A control method of an AMT intermediate shaft brake solenoid valve and related equipment

Abstract

This invention belongs to the field of intermediate shaft brake control technology, and discloses a control method and related equipment for an AMT intermediate shaft brake solenoid valve. The control method includes determining relevant parameters of the intermediate shaft brake based on historical upshifting process data of the AMT, storing these parameters, selecting a control method based on the theoretical braking duration when a shift command is received, predicting the duty cycle by combining the control method with the stored parameters, and correcting the predicted duty cycle after each upshift based on a comparison between the actual shift speed difference and the theoretical shift speed difference. This invention ensures precise braking of the intermediate shaft brake, accurately reducing the intermediate shaft speed to the target speed range.

Description

Technical Field

[0001] This invention relates to the field of intermediate shaft brake control technology, specifically to a control method and related equipment for an AMT intermediate shaft brake solenoid valve. Background Technology

[0002] The intermediate shaft brake is a key component for shifting gears in an Automated Mechanical Transmission (AMT). It is used to brake the intermediate shaft during upshifting, so that the speed difference between the constant mesh gear on the intermediate shaft and the unmeshed gear on the output shaft quickly decreases to a suitable range and the gear is engaged through the sliding sleeve, thus shortening the shifting time.

[0003] The pneumatic control unit of the intermediate shaft brake pneumatic actuator typically uses one two-position three-way valve or two two-position two-way valves. In the single-valve control type, an intermediate shaft brake uses a normally closed two-position three-way valve to control the braking time. When the two-position three-way solenoid valve is energized, the inlet and outlet of the valve body open, allowing high-pressure gas to enter the cylinder and compress the cylinder piston to press against the friction plate, thus braking the intermediate shaft. The time from the solenoid valve being energized to the intermediate shaft brake generating braking effect is called the opening lag of the intermediate shaft brake solenoid valve. When the solenoid valve is de-energized, the inlet of the valve body closes, and the outlet and exhaust ports open. Under the action of the return spring, the high-pressure gas is pushed from the outlet port to the exhaust port for exhaust, and the intermediate shaft brake gradually stops working. The time from the de-energization of the solenoid valve to the start of the decrease in the braking effect of the intermediate shaft brake is called the closing lag of the intermediate shaft brake solenoid valve.

[0004] In related technologies, the control methods for intermediate shaft brakes mainly focus on controlling the inflation time. The braking duration of the intermediate shaft brake is indirectly controlled by controlling the time it takes for high-pressure gas to enter the cylinder. After the intermediate shaft speed drops to a suitable range, the high-pressure gas in the cylinder is discharged, and gear engagement is stabilized through the sliding sleeve. However, due to the compressibility and flow characteristics of gas, the braking duration of the intermediate shaft brake is easily affected by the opening and closing lag of the solenoid valve. Especially when the shift speed difference is small, the control of the inflation time can easily lead to insufficient or excessive reduction in the intermediate shaft speed. That is, the intermediate shaft brake may brake the intermediate shaft too much or too little, resulting in a large difference in shift speed between the constantly meshing gear on the intermediate shaft and the output shaft gear, causing severe shift shock. In severe cases, this can even reduce the lifespan of the shaft gears.

[0005] Therefore, the problems of insufficient or excessive braking of the intermediate shaft by the existing intermediate shaft brakes urgently need to be solved. Summary of the Invention

[0006] The purpose of this invention is to provide a control method and related equipment for an AMT intermediate shaft brake solenoid valve, which can ensure precise braking of the intermediate shaft brake, so that the intermediate shaft speed accurately drops to the target speed range, solve the problems of insufficient or excessive braking, significantly improve shifting smoothness and extend gear life.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows: In a first aspect, the present invention provides a control method for an AMT intermediate shaft brake solenoid valve, the control method being implemented based on an intermediate shaft brake controlled by a two-position three-way solenoid valve, comprising the following steps: Based on the historical upshifting process data of the AMT, the relevant parameters of the intermediate shaft brake are determined and stored. The relevant parameters include at least the intermediate shaft free braking speed, the intermediate shaft combined braking speed, the acquisition step size of the intermediate shaft speed sensor, the opening delay time of the solenoid valve, the closing delay time of the solenoid valve, the duration of the braking efficiency increase process, the duration of the braking efficiency decrease process, the change in intermediate shaft speed during the braking efficiency increase process, and the change in intermediate shaft speed during the braking efficiency decrease process. When a shift command is received, the theoretical braking time of the intermediate shaft brake with maximum braking efficiency is calculated based on the current shift speed difference. A control method is selected based on the magnitude of the theoretical braking time. By combining the control method with the stored relevant parameters, the duty cycle of the pulse width modulation signal used to control the two-position three-way solenoid valve is predicted. The control method includes a large speed difference control method or a small speed difference control method. After each upshift, the predicted duty cycle is corrected based on the comparison between the actual shift speed difference and the theoretical shift speed difference.

[0008] In some embodiments, determining the relevant parameters of the intermediate shaft brake based on historical upshifting process data of the AMT specifically includes: Based on the pulse width modulation signal in the historical upshift process data, the energization time, de-energization time, and signal period of the solenoid valve are determined. Based on the speed information collected by the intermediate shaft speed sensor in the historical upshift process data, the acquisition step size of the intermediate shaft speed sensor is determined. Based on the rate of change of intermediate shaft speed after the solenoid valve is energized and the acquisition step size of the intermediate shaft speed sensor in the historical upshift process data, the braking start time, the moment when the braking efficiency rises to the maximum, the moment when the braking efficiency begins to decline, and the moment when the braking efficiency completely fades are determined. The opening delay of the solenoid valve is determined based on the energization time and the braking start time. The duration of the braking efficiency increase process and the change in the intermediate shaft speed during the braking efficiency increase process are determined based on the braking start time and the braking efficiency reaches its maximum. The duration of the braking efficiency decrease process and the change in the intermediate shaft speed during the braking efficiency decrease process are determined based on the braking efficiency start to decrease and the braking efficiency completely fades. The closing delay of the solenoid valve is determined based on the de-energization time and the braking efficiency start to decrease. The free braking speed of the intermediate shaft is determined based on the rate of change of the intermediate shaft rotational speed before the start of braking of the intermediate shaft brake, and the combined braking speed of the intermediate shaft is determined based on the rate of change of the intermediate shaft rotational speed at the moment when the braking efficiency rises to its maximum.

[0009] In some embodiments, storing the relevant parameters specifically includes: The relevant parameters are evaluated and stored using a data fusion method.

[0010] In some embodiments, the step of evaluating and storing the relevant parameters using a data fusion method specifically includes: If the parameter is not stored in the storage table, then the relevant parameter will be stored in the storage table. If parameters are stored in the storage table, then determine whether the difference between the relevant parameters determined during the current upgrade process and the parameters stored in the storage table exceeds the normal fluctuation threshold: If the normal fluctuation threshold is exceeded, storage will be stopped and fault information of the relevant parameters will be output. If the normal fluctuation threshold is not exceeded, the difference between the relevant parameters determined during the current upgrade process and the parameters stored in the storage table will be fused to obtain the estimated value of the relevant parameters, and the estimated value of the relevant parameters will be stored.

[0011] In some embodiments, the theoretical braking duration-based magnitude selection control method, by combining the stored relevant parameters, predicts the duty cycle of the pulse width modulation signal used to control the two-position three-way solenoid valve, specifically including: When the theoretical braking duration exceeds a preset threshold, the large speed difference control method is adopted. The large speed difference control method calculates the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve based on the target shift speed difference, the free braking speed of the intermediate shaft, the combined braking speed of the intermediate shaft, the opening delay of the solenoid valve, the closing delay of the solenoid valve, the duration of the braking efficiency increase process, the duration of the braking efficiency decrease process, the change in intermediate shaft speed during the braking efficiency increase process, the change in intermediate shaft speed during the braking efficiency decrease process, and the acquisition step size of the intermediate shaft speed sensor. When the current shift speed difference is less than or equal to a preset threshold, the small speed difference control method is adopted. The small speed difference control method is based on the change in the speed of the intermediate shaft during the control delay time of the solenoid valve, and calculates the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve.

[0012] In some embodiments, the small speed difference control method is based on the change in the rotational speed of the intermediate shaft during the solenoid valve control delay time, and calculates the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve, specifically including: If the current shift speed difference is less than or equal to the speed change, the duty cycle is zero, and the control solenoid valve is not energized. If the current shift speed difference is greater than the speed change, then the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve is calculated based on the current shift speed difference, the free braking speed of the intermediate shaft, the combined braking speed of the intermediate shaft, the opening delay time of the solenoid valve, the closing delay time of the solenoid valve, the duration of the braking efficiency increase process, and the duration of the braking efficiency decrease process.

[0013] In some embodiments, correcting the predicted duty cycle based on the comparison between the actual shift speed difference during gear engagement and the theoretical shift speed difference specifically includes: When the actual shift speed difference during gear engagement is less than or equal to the theoretical shift speed difference, the change in intermediate shaft speed of a single acquisition step of the intermediate shaft speed sensor is calculated, and the correction amount for the duty cycle is determined based on the change in intermediate shaft speed of a single acquisition step of the intermediate shaft speed sensor. When the actual shift speed difference is greater than the theoretical shift speed difference, a braking fault information is output. If the braking fault information indicates insufficient braking, real-time monitoring and slip sleeve shifting are performed. If the braking fault information indicates excessive braking, measures such as intermediate shaft acceleration or upshifting are taken to complete the upshifting operation.

[0014] Secondly, the present invention provides a control system for an AMT intermediate shaft brake solenoid valve, comprising: The relevant parameter determination and storage module is used to determine the relevant parameters of the intermediate shaft brake based on the historical upshift process data of the AMT, and store the relevant parameters. The relevant parameters include at least the intermediate shaft free braking speed, intermediate shaft combined braking speed, acquisition step size of the intermediate shaft speed sensor, solenoid valve opening delay time, solenoid valve closing delay time, duration of braking efficiency increase process, duration of braking efficiency decrease process, amount of intermediate shaft speed change during braking efficiency increase process, and amount of intermediate shaft speed change during braking efficiency decrease process. The control method selection module is used to calculate the theoretical braking time of the intermediate shaft brake with maximum braking efficiency based on the current shift speed difference when a shift command is received, select a control method based on the magnitude of the theoretical braking time, and predict the duty cycle of the pulse width modulation signal used to control the two-position three-way solenoid valve by combining the control method with the stored relevant parameters. The control method includes a large speed difference control method or a small speed difference control method. The duty cycle correction module is used to correct the predicted duty cycle after each upshift by comparing the actual shift speed difference during gear engagement with the theoretical shift speed difference.

[0015] Thirdly, the present invention provides a computer device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described method.

[0016] Fourthly, the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described method.

[0017] The above technical solution has the following advantages or beneficial effects: Firstly, this invention provides a control method for the braking solenoid valve of an AMT intermediate shaft. Compared with existing technologies, this invention effectively solves the problem of insufficient or excessive braking of the intermediate shaft caused by the control delay characteristics of the solenoid valve in existing technologies by introducing three core links: parameter determination, segmented predictive control, and feedback correction. Specifically, this invention accurately determines key parameters such as the free braking speed, combined braking speed, and solenoid valve time delay of the intermediate shaft based on historical upshift data, fully considering the impact of the solenoid valve control delay on the braking process. In the predictive control link, large or small speed difference control methods are adopted according to the theoretical braking duration, realizing accurate prediction of the duty cycle of the pulse width modulation signal, effectively avoiding braking deviation caused by control delay. On this basis, through the feedback correction mechanism after upshifting, prediction errors caused by mechanical disturbances, noise interference, and other factors are further eliminated, improving the robustness and adaptability of the control method, ensuring that the intermediate shaft speed can quickly and accurately drop to the gear shifting speed range, significantly reducing shift shock and extending the service life of the shaft gears.

[0018] In some embodiments, by accurately analyzing historical upshift data, key parameters such as solenoid valve time delay, duration of braking performance increase and decrease, free braking speed and combined braking speed are obtained respectively. This fully quantifies the impact of solenoid valve control delay and gas flow characteristics on the braking process, providing an accurate data basis for subsequent precise control of the intermediate shaft brake and avoiding insufficient or excessive braking.

[0019] In some embodiments, evaluating and storing parameters through data fusion methods can effectively filter out data fluctuation interference, improve parameter accuracy, and lay a reliable foundation for subsequent precise control.

[0020] In some embodiments, by setting a normal fluctuation threshold to filter parameters, abnormal data can be effectively identified and eliminated, avoiding control failure due to parameter mutations. At the same time, using data fusion to smooth the parameter estimation not only ensures the stability of parameter storage but also improves the accuracy of parameters, providing reliable data support for subsequent precise control.

[0021] In some embodiments, a differentiated duty cycle prediction strategy is adopted based on the theoretical braking duration. With large speed differences, the duration parameters of the entire braking process are fully considered to ensure rapid braking; with small speed differences, the impact of solenoid valve control delay is precisely quantified to avoid over-braking. This segmented control method effectively solves the problems of insufficient or excessive braking that easily occur under a single control strategy.

[0022] In some embodiments, by introducing a mechanism to determine the change in rotational speed within the solenoid valve control delay time, when the shift speed difference is less than or equal to this delayed change in rotational speed, the solenoid valve is directly de-energized, avoiding over-braking caused by the opening time lag. When the shift speed difference is greater than this change, the duty cycle is precisely calculated by combining multiple parameters such as free braking speed, combined braking speed, and solenoid valve time lag, ensuring that the braking efficiency just reduces the intermediate shaft speed to the target range. This determination mechanism effectively solves the problem of excessive braking that easily occurs under small speed difference conditions due to the delay characteristics of the solenoid valve, achieving refined control of the small speed difference shifting process.

[0023] In some embodiments, a precise feedback correction mechanism is employed to accurately calculate the duty cycle correction based on the sensor acquisition step size, thereby achieving fine optimization of control parameters. When braking is excessive or insufficient, fault information is output and targeted remedial measures are taken to prevent shifting failures. This mechanism effectively enhances the adaptive capability and fault tolerance of the control system, ensuring the reliability and smoothness of the shifting process.

[0024] Secondly, this invention provides a control system for an AMT intermediate shaft braking solenoid valve. Through the coordinated operation of a relevant parameter determination and storage module, a control method selection module, and a duty cycle correction module, closed-loop precise control of the intermediate shaft braking process is achieved. The relevant parameter determination and storage module fully quantifies the impact of solenoid valve control delay and gas flow characteristics on the braking process. The control method selection module selects a large or small speed difference control strategy based on the theoretical braking duration, effectively avoiding the problems of insufficient or excessive braking that easily occur under a single control mode. The duty cycle correction module dynamically optimizes control parameters through a feedback mechanism, continuously improving control accuracy. This system has a clear structure and modular design, ensuring that the intermediate shaft speed drops quickly and accurately to the target gear range, significantly improving shift smoothness and extending gear life.

[0025] Thirdly, the present invention provides a computer device that, through a processor executing a specific computer program, can efficiently implement the steps of the method of the present invention. When performing data processing tasks, the computer device can accurately perform numerical calculations and logical judgments, avoiding errors caused by human factors. At the same time, since the computer program has high stability and reliability, it can ensure the accuracy and consistency of the data processing results.

[0026] Fourthly, the present invention provides a computer-readable storage medium. By programming the steps of the method of the present invention into a computer program and storing it on the computer-readable storage medium, users can easily load these programs onto any compatible computer device and execute them without rewriting or converting the code, which greatly improves the convenience and flexibility of program execution. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the control structure of the intermediate shaft brake controlled by a two-position three-way solenoid valve, as shown in an embodiment of the present invention. Figure 2 This is a schematic flowchart of a control method for an AMT intermediate shaft braking solenoid valve according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of a computer device as shown in an embodiment of the present invention. Detailed Implementation

[0028] The present invention will be further described in detail below with reference to specific embodiments. These descriptions are for explanation purposes only and are not intended to limit the scope of the invention.

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] In related technologies, the control methods for intermediate shaft brakes mainly focus on controlling the inflation time. The braking duration of the intermediate shaft brake is indirectly controlled by controlling the time it takes for high-pressure gas to enter the cylinder. After the intermediate shaft speed drops to a suitable range, the high-pressure gas in the cylinder is discharged, and gear engagement is stabilized through the sliding sleeve. However, due to the compressibility and flow characteristics of gas, the braking duration of the intermediate shaft brake is easily affected by the opening and closing lag of the solenoid valve. Especially when the shift speed difference is small, the control of the inflation time can easily lead to insufficient or excessive reduction in the intermediate shaft speed. This means the intermediate shaft brake is prone to insufficient or excessive braking of the intermediate shaft, resulting in a large shift speed difference between the constantly meshing gear on the intermediate shaft and the output shaft gear, causing severe shift shocks. In severe cases, this can even reduce the lifespan of the shaft gears.

[0032] To address the problem of insufficient or excessive braking of the intermediate shaft under the control of a single two-position three-way solenoid valve in existing technologies, this invention provides a control method for an AMT intermediate shaft braking solenoid valve. The control method is based on an intermediate shaft brake controlled by a two-position three-way solenoid valve and includes the following steps: Step 1: Based on the historical upshifting process data of the AMT, determine the relevant parameters of the intermediate shaft brake and store the relevant parameters. The relevant parameters include at least the intermediate shaft free braking speed, intermediate shaft combined braking speed, the acquisition step size of the intermediate shaft speed sensor, the opening delay time of the solenoid valve, the closing delay time of the solenoid valve, the duration of the braking efficiency increase process, the duration of the braking efficiency decrease process, the change in intermediate shaft speed during the braking efficiency increase process, and the change in intermediate shaft speed during the braking efficiency decrease process. Step 2: When a shift command is received, the theoretical braking time of the intermediate shaft brake with maximum braking efficiency is calculated based on the current shift speed difference. A control method is selected based on the magnitude of the theoretical braking time. The duty cycle of the pulse width modulation signal used to control the two-position three-way solenoid valve is predicted by combining the control method with the stored relevant parameters. The control method includes a large speed difference control method or a small speed difference control method. Step 3: After each upshift, the predicted duty cycle is corrected based on the comparison between the actual shift speed difference and the theoretical shift speed difference.

[0033] Before applying the single-valve control method proposed in this invention, it is necessary to determine parameters such as intermediate shaft braking speed and brake duration based on the intermediate shaft speed information of historical upshift data of the AMT, and improve the accuracy of parameter determination through data fusion. When the mechanical automatic transmission receives a shift command, the braking time of the intermediate shaft brake on the intermediate shaft is predicted based on parameters such as the shift speed difference, intermediate shaft braking speed, and intermediate shaft speed sensor sampling step size. This determines the predicted duty cycle of the input pulse width modulation signal of the intermediate shaft brake solenoid valve, and the predicted duty cycle is corrected by feedback based on the shift result. This ensures that while the intermediate shaft speed decreases rapidly, the intermediate shaft and its gear set can smoothly engage the corresponding gear on the output shaft through the sliding sleeve. Considering the control delay characteristics of the solenoid valve, the magnitude of the shift speed difference has a certain impact on the control method of the intermediate shaft brake solenoid valve. Therefore, different single-valve control methods are required when the shift speed difference is large or small.

[0034] Compared with existing technologies, the control method for the intermediate shaft braking solenoid valve provided in this invention considers the influence of the solenoid valve control delay time under different shift speed differences. Based on the speed difference segmentation method, the duty cycle of the input pulse width modulation signal of the two-position three-way valve is predicted at the initial stage of upshifting, so as to control the intermediate shaft braking solenoid valve more quickly. This solves the problem of insufficient or excessive braking of the intermediate shaft that is easily caused by the influence of the solenoid valve control delay time, while ensuring the full utilization of the intermediate shaft braking efficiency, so that the intermediate shaft speed can quickly and accurately drop to the shift speed range. The control method for the intermediate shaft braking solenoid valve provided in this invention also has a certain self-learning correction function. In response to the problem of decreased accuracy of duty cycle prediction caused by factors such as mechanical disturbance or noise interference, the predicted duty cycle is corrected based on the speed difference between the intermediate shaft and the output shaft during shifting, reducing the shift shock problem during upshifting.

[0035] Example: This embodiment provides a control method for an AMT intermediate shaft brake solenoid valve. The control method is based on an intermediate shaft brake controlled by a two-position three-way solenoid valve. (See also...) Figure 2 This includes the following steps: Step 1, Parameter Determination: Based on the historical upshifting process data of the AMT, determine the relevant parameters of the intermediate shaft brake and store the relevant parameters. The relevant parameters include at least the intermediate shaft free braking speed, the acquisition step size of the intermediate shaft speed sensor, the opening delay time of the solenoid valve, the closing delay time of the solenoid valve, the duration of the braking efficiency increase process, the duration of the braking efficiency decrease process, the change in intermediate shaft speed during the braking efficiency increase process, and the change in intermediate shaft speed during the braking efficiency decrease process.

[0036] In some embodiments, see Figure 1 The control structure of the intermediate shaft brake controlled by the two-position three-way solenoid valve includes an air source 1, a pressure regulating valve 2, a two-position three-way solenoid valve 3, a brake cylinder 4, a brake friction pair 5, and an intermediate shaft assembly 6. The air source 1 is connected to the two-position three-way solenoid valve 3 through the pressure regulating valve 2. The two-position three-way solenoid valve 3 is connected to the brake cylinder 4, the brake friction pair 5, and the intermediate shaft assembly 6 in sequence. The two-position three-way solenoid valve 3 is controlled by a pulse width modulation signal.

[0037] When the AMT transmission control unit sends a pulse width modulation signal, the two-position three-way solenoid valve 3 is energized, the air passage is opened, and high-pressure gas enters the brake cylinder 4 from the air source 1 through the two-position three-way solenoid valve 3. The piston overcomes the resistance of the return spring and drives the mating steel plate to move and press the friction plate. The brake friction pair 5 generates friction torque under the action of the pressing force, which generates braking effect on the intermediate shaft assembly 6, causing the intermediate shaft speed to drop rapidly to the target speed. Then, the two-position three-way solenoid valve 3 of the intermediate shaft assembly 6 is de-energized under the control of the pulse width modulation signal, and the high-pressure gas in the brake cylinder 4 is discharged through the exhaust port of the two-position three-way solenoid valve 3. The braking effect of the brake gradually decreases until it disappears. At this time, the AMT completes the upshift process by engaging the gear through the sliding sleeve.

[0038] In some embodiments, determining the relevant parameters of the intermediate shaft brake based on historical upshifting process data of the AMT specifically includes: Based on the pulse width modulation signal in the historical upshift process data, the energization time, de-energization time, and signal period of the solenoid valve are determined. Based on the rotational speed information collected by the intermediate shaft speed sensor in the historical upshift process data, the sensor's acquisition step size is determined. Based on the rate of change of intermediate shaft speed after the solenoid valve is energized and the acquisition step size of the intermediate shaft speed sensor in the historical upshift process data, the braking start time, the moment when the braking efficiency rises to the maximum, the moment when the braking efficiency begins to decline, and the moment when the braking efficiency completely fades are determined. The opening delay of the solenoid valve is determined based on the energization time and the braking start time. The duration of the braking efficiency increase process and the change in the intermediate shaft speed during the braking efficiency increase process are determined based on the braking start time and the braking efficiency reaches its maximum. The duration of the braking efficiency decrease process and the change in the intermediate shaft speed during the braking efficiency decrease process are determined based on the braking efficiency start to decrease and the braking efficiency completely fades. The closing delay of the solenoid valve is determined based on the de-energization time and the braking efficiency start to decrease. The free braking speed of the intermediate shaft is determined based on the rate of change of the intermediate shaft rotational speed before the start of braking of the intermediate shaft brake, and the combined braking speed of the intermediate shaft is determined based on the rate of change of the intermediate shaft rotational speed at the moment when the braking efficiency rises to its maximum.

[0039] Specifically, the following parameters are determined based on historical upshifting data from mechanical automatic transmissions: During each upshift of the transmission, the energizing time of the intermediate shaft brake solenoid valve is determined based on the input pulse width modulation signal of the intermediate shaft brake solenoid valve. and the time of power outage And determine the signal period of the pulse width modulation signal. And store it.

[0040] Based on the intermediate shaft speed information acquired by the intermediate shaft speed sensor, the acquisition step size of the intermediate shaft speed sensor is determined. And store it.

[0041] When the intermediate shaft brake solenoid valve is energized, the acquisition step size is based on the intermediate shaft speed sensor. In addition to collecting intermediate shaft speed information, the intermediate shaft speed change rate is calculated and monitored in real time to determine the moment when the intermediate shaft brake begins to brake the intermediate shaft (the moment when the intermediate shaft brake begins to brake). The moment when the braking efficiency of the intermediate shaft brake reaches its maximum (the moment when the braking efficiency rises to its maximum). The moment when the braking efficiency of the intermediate shaft brake begins to decrease from its maximum (the moment when the braking efficiency begins to decrease). The moment when the braking efficiency of the intermediate shaft brake completely fades .

[0042] based on Time and Determine the opening delay time of the intermediate shaft brake solenoid valve at all times. ,based on Time and The duration of the braking efficiency increase process of the intermediate shaft brake is determined at all times. And the decrease in intermediate shaft speed (the change in intermediate shaft speed during the increase in braking efficiency). ,based on Time and Determine the duration of the decrease in braking efficiency of the intermediate shaft brake at all times. The speed difference between the intermediate shaft speed and the speed decrease (the change in intermediate shaft speed during the decrease in braking efficiency). ,based on Time and Determine the closing delay time of the intermediate shaft brake solenoid valve at all times. and will , , , , and The parameters are stored.

[0043] based on Time to The rate of change of intermediate shaft rotation speed at any given time determines the free braking speed of the intermediate shaft. And store it, which represents the rate of change of rotational speed of the intermediate shaft and its gear set when the intermediate shaft brake does not produce braking effect on the intermediate shaft; based on Time to The rate of change of intermediate shaft rotation speed at time t determines the combined braking speed of the intermediate shaft. And store it, representing the rate of change of rotational speed of the intermediate shaft and its gear set when the intermediate shaft brake produces maximum braking efficiency on the intermediate shaft.

[0044] based on Time to Rate of change of intermediate shaft speed at time t Combined braking speed with intermediate shaft Determine the proportionality coefficient and the proportionality coefficient and the corresponding time Storage is performed, where, express and The ratio, Indicates the calculation of the proportionality coefficient hour The corresponding time.

[0045] The above-determined free braking speed of the intermediate shaft Combined braking speed with intermediate shaft All are scalars, only reflecting the magnitude of the rate of change of the intermediate shaft speed.

[0046] In some embodiments, storing the relevant parameters specifically includes: evaluating the relevant parameters using a data fusion method and then storing them.

[0047] In some embodiments, the step of evaluating and storing the relevant parameters using a data fusion method specifically includes: If the parameter is not stored in the storage table, then the relevant parameter will be stored in the storage table. If parameters are stored in the storage table, then determine whether the difference between the relevant parameters determined during the current upgrade process and the parameters stored in the storage table exceeds the normal fluctuation threshold: If the normal fluctuation threshold is exceeded, storage will be stopped and fault information of the relevant parameters will be output. If the normal fluctuation threshold is not exceeded, the difference between the relevant parameters determined during the current upgrade process and the parameters stored in the storage table will be fused to obtain the estimated value of the relevant parameters, and the estimated value of the relevant parameters will be stored.

[0048] In some embodiments, the relevant parameters determined for different upshifting processes exhibit certain data fluctuations. A common approach is to store the relevant parameters determined for each upshifting process and take the average as the final determined value of the relevant parameter. However, this method increases the storage space for the relevant parameter with each storage iteration. Alternatively, the average of the current determined value and the stored value can be taken as the final determined value of the relevant parameter and stored. However, this method still suffers from data fluctuations and has poor versatility. To address these issues, this invention employs a data fusion method to estimate and store the determined relevant parameter values. The method is as follows: If no parameters are stored in the storage table, the relevant parameters are directly stored in the storage table. If parameters are stored in the storage table, it is determined whether the difference between the relevant parameters determined during the current shift and the parameters stored in the storage table exceeds the normal fluctuation threshold. If it exceeds the normal fluctuation threshold, data storage is stopped and parameter fault information is output. If it does not exceed the normal fluctuation threshold, the concept of data fusion is applied to fuse the relevant parameter values ​​determined during the current shift and the parameter values ​​stored in the storage table to obtain the estimated values ​​of the current relevant parameters. The estimated values, estimation errors, determination errors, and adjustment coefficients of the relevant parameters during the current shift are then written into the storage table. When the stored values ​​of the relevant parameters tend to stabilize, the single-valve control method provided by this invention can be applied normally. The parameter data fusion formula is as follows: ; In the formula, Indicates the current relevant parameter in the th order. Estimated value during the next gear shift; Indicates the current relevant parameter in the th order. The determined value during the next gear upgrade process; Indicates the first Adjustment coefficients for relevant parameters during the next gear shift; Indicates the first Estimation errors of relevant parameters during the next gear shift; This indicates the determination error of the relevant parameters during the determination process; n Indicates the order of the gear shift process.

[0049] In some embodiments, the following parameter information is determined based on the current upshift process data of the mechanical automatic transmission.

[0050] When the automatic transmission detects a shift signal, it determines the target speed of the intermediate shaft after the shift based on the current gear and the target gear. It also acquires the current speed of the intermediate shaft using an intermediate shaft speed sensor. When the target speed of the intermediate shaft is greater than the current speed, indicating that the automatic transmission is preparing to upshift, it activates the braking control mechanism of the intermediate shaft braking solenoid valve to determine the speed difference between the current speed of the intermediate shaft and the target upshift speed. It is stored as a target shift speed difference parameter; when the target speed of the intermediate shaft is less than the current speed of the intermediate shaft, that is, when the automatic transmission is preparing to downshift, there is no need to control the intermediate shaft brake solenoid valve to open the braking measures.

[0051] When a command to activate the intermediate shaft brake control is detected, the speed difference between the real-time intermediate shaft speed and the target shift speed during the gear shift process is determined based on the intermediate shaft speed information collected by the intermediate shaft speed sensor. This data is stored as the current shift speed difference parameter.

[0052] Step 2: When a shift command is received, the theoretical braking time of the intermediate shaft brake with maximum braking efficiency is calculated based on the current shift speed difference. A control method is selected based on the magnitude of the theoretical braking time. By combining the control method with the stored relevant parameters, the duty cycle of the pulse width modulation signal used to control the two-position three-way solenoid valve is predicted. The control method includes a large speed difference control method or a small speed difference control method.

[0053] In some embodiments, when a shift command is received, the theoretical braking duration of the intermediate shaft brake at maximum braking efficiency is calculated based on the current shift speed difference. A control method is selected based on the magnitude of the theoretical braking duration. The duty cycle of the pulse width modulation signal used to control the two-position three-way solenoid valve is predicted by combining the control method with the stored relevant parameters. Specifically, this includes: When the theoretical braking duration exceeds a preset threshold, the large speed difference control method is adopted. The large speed difference control method calculates the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve based on the target shift speed difference, the free braking speed of the intermediate shaft, the combined braking speed of the intermediate shaft, the opening delay of the solenoid valve, the closing delay of the solenoid valve, the duration of the braking efficiency increase process, the duration of the braking efficiency decrease process, the change in intermediate shaft speed during the braking efficiency increase process, the change in intermediate shaft speed during the braking efficiency decrease process, and the acquisition step size of the intermediate shaft speed sensor. When the current shift speed difference is less than or equal to a preset threshold, the small speed difference control method is adopted. The small speed difference control method is based on the change in the speed of the intermediate shaft during the control delay time of the solenoid valve, and calculates the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve.

[0054] In some embodiments, the small speed difference control method is based on the change in the rotational speed of the intermediate shaft during the solenoid valve control delay time, and calculates the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve, specifically including: If the current shift speed difference is less than or equal to the speed change, the duty cycle is zero, and the control solenoid valve is not energized. If the current shift speed difference is greater than the speed change, then the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve is calculated based on the current shift speed difference, the free braking speed of the intermediate shaft, the combined braking speed of the intermediate shaft, the opening delay time of the solenoid valve, the closing delay time of the solenoid valve, the duration of the braking efficiency increase process, and the duration of the braking efficiency decrease process.

[0055] In some embodiments, the large speed difference and small speed difference in the large speed difference control method and the small speed difference control method are descriptions of the upshifting process, and the specific judgments are as follows: Theoretical braking duration based on maximum braking efficiency ,when At that time, the large speed difference control method is used to control the intermediate shaft brake solenoid valve; when At that time, the small speed difference control method is used to control the intermediate shaft brake solenoid valve.

[0056] Specifically, this step predicts the theoretical duty cycle of the input pulse width modulation signal to the inter-axle brake solenoid valve during the current upshift process based on determined relevant parameter values. The predicted theoretical duty cycle is used to control the energizing duration of the brake solenoid valve within the signal cycle, thereby achieving precise and speed control of the inter-axle brake. This is based on the target shift speed difference. Depending on the difference, duty cycle predictive control is divided into two methods: large speed difference control and small speed difference control.

[0057] The theoretical braking time required for the predictive control system to apply maximum braking efficiency to the intermediate shaft brake. Make a judgment. The calculation formula is as follows: ; In the formula, , , , and These are the relevant parameter values ​​determined based on historical data in the storage table.

[0058] (1) Large speed difference control method judge At that time, a large speed difference control method is applied to control the intermediate shaft brake solenoid valve, and the theoretical duty cycle of the solenoid valve input pulse width modulation signal is predicted based on the shift parameters. During operation, the braking efficiency of the intermediate shaft brake will experience three stages: increase, maximum holding, and decrease. The input pulse width modulation signal of the intermediate shaft brake solenoid valve predicts the duty cycle. The calculation formula is as follows: ; In the formula, Indicates to A function that performs rounding operations.

[0059] The AMT transmission control unit is based on predicted duty cycle. The output pulse width modulation signal is sent to the intermediate shaft brake solenoid valve to control the energization time of the brake solenoid valve.

[0060] (2) Small speed difference control method judge At the same time, a small speed difference control method is applied to control the intermediate shaft braking solenoid valve, and the change in intermediate shaft speed during the solenoid valve control delay time is determined based on the shift parameters. The calculation formula is as follows: ; when At this time, the intermediate shaft brake solenoid valve does not need to be energized, and the duty cycle is predicted. ; when During the braking efficiency increase phase, the intermediate shaft brake solenoid valve is de-energized, and the input pulse width modulation signal of the intermediate shaft brake solenoid valve predicts the duty cycle. The calculation formula is as follows: ; In the formula, Indicates output Time to | |The function for calculating the duration at the moment when the minimum is reached; This indicates the expected decrease in the intermediate shaft speed. The calculation formula is as follows: ; The AMT transmission control unit is based on predicted duty cycle. The value determines whether it is necessary to energize and open the intermediate shaft brake solenoid valve. If If no power is required; The output pulse width modulation signal is then sent to the intermediate shaft brake solenoid valve to control the energization duration of the brake solenoid valve. Under the control of the input pulse width modulation signal, the intermediate shaft brake solenoid valve completes the braking process of the intermediate shaft. At this time, the intermediate shaft speed is synchronized with the output shaft speed, and the AMT transmission performs clutch engagement and gear shifting operations to complete the current upshift process.

[0061] Step 3: After each upshift, the predicted duty cycle is corrected based on the comparison between the actual shift speed difference and the theoretical shift speed difference.

[0062] In some embodiments, correcting the predicted duty cycle based on the comparison between the actual shift speed difference during gear engagement and the theoretical shift speed difference specifically includes: When the actual shift speed difference during gear engagement is less than or equal to the theoretical shift speed difference, the change in intermediate shaft speed of a single acquisition step of the intermediate shaft speed sensor is calculated, and the correction amount for the duty cycle is determined based on the change in intermediate shaft speed of a single acquisition step of the intermediate shaft speed sensor. When the actual shift speed difference is greater than the theoretical shift speed difference, a braking fault information is output. If the braking fault information indicates insufficient braking, real-time monitoring and slip sleeve shifting are performed. If the braking fault information indicates excessive braking, measures such as intermediate shaft acceleration or upshifting are taken to complete the upshifting operation.

[0063] Specifically, to improve the robustness of the intermediate shaft brake solenoid valve control method, a feedback correction method is used to adjust the predicted duty cycle after each upshift process. Make corrections. Record the current shift RPM difference at each gear engagement moment. And determine the theoretical gear shifting speed difference that allows the intermediate shaft to shift gears smoothly. .

[0064] like Calculate the number of steps required to energize the solenoid valve. The expected shift point difference The solenoid valve is energized one step less. The expected shift point difference ,judge ,and The absolute value of the magnitude. If Minimum, then Unchanged; if or The minimum is calculated based on the formula. Change And apply it to the control process of the next upshift. The calculation formula is as follows: ; In the formula, if If the fault is detected, a fault message will be output, and the transmission will be ensured to shift up smoothly. The current shift point difference will be detected. ,when When the intermediate shaft speed sensor collects the intermediate shaft speed, it outputs a braking insufficiency fault message and monitors the intermediate shaft speed in real time. When the intermediate shaft speed approaches the target shift speed, it engages the gear via the sliding sleeve. When the system outputs a fault message indicating excessive braking, it will perform an upshift operation by accelerating the intermediate shaft or shifting up again.

[0065] This invention provides a control method for the braking solenoid valve of an AMT intermediate shaft. Compared with existing technologies, this invention effectively solves the problem of insufficient or excessive braking of the intermediate shaft caused by the control delay characteristics of the solenoid valve in existing technologies by introducing three core links: parameter determination, segmented predictive control, and feedback correction. Specifically, this invention accurately determines key parameters such as the free braking speed, combined braking speed, and solenoid valve time delay of the intermediate shaft based on historical upshift data, fully considering the impact of the solenoid valve control delay on the braking process. In the predictive control link, a large speed difference or small speed difference control method is adopted according to the size of the shift speed difference, realizing accurate prediction of the duty cycle of the pulse width modulation signal, effectively avoiding braking deviation caused by control delay. On this basis, through the feedback correction mechanism after the upshift is completed, prediction errors caused by mechanical disturbances, noise interference, and other factors are further eliminated, improving the robustness and adaptability of the control method, ensuring that the intermediate shaft speed can quickly and accurately drop to the shift speed range, significantly reducing shift shock and extending the service life of the shaft gears.

[0066] In one embodiment of the present invention, a control system for an AMT intermediate shaft brake solenoid valve is provided, comprising: The relevant parameter determination and storage module is used to determine the relevant parameters of the intermediate shaft brake based on the historical upshift process data of the AMT, and store the relevant parameters. The relevant parameters include at least the intermediate shaft free braking speed, intermediate shaft combined braking speed, acquisition step size of the intermediate shaft speed sensor, solenoid valve opening delay time, solenoid valve closing delay time, duration of braking efficiency increase process, duration of braking efficiency decrease process, amount of intermediate shaft speed change during braking efficiency increase process, and amount of intermediate shaft speed change during braking efficiency decrease process. The control method selection module is used to calculate the theoretical braking time of the intermediate shaft brake with maximum braking efficiency based on the current shift speed difference when a shift command is received, select a control method based on the magnitude of the theoretical braking time, and predict the duty cycle of the pulse width modulation signal used to control the two-position three-way solenoid valve by combining the control method with the stored relevant parameters. The control method includes a large speed difference control method or a small speed difference control method. The duty cycle correction module is used to correct the predicted duty cycle after each upshift by comparing the actual shift speed difference during gear engagement with the theoretical shift speed difference.

[0067] See Figure 3This embodiment provides a computer device, which includes a processor and a memory. The memory stores a computer program, which includes program instructions. The processor executes the program instructions stored in the computer storage medium. The processor may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. It is the computing and control core of the terminal and is suitable for implementing one or more instructions. Specifically, it is suitable for loading and executing one or more instructions in the computer storage medium to realize the corresponding method flow or corresponding function. The processor described in this embodiment can be used to execute the relevant operations of a control method for an AMT intermediate shaft braking solenoid valve.

[0068] This embodiment provides a computer-readable storage medium, specifically a computer-readable storage medium (Memory), which is a memory device in a computer device used to store programs and data. It is understood that the computer-readable storage medium here can include both the built-in storage medium in the computer device and extended storage media supported by the computer device. The computer-readable storage medium provides storage space that stores the terminal's operating system; and this storage space also stores one or more instructions suitable for loading and execution by a processor. These instructions can be one or more computer programs (including program code). It should be noted that the computer-readable storage medium here can be a high-speed RAM memory or a non-volatile memory, such as at least one disk storage device. The processor can load and execute one or more instructions stored in the computer-readable storage medium to implement the corresponding steps of the control method for an AMT intermediate shaft brake solenoid valve in this embodiment.

[0069] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention can take the form of a computer program product implemented 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.

[0070] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should 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 illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0071] 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.

[0072] 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.

[0073] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A control method for an AMT intermediate shaft braking solenoid valve, characterized in that, The control method is based on an intermediate shaft brake controlled by a two-position three-way solenoid valve, and includes the following steps: Based on the historical upshifting process data of the AMT, the relevant parameters of the intermediate shaft brake are determined and stored. The relevant parameters include at least the intermediate shaft free braking speed, the intermediate shaft combined braking speed, the acquisition step size of the intermediate shaft speed sensor, the opening delay time of the solenoid valve, the closing delay time of the solenoid valve, the duration of the braking efficiency increase process, the duration of the braking efficiency decrease process, the change in intermediate shaft speed during the braking efficiency increase process, and the change in intermediate shaft speed during the braking efficiency decrease process. When a shift command is received, the theoretical braking time of the intermediate shaft brake with maximum braking efficiency is calculated based on the current shift speed difference. A control method is selected based on the magnitude of the theoretical braking time. By combining the control method with the stored relevant parameters, the duty cycle of the pulse width modulation signal used to control the two-position three-way solenoid valve is predicted. The control method includes a large speed difference control method or a small speed difference control method. After each upshift, the predicted duty cycle is corrected based on the comparison between the actual shift speed difference and the theoretical shift speed difference.

2. The control method for an AMT intermediate shaft brake solenoid valve according to claim 1, characterized in that, The parameters of the intermediate shaft brake are determined based on the historical upshifting process data of the AMT, specifically including: Based on the pulse width modulation signal in the historical upshift process data, the energization time, de-energization time, and signal period of the solenoid valve are determined. Based on the speed information collected by the intermediate shaft speed sensor in the historical upshift process data, the acquisition step size of the intermediate shaft speed sensor is determined. Based on the rate of change of intermediate shaft speed after the solenoid valve is energized and the acquisition step size of the intermediate shaft speed sensor in the historical upshift process data, the braking start time, the moment when the braking efficiency rises to the maximum, the moment when the braking efficiency begins to decline, and the moment when the braking efficiency completely fades are determined. The opening delay of the solenoid valve is determined based on the energization time and the braking start time. The duration of the braking efficiency increase process and the change in the intermediate shaft speed during the braking efficiency increase process are determined based on the braking start time and the braking efficiency reaches its maximum. The duration of the braking efficiency decrease process and the change in the intermediate shaft speed during the braking efficiency decrease process are determined based on the braking efficiency start to decrease and the braking efficiency completely fades. The closing delay of the solenoid valve is determined based on the de-energization time and the braking efficiency start to decrease. The free braking speed of the intermediate shaft is determined based on the rate of change of the intermediate shaft rotational speed before the start of braking of the intermediate shaft brake, and the combined braking speed of the intermediate shaft is determined based on the rate of change of the intermediate shaft rotational speed at the moment when the braking efficiency rises to its maximum.

3. The control method for an AMT intermediate shaft brake solenoid valve according to claim 1, characterized in that, The storage of the relevant parameters specifically includes: The relevant parameters are evaluated and stored using a data fusion method.

4. The control method for an AMT intermediate shaft brake solenoid valve according to claim 3, characterized in that, The process of evaluating and storing the relevant parameters using a data fusion method specifically includes: If the parameter is not stored in the storage table, then the relevant parameter will be stored in the storage table. If parameters are stored in the storage table, then determine whether the difference between the relevant parameters determined during the current upgrade process and the parameters stored in the storage table exceeds the normal fluctuation threshold: If the normal fluctuation threshold is exceeded, storage will be stopped and fault information of the relevant parameters will be output. If the normal fluctuation threshold is not exceeded, the difference between the relevant parameters determined during the current upgrade process and the parameters stored in the storage table will be fused to obtain the estimated value of the relevant parameters, and the estimated value of the relevant parameters will be stored.

5. The control method for an AMT intermediate shaft brake solenoid valve according to claim 1, characterized in that, The theoretical braking duration-based magnitude selection control method, by combining the stored relevant parameters, predicts the duty cycle of the pulse width modulation signal used to control the two-position three-way solenoid valve, specifically including: When the theoretical braking duration exceeds a preset threshold, the large speed difference control method is adopted. The large speed difference control method calculates the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve based on the target shift speed difference, the free braking speed of the intermediate shaft, the combined braking speed of the intermediate shaft, the opening delay of the solenoid valve, the closing delay of the solenoid valve, the duration of the braking efficiency increase process, the duration of the braking efficiency decrease process, the change in intermediate shaft speed during the braking efficiency increase process, the change in intermediate shaft speed during the braking efficiency decrease process, and the acquisition step size of the intermediate shaft speed sensor. When the current shift speed difference is less than or equal to a preset threshold, the small speed difference control method is adopted. The small speed difference control method is based on the change in the speed of the intermediate shaft during the control delay time of the solenoid valve, and calculates the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve.

6. The control method for an AMT intermediate shaft brake solenoid valve according to claim 5, characterized in that, The small speed difference control method is based on the change in the rotational speed of the intermediate shaft during the control delay time of the solenoid valve, and calculates the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve, specifically including: If the current shift speed difference is less than or equal to the speed change, the duty cycle is zero, and the control solenoid valve is not energized. If the current shift speed difference is greater than the speed change, then the duty cycle of the pulse width modulation signal of the two-position three-way solenoid valve is calculated based on the current shift speed difference, the free braking speed of the intermediate shaft, the combined braking speed of the intermediate shaft, the opening delay time of the solenoid valve, the closing delay time of the solenoid valve, the duration of the braking efficiency increase process, and the duration of the braking efficiency decrease process.

7. The control method for an AMT intermediate shaft brake solenoid valve according to claim 1, characterized in that, The step of correcting the predicted duty cycle based on the comparison between the actual shift speed difference during gear engagement and the theoretical shift speed difference specifically includes: When the actual shift speed difference during gear engagement is less than or equal to the theoretical shift speed difference, the change in intermediate shaft speed of a single acquisition step of the intermediate shaft speed sensor is calculated, and the correction amount for the duty cycle is determined based on the change in intermediate shaft speed of a single acquisition step of the intermediate shaft speed sensor. When the actual shift speed difference is greater than the theoretical shift speed difference, a braking fault information is output. If the braking fault information indicates insufficient braking, real-time monitoring and slip sleeve shifting are performed. If the braking fault information indicates excessive braking, measures such as intermediate shaft acceleration or upshifting are taken to complete the upshifting operation.

8. A control system for an AMT intermediate shaft braking solenoid valve, characterized in that, include: The relevant parameter determination and storage module is used to determine the relevant parameters of the intermediate shaft brake based on the historical upshift process data of the AMT, and store the relevant parameters. The relevant parameters include at least the intermediate shaft free braking speed, intermediate shaft combined braking speed, acquisition step size of the intermediate shaft speed sensor, solenoid valve opening delay time, solenoid valve closing delay time, duration of braking efficiency increase process, duration of braking efficiency decrease process, amount of intermediate shaft speed change during braking efficiency increase process, and amount of intermediate shaft speed change during braking efficiency decrease process. The control method selection module is used to calculate the theoretical braking time of the intermediate shaft brake with maximum braking efficiency based on the current shift speed difference when a shift command is received, select a control method based on the magnitude of the theoretical braking time, and predict the duty cycle of the pulse width modulation signal used to control the two-position three-way solenoid valve by combining the control method with the stored relevant parameters. The control method includes a large speed difference control method or a small speed difference control method. The duty cycle correction module is used to correct the predicted duty cycle after each upshift by comparing the actual shift speed difference during gear engagement with the theoretical shift speed difference.

9. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1-7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1-7.

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