehicle also includes a gear shift lever position sensor; the vehicle gear shifting control method further includes: S402, acquire the shift lever movement signal sent by the shift lever position sensor, wherein the movement signal is generated by the shift lever position sensor when it detects that the shift lever has moved beyond a preset distance after it has started to move from the gear position it was in before the movement; S404: If the shift lever position sensor receives a shift lever movement signal and no clutch pedal amplitude change signal is received from the vehicle, the shift preparation stage is entered. S406, the current position of the shift lever is obtained through the shift lever position sensor to determine the gear position of the shift lever during the shift preparation stage; The S408 completes the gear shift operation for the vehicle when the current vehicle speed matches the gear selected during the gear shift preparation phase.

[0066] If the shift lever position sensor detects a shift lever movement signal but no clutch pedal position change signal is received, it indicates the driver may intend to shift gears. In this case, a shift preparation phase is initiated. This phase ensures the engine's output torque remains sufficient to meet the vehicle's current driving needs while simultaneously preparing the vehicle for shifting. By acquiring the shift lever's position during this preparation phase, the required gear is determined. Once the vehicle's current speed matches the gear position during the preparation phase, the shift operation is completed. Therefore, the vehicle shifting control method provided in this application can pre-enter a shift preparation state using the shift lever position sensor signal before the gear is determined, and then perform the subsequent shift operation once the gear is determined, thereby reducing shifting time.

[0067] In one embodiment, the shift lever position sensor in step S402 can be, for example, a potentiometer, a Hall effect sensor, or a photoelectric sensor; the shift lever position sensor can be, for example, an XY type position sensor, i.e. Figure 5 The coordinates shown are only used to detect the XY plane coordinates, and different gears are represented by different coordinates in the XY plane. The vehicles mentioned above can be, for example, agricultural machinery or engineering vehicles such as tractors and loaders, or other types of vehicles.

[0068] In one embodiment, such as Figure 5 As shown, the preset distance in step S402 can be, for example, half or one-third of the distance required for the gear shift lever to move from the previous gear position to neutral. Figure 5 Taking the first gear as an example, the preset distance can also be, for example, half the distance from the position of the first gear to the Y-axis.

[0069] In one embodiment, the current position of the shift lever obtained by the shift lever position sensor in step S406 can be, for example, the position coordinates in the XY plane, and each gear corresponds to a preset position coordinate.

[0070] In one embodiment, the X direction represents the lateral movement of the shift lever, and the Y direction represents the longitudinal movement of the shift lever. The coordinates of each gear position are shown in Table 1. Table 1

[0071] Specifically, the shift preparation stage in step S404 may include: controlling the clutch oil pressure to decrease to the critical slip pressure value, while the engine output torque is still sufficient to meet the current driving torque requirements of the vehicle.

[0072] In some embodiments of this application, the vehicle includes a first proportional solenoid valve and a second proportional solenoid valve. The first proportional solenoid valve is used to adjust a first oil pressure to control the engagement and disengagement of the vehicle's first clutch from the engine, and the second proportional solenoid valve is used to adjust a second oil pressure to control the engagement and disengagement of the vehicle's second clutch from the engine. Step S408 may include: when the gear in the shift preparation stage is a starting gear, the current vehicle speed is less than or equal to a preset starting speed, and the first and second oil pressures are the minimum oil pressure values ​​for disengagement from the engine, selecting either the first or second clutch as the engaging clutch based on the starting gear to complete the shift operation for the vehicle.

[0073] In one embodiment, the first clutch and the second clutch may be, for example, wet clutches. The first clutch may be connected to a gearbox corresponding to gears 1, 3, or 5, and the second clutch may be connected to a gearbox corresponding to gears 2, 4, or 6, or vice versa. The starting gear may be, for example, first gear, and the preset starting speed may be, for example, 5 km / h, 3 km / h, etc. When both the first and second hydraulic pressures are at their minimum values, both the first and second clutches are disengaged from the engine, and the vehicle is in neutral.

[0074] like Figure 6 As shown, in some embodiments of this application, selecting either the first clutch or the second clutch as the engaged clutch based on the starting gear to complete the gear shifting operation for the vehicle may include: S602 controls the proportional solenoid valve corresponding to the engagement / disengagement clutch to increase the oil pressure to the engagement point oil pressure at a first rate. S604, when the oil pressure is greater than or equal to the engagement point oil pressure and less than the initial oil pressure value of the synchronization stage, the proportional solenoid valve corresponding to the engagement clutch is controlled to increase the oil pressure to the initial oil pressure value of the synchronization stage at a second rate. S606, when the oil pressure is greater than or equal to the initial oil pressure value of the synchronization phase, the oil pressure is increased to the fully engaged oil pressure at a third rate, wherein the first rate and the third rate are less than the second rate.

[0075] The above steps control the rate of change of the first and second oil pressures during the slippage phase through a first rate, a second rate, and a third rate, thereby achieving accurate oil pressure regulation during the slippage phase. These steps allow the clutch engagement process during vehicle start-up to proceed in a fast-slow-fast pattern based on the current slippage state of the clutch's driving and driven discs; that is, fast engagement when there is no slippage or minimal slippage, and slow engagement when there is significant slippage. Initially, in the slippage phase, the driving and driven discs of the clutch are not yet engaged. The clutch is rapidly filled with oil and stabilized to the engagement point oil pressure. During the slippage phase, the oil pressure is gradually increased at the second rate to the initial oil pressure value of the synchronization phase. Then, in the synchronization phase, the driving and driven discs of the clutch engage rapidly.

[0076] In one embodiment, the synchronization phase may be, for example, a phase in which the speed difference between the driving and driven discs of the engagement clutch is at a minimum and the angular accelerations are consistent.

[0077] In some embodiments of this application, the second rate is determined based on the current slip of the clutch master and slave discs.

[0078] As an example, the second speed can be determined using PID control, where the current slip of the clutch's driving and driven discs can be, for example: ; in, For the current slip of the master and slave disks, The input speed for the clutch. This is the output speed of the clutch.

[0079] Second speed For example: ; in, for The current slip of the master and slave disks at any given moment. , and These are the proportional coefficient, integral coefficient, and derivative coefficient for oil pressure regulation, respectively. This is the preset time interval for PID control.

[0080] As an example, the first rate For example: ; in, This is the critical oil pressure value for slippage. This refers to the oil pressure value at the separation point. The first preset time can be, for example, the maximum preset time for reducing the oil pressure from the critical slip pressure to the engagement point pressure. The second and third rates can be determined by referring to the definition of the first rate; for example, the third rate... It can be in the following form: ; in, To fully engage the hydraulic pressure, This is the initial oil pressure value during the synchronization phase. The third preset time can be, for example, the preset maximum time for increasing the oil pressure from the initial oil pressure value of the synchronization phase to the fully engaged oil pressure.

[0081] In some embodiments of this application, the vehicle includes a first proportional solenoid valve and a second proportional solenoid valve. The first proportional solenoid valve is used to adjust a first oil pressure to control the engagement and disengagement of the vehicle's first clutch with the engine. The second proportional solenoid valve is used to adjust a second oil pressure to control the engagement and disengagement of the vehicle's second clutch with the engine. The first clutch and the second clutch each have multiple gear positions. Figure 7 As shown, step S408 may include: S702, selects the first or second clutch as the engagement clutch according to the gear position during the gear shift preparation stage; S704 adjusts the engine speed to the target speed based on the gear position during the gear shift preparation phase and the gear position before the gear shift lever is moved. S706 controls the oil pressure of the proportional solenoid valve of the clutch engagement when the engine reaches the target speed, so that the clutch corresponding to the current gear is fully engaged with the engine, thus completing the gear shifting operation for the vehicle.

[0082] In some embodiments of this application, adjusting the engine speed to a target speed based on the gear position during the gear shift preparation phase and the gear position before the gear shift lever was moved may include: when the gear position during the gear shift preparation phase is a lower gear than the gear position before the gear shift lever was moved, and the current throttle opening of the vehicle is greater than a preset throttle opening threshold, reducing the oil pressure value of the proportional solenoid valve corresponding to the gear position during the gear shift preparation phase to reduce the transmission torque of the clutch corresponding to the gear position during the gear shift preparation phase, so that the engine reaches the target speed; when the gear position during the gear shift preparation phase is a lower gear than the gear position before the gear shift lever was moved, and the current throttle opening of the vehicle is less than or equal to a preset throttle opening threshold, increasing the engine output torque and reducing the oil pressure value of the proportional solenoid valve corresponding to the gear position during the gear shift preparation phase to reduce the transmission torque of the clutch corresponding to the gear position during the gear shift preparation phase, so that the engine reaches the target speed.

[0083] Because vehicles like tractors often operate under heavy loads, when the current throttle opening exceeds a preset throttle opening threshold, the hydraulic pressure of the proportional solenoid valve corresponding to the gear during the shift preparation phase is reduced. This decreases the torque transmitted by the clutch, thereby reducing the engine load torque and allowing the engine sufficient reserve power to increase its speed. When the throttle opening is less than or equal to the preset throttle opening threshold, the engine output torque is increased and the engine load torque is reduced simultaneously, rapidly increasing the engine speed. After the engine speed adjustment is complete, the clutch quickly engages, the gear shift is completed, and the engine speed returns to throttle pedal control.

[0084] In one embodiment, a preset throttle opening threshold can be pre-calibrated, and the preset throttle opening threshold can be, for example, 75% of the maximum throttle opening.

[0085] In some embodiments of this application, adjusting the engine speed to the target speed based on the gear position during the gear shift preparation stage and the gear position before the gear shift lever is moved may include: when the gear position during the gear shift preparation stage is a higher gear than the gear position before the gear shift lever is moved, increasing the oil pressure of the proportional solenoid valve for engaging the clutch at the maximum preset rate until the clutch and engine enter the slipping stage. During the slippage phase, the engine speed is reduced to the target speed, where the target speed is the engine speed matched to the gear in the shift preparation phase.

[0086] In the above process, the gear position during the gear shift preparation stage is the higher gear position of the gear position before the gear shift lever is moved, which is the upshift situation. When the clutch is engaged, it first fills the oil with the maximum oil pressure change rate to the stage of about to slip, so as to reduce the shift time. During the slip stage, the engine speed is reduced to the target speed, so that the main and driven plates of the clutch are quickly engaged, power transmission is restored, and the gear shift is completed.

[0087] like Figure 8 As shown, in some embodiments of this application, when the shift lever movement signal from the shift lever position sensor is obtained and the clutch pedal amplitude change signal from the vehicle is received, shifting is achieved based on the driver's operation of the shift lever and clutch pedal.

[0088] This application also provides a processor configured to retrieve instructions from memory and, when executing the instructions, implement the control method for vehicle gear shifting provided in this application.

[0089] Understandably, the processor can be, for example, a TCU (Transmission Control Unit). The TCU is responsible for receiving input signals from multiple sensors, recognizing the driver's intentions based on these signals, and controlling the engagement and disengagement of the clutch by controlling the proportional solenoid valves, thereby completing vehicle steering and clutch shifting control. The ECU (Engine Control Unit) can connect to the TCU via a CAN bus for collaborative control of the entire system.

[0090] This application also provides a vehicle, which includes a gear shift lever position sensor and the processor described above.

[0091] It is understood that the vehicles provided in the embodiments of this application may be, for example, agricultural machinery or engineering vehicles such as tractors and loaders, or other types of vehicles.

[0092] In some embodiments of this application, the vehicle further includes a first proportional solenoid valve, a second proportional solenoid valve, and the aforementioned processor. The first proportional solenoid valve is used to regulate a first oil pressure to control the engagement and disengagement of the vehicle's first clutch from the engine. The second proportional solenoid valve is used to regulate a second oil pressure to control the engagement and disengagement of the vehicle's second clutch from the engine.

[0093] This application also provides a machine-readable storage medium storing instructions that cause a machine to execute a control method for vehicle gear shifting according to an embodiment of this application.

[0094] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0095] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0096] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0097] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0098] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0099] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0100] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0101] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0102] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A control method for vehicle reversing, characterized in that, The vehicle includes a first proportional solenoid valve and a second proportional solenoid valve. The first proportional solenoid valve is used to adjust a first oil pressure to control the engagement and disengagement of the vehicle's first clutch from the engine. The second proportional solenoid valve is used to adjust a second oil pressure to control the engagement and disengagement of the vehicle's second clutch from the engine. The first clutch and the second clutch transmit driving power to the vehicle in opposite directions. The control method includes: When the first clutch is engaged with the engine and the second clutch is disengaged from the engine, a vehicle reversing operation is initiated in response to a reversing request signal; If a reversing interruption signal is received during the vehicle reversing operation, the current reversing phase of the vehicle is determined, wherein the reversing phase includes at least a preparation phase, a gliding phase, a synchronization phase, and a completion phase. According to the reversing phase, the first proportional solenoid valve and the second proportional solenoid valve are controlled accordingly, so that the first oil pressure and the second oil pressure conform to the reversing interruption processing strategy corresponding to the reversing phase. When the vehicle enters the slip phase, the first proportional solenoid valve is controlled to reduce the first oil pressure to the minimum oil pressure value at which the first clutch disengages from the engine, and the second proportional solenoid valve is controlled to increase the second oil pressure to the initial oil pressure value of the synchronization phase, wherein the initial oil pressure value of the synchronization phase is determined based on the current engine speed and the synchronization slip threshold. Specifically, when the vehicle enters the slippage phase, the step of controlling the first proportional solenoid valve and the second proportional solenoid valve accordingly based on the reversing phase, so that the first oil pressure and the second oil pressure conform to the reversing interruption handling strategy corresponding to the reversing phase, includes: The first proportional solenoid valve is controlled to increase the first oil pressure to the initial oil pressure value of the synchronization phase, and the second proportional solenoid valve is controlled to decrease the second oil pressure to the minimum oil pressure value, so as to execute the synchronization phase and the completion phase to complete the reversing interruption processing strategy for the slippage phase.

2. The control method for vehicle reversing according to claim 1, characterized in that, When the vehicle enters the slippage stage, the step of controlling the first proportional solenoid valve and the second proportional solenoid valve according to the reversing stage, so that the first oil pressure and the second oil pressure conform to the reversing interruption handling strategy corresponding to the reversing stage, further includes: Obtain the slip difference between the driving and driven discs of the second clutch; When the slip difference between the master and slave discs of the second clutch is greater than or equal to the interruption slip threshold, the first proportional solenoid valve is controlled to increase the first oil pressure to the initial oil pressure value of the synchronization phase, and the second proportional solenoid valve is controlled to decrease the second oil pressure to the minimum oil pressure value, so as to execute the synchronization phase and the completion phase to complete the reversing interruption processing strategy for the slip phase, wherein the interruption slip threshold is greater than the synchronization slip threshold; When the slip difference between the master and slave discs of the second clutch is less than the interruption slip threshold, the first proportional solenoid valve and the second proportional solenoid valve are controlled to perform the synchronization phase and completion phase of the vehicle reversing operation and to perform a second vehicle reversing operation.

3. The control method for vehicle reversing according to claim 1, characterized in that, In the initial state of the slip friction stage, the first oil pressure is the critical slip friction oil pressure value and the second oil pressure is the contact point oil pressure value; When the vehicle enters the slippery phase, controlling the first proportional solenoid valve to reduce the first oil pressure to the minimum oil pressure value required for the first clutch to disengage from the engine, and controlling the second proportional solenoid valve to increase the second oil pressure to the initial oil pressure value of the synchronization phase, includes: The first proportional solenoid valve is controlled to reduce the first oil pressure to the separation point oil pressure value at a first rate, wherein the first rate is determined based on the slip critical oil pressure value and the separation point oil pressure value. When the first oil pressure is less than or equal to the separation point oil pressure value, the first proportional solenoid valve is controlled to reduce the first oil pressure to the minimum oil pressure value at a third rate, wherein the third rate is determined based on the separation point oil pressure value and the minimum oil pressure value; The second proportional solenoid valve is controlled to increase the second oil pressure to the initial oil pressure value of the synchronization phase at a second rate, wherein the second rate is determined based on the current slip of the clutch master and slave discs.

4. The control method for vehicle reversing according to claim 3, characterized in that, The method of controlling the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization phase, and controlling the second proportional solenoid valve to decrease the second oil pressure to the minimum oil pressure value, to execute the synchronization phase and the completion phase to complete the reversing interruption handling strategy for the slippage phase, includes: Obtain the slip difference between the driving and driven discs of the first clutch; The first proportional solenoid valve is controlled to increase the first oil pressure to the initial oil pressure value of the synchronization phase at the second rate, and the second proportional solenoid valve is controlled to decrease the second oil pressure to the minimum oil pressure value, so as to execute the synchronization phase and the completion phase to complete the reversing interruption processing strategy for the slippage phase.

5. The control method for vehicle reversing according to claim 1, characterized in that, The method of controlling the first proportional solenoid valve to increase the first oil pressure to the initial oil pressure value of the synchronization phase further includes: When the first oil pressure is the minimum oil pressure value, the first proportional solenoid valve is controlled to increase the first oil pressure to the initial oil pressure value of the synchronization phase.

6. The control method for vehicle reversing according to claim 1, characterized in that, The control method further includes: When the vehicle enters the preparation phase, the first oil pressure is reduced to the critical oil pressure value for slippage, and the second oil pressure is increased to the oil pressure value at the engagement point. When the vehicle enters the preparation phase, the step of controlling the first proportional solenoid valve and the second proportional solenoid valve accordingly based on the reversing phase, so that the first oil pressure and the second oil pressure conform to the reversing interruption handling strategy corresponding to the reversing phase, includes: The first proportional solenoid valve is controlled to increase the first oil pressure to the fully engaged oil pressure, and the second proportional solenoid valve is controlled to decrease the second oil pressure to the minimum oil pressure value, thereby completing the reversing interruption handling strategy for the preparation phase.

7. The control method for vehicle reversing according to claim 1, characterized in that, The control method further includes: If a neutral signal is received during the vehicle reversing operation, the current reversing phase of the vehicle is determined. The first proportional solenoid valve and the second proportional solenoid valve are controlled accordingly according to the reversing stage, so that the first oil pressure and the second oil pressure conform to the switching neutral handling strategy corresponding to the reversing stage.

8. The control method for vehicle reversing according to claim 7, characterized in that, The control method further includes: When the vehicle enters the slip phase, the first proportional solenoid valve is controlled to reduce the first oil pressure to the minimum oil pressure value at which the first clutch disengages from the engine, and the second proportional solenoid valve is controlled to increase the second oil pressure to the initial oil pressure value of the synchronization phase, wherein the initial oil pressure value of the synchronization phase is determined based on the current engine speed and the synchronization slip threshold. When the vehicle enters the slippage phase, the step of controlling the first proportional solenoid valve and the second proportional solenoid valve accordingly based on the reversing phase, so that the first oil pressure and the second oil pressure conform to the neutral shifting handling strategy corresponding to the reversing phase, includes: Obtain the slip difference between the driving and driven discs of the second clutch; When the slip difference between the master and slave discs of the second clutch is greater than or equal to the interruption slip threshold, the first proportional solenoid valve is controlled to reduce the first oil pressure to the minimum oil pressure value, and the second proportional solenoid valve is controlled to reduce the second oil pressure to the minimum oil pressure value, wherein the interruption slip threshold is greater than the synchronous slip threshold. When the slip difference between the master and slave discs of the second clutch is less than the interruption slip threshold, the first proportional solenoid valve and the second proportional solenoid valve are controlled to perform the synchronization stage and completion stage of vehicle reversing so as to reduce the second oil pressure to the minimum oil pressure value after completing one vehicle reversing.

9. The control method for vehicle reversing according to claim 1, characterized in that, The control method further includes: Upon receiving the reversing request signal, the current vehicle speed is obtained; If the current vehicle speed is less than the reversing speed threshold, respond to the reversing request signal.

10. A processor, characterized in that, It is configured to retrieve instructions from memory and, when executing the instructions, to implement the control method for vehicle reversing according to any one of claims 1 to 9.

11. A vehicle, characterized in that, include: A first proportional solenoid valve is used to adjust a first oil pressure to control the engagement and disengagement of the vehicle's first clutch from the engine; The second proportional solenoid valve is used to adjust the second oil pressure to control the engagement and disengagement of the vehicle's second clutch from the engine, wherein the first clutch and the second clutch transmit driving power to the vehicle in opposite directions; The processor according to claim 10.

12. A machine-readable storage medium, characterized in that, The machine-readable storage medium stores instructions for causing the machine to perform the control method for vehicle reversing according to any one of claims 1 to 9.

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