CN113124147A - Gear shifting control method and device and engineering machinery - Google Patents
Gear shifting control method and device and engineering machinery Download PDFInfo
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- CN113124147A CN113124147A CN202110410945.0A CN202110410945A CN113124147A CN 113124147 A CN113124147 A CN 113124147A CN 202110410945 A CN202110410945 A CN 202110410945A CN 113124147 A CN113124147 A CN 113124147A
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- 239000003921 oil Substances 0.000 description 14
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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Abstract
The invention relates to the technical field of vehicles, and particularly discloses a gear shifting control method, a gear shifting control device and engineering machinery, wherein the gear shifting control method comprises the following steps: after the gear shifting is determined, the clutch of the target gear is adjusted from a separation state to a half-combination state, and meanwhile, the clutch of the current gear is adjusted from the combination state to the half-combination state; then judging whether the change rate a of the difference value between the input rotating speed and the output rotating speed of the clutch is within a set range, if so, adjusting the clutch of the target gear from a semi-engagement state to an engagement state, and simultaneously adjusting the clutch of the current gear from the semi-engagement state to a disengagement state; if so, the control current I of the clutch in the target gear is reduced11Increasing the control current I of the clutch in the current gear12And repeatedly determining whether a is within the set range. The method can be adjusted in a self-adaptive mode according to the change of the rotating speed, and the debugging and maintenance cost is reduced.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a gear shifting control method and device and engineering machinery.
Background
With the development of control technology and the improvement of the requirement on equipment intellectualization, the electric control handle is adopted for operation to become the key direction of the current development of engineering machinery vehicles, and meanwhile, the electric control gearbox replaces a mechanical operation gearbox to become the key development trend of gearbox technology. The current electric control gearbox can be divided into an electric control switching value control gearbox and an electro-hydraulic proportional control gearbox according to a control mode. The electric control switching value control gearbox adopts a switching value electric control handle, when the gear shifting operation is carried out, the electric control handle outputs a switching signal to an electro-hydraulic control valve to select gears, the pressure curve of a mechanical pressure regulating type hydraulic valve is regulated in the control of the clutch combination process of the gearbox, and the regulation curve is determined by the performance of the hydraulic valve, so that the adjustability and the control flexibility are poor, and the requirements of the optimal matching performance and the intelligent level improvement of the gearbox cannot be met. The application of electro-hydraulic proportional control technology to gearboxes is becoming more and more widespread.
The characteristic that a current-pressure curve is adjustable by utilizing an electro-hydraulic proportional technology is applicable to gearbox control under various working conditions, so that the self-adaptability of the gearbox is greatly improved, but the technical development threshold is higher due to the complexity of the electro-hydraulic proportional control technology. The current electro-hydraulic proportional control method mainly adopts a control mode based on pressure feedback, utilizes a current-pressure performance curve of a proportional solenoid valve, and achieves the purpose of controlling output pressure by changing control current, wherein an actual pressure control curve is similar to an output pressure curve of a mechanical pressure regulating type hydraulic valve, and the difference lies in that the control curve has adjustability, and a corresponding optimal control curve can be adjusted according to the actual performance requirement of a clutch of a gearbox. The control mode is based on pressure control, the advantages of the electro-hydraulic proportional control technology are exerted, the complexity of the electro-hydraulic proportional control is increased, and because the pressure control performance requirement of the clutch of the gearbox is closely related to factors such as manufacturing reliability, abrasion in the using process, working condition load change and the like, the gear shifting quality of the gearbox is greatly influenced, production calibration debugging, gear shifting quality calibration and other work are required to be carried out regularly in the using process, and the debugging and maintenance cost of the electro-hydraulic proportional gearbox is increased in practical application.
Therefore, a gear shifting control method, a gear shifting control device and a construction machine are needed to solve the above problems.
Disclosure of Invention
The invention aims to: the gear shifting control method and device and the engineering machinery are provided, the self-adaptive capacity of gear shifting operation is high, and the control complexity is low.
In one aspect, the present invention provides a shift control method including:
s10: determining that a current gear needs to be switched to a target gear;
s20: adjusting the clutch of the target gear from a separation state to a half-combination state in a set time period, and simultaneously adjusting the clutch of the current gear from the combination state to the half-combination state;
s30: determining the change rate a of the difference value between the input rotation speed and the output rotation speed of the clutch in the target gear;
s40: judging whether a is within the set range (a1, a2)1＜a2；
If a1≤a≤a2(ii) a Then S50 is executed;
if a > a2(ii) a Then S60 is executed;
s50: adjusting the clutch of the target gear from a semi-engagement state to an engagement state; meanwhile, the clutch of the current gear is adjusted from a semi-combination state to a separation state;
s60; control current reduction I of clutch in target gear11Control current increase I of the clutch in the current gear12And S30 is repeated.
As a preferable technical proposal of the gear shifting control method, in S40, if a < a1(ii) a Then S70 is executed;
s70: increasing the control current of the clutch in the target gear by I21The control current of the clutch in the current gear is reduced by I22And S30 is repeated.
As a preferable aspect of the shift control method, S30 includes:
s31: acquiring the input rotating speed n11 of the clutch in the target gear, and acquiring the output rotating speed n12 of the clutch in the target gear;
s32: calculating the difference value between the input rotating speed and the output rotating speed of the clutch of the target gear, wherein nc1 is n12-n 11;
s33: after the interval time delta t, acquiring the input rotating speed n21 of the clutch in the target gear, and acquiring the output rotating speed n22 of the clutch in the target gear;
s34: calculating the difference value between the input rotating speed and the output rotating speed of the clutch in the gear, wherein nc2 is n22-n 21;
s35: the variation rate a of the difference between the input rotation speed and the output rotation speed of the clutch in the target gear is calculated, where a is (nc2-nc 1)/[ delta ] t.
As a preferable aspect of the shift control method, adjusting the clutch of the target gear from the disengaged state to the semi-engaged state within the set time period includes:
the control current of the clutch in the target gear is adjusted in the time interval 0 to t1 as a function of the preset time-control current map 1.
As a preferable aspect of the shift control method, adjusting the control current of the clutch of the target gear in the set time period of 0 to t1 according to the preset time-control current map1 includes:
between time 0 and t0, the control current for the clutch in the target gear is I1, and the target clutch is in the disengaged state;
between time t0 and time t1, the control current of the clutch in the target gear is adjusted from I1 to I2 at time t0, then gradually increased from I2 to I3, and the target clutch is adjusted from a disengaged state to a half-engaged state, wherein t0 < t1, I1 > I3 > I2.
As a preferable technical solution of the shift control method, adjusting the clutch of the current gear from the engaged state to the semi-engaged state within the set time period includes:
the control current of the clutch in the current gear is adjusted according to the preset time-control current map2 within the set time period of 0-t 1.
As a preferable aspect of the shift control method, adjusting the control current of the clutch of the current gear within the set time period of 0 to t1 according to the preset time-control current map2 includes:
between time 0 and time t0, the control current of the clutch in the current gear is gradually reduced from I4 to I5, and the clutch in the current gear is adjusted from a half-engaged state to a disengaged state;
between time t0 and t1, the control current of the clutch in the current gear is kept constant at I5, I5 < I4.
As a preferable aspect of the shift control method, S10 includes:
acquiring the current speed and the current load of the vehicle, and inquiring a target gear according to the current speed and the current load in a preset speed-load-target gear map 3;
and acquiring the current gear of the vehicle, and determining that the current gear needs to be switched to the target gear when the current gear is inconsistent with the target gear.
On the other hand, the present embodiment provides a shift control device for implementing the shift control method according to any one of the above aspects, the shift control device including:
the gearbox comprises a plurality of clutches, an oil supply pipeline of each clutch is provided with an electro-hydraulic proportional valve, and the electro-hydraulic proportional valves are used for controlling the opening of the corresponding oil supply pipelines;
the controller is connected with each electro-hydraulic proportional valve and can control the control current of each electro-hydraulic proportional valve;
and the rotating speed sensors are connected with the controller and correspond to each clutch and are respectively provided with two rotating speed sensors which are respectively used for detecting the input rotating speed and the output rotating speed of the clutch.
In still another aspect, the invention provides a construction machine, which includes the gear shifting control device in the above scheme.
The invention has the beneficial effects that:
the invention provides a gear shifting control method, a gear shifting control device and engineering machinery, wherein the gear shifting control method comprises the following steps: s10: determining that a current gear needs to be switched to a target gear; s20: adjusting the clutch of the target gear from a separation state to a half-combination state in a set time period, and simultaneously adjusting the clutch of the current gear from the combination state to the half-combination state; s30: determining a target gearA change rate a of a difference between the input rotation speed and the output rotation speed of the clutch; s40: judging whether a is in the set range [ a ]1，a2]Inner, a1＜a2(ii) a If a1≤a≤a2(ii) a Then S50 is executed; if a > a2(ii) a Then S60 is executed; s50: adjusting the clutch of the target gear from a semi-engagement state to an engagement state; meanwhile, the clutch of the current gear is adjusted from a semi-combination state to a separation state; s60; control current reduction I of clutch in target gear11Control current increase I of the clutch in the current gear12And S30 is repeated. According to the gear shifting control method, feedback closed-loop control is performed based on the change rate of the rotating speed difference of the clutch, the complexity of application of an electro-hydraulic proportional technology in the field of gearboxes is reduced, compared with a pressure feedback control mode, a complex calibration debugging process is not needed, in the using process, when the clutch is worn, and the pressure is influenced by factors such as oil temperature and oil cleanliness, self-adaptive adjustment can be performed according to the change of the rotating speed, and the debugging and maintenance cost is reduced.
Drawings
FIG. 1 is a flow chart of a shift control method in an embodiment of the present invention;
FIG. 2 is a schematic diagram of map1 and map2 in an embodiment of the present invention.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Where the terms "first position" and "second position" are two different positions, and where a first feature is "over", "above" and "on" a second feature, it is intended that the first feature is directly over and obliquely above the second feature, or simply means that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
The embodiment provides a construction machine which can be a bulldozer, a loader and the like. The engineering machinery comprises a gear shifting control device, wherein the gear shifting control device comprises a gearbox, a controller and a rotating speed sensor. The gearbox comprises a plurality of clutches, an oil supply pipeline of each clutch is provided with an electro-hydraulic proportional valve, the controller is connected with each electro-hydraulic proportional valve and can control the control current of each electro-hydraulic proportional valve, and then the opening degree of the corresponding oil supply pipeline is controlled, the control of oil filling and discharging of the clutches can be realized, the control of the oil pressure of the clutches can be realized, and then the combination and the separation of the clutches can be controlled, so that the clutches are in a separation state, a semi-combination state and a combination state. And two rotating speed sensors are arranged corresponding to each clutch and are respectively used for detecting the input rotating speed and the output rotating speed of the clutch, and each rotating speed sensor is connected with the controller.
Optionally, the gear shifting control device further comprises a torque converter, a pump impeller rotation speed sensor and a turbine rotation speed sensor, wherein the input end of the torque converter is used for being connected with the engine, the output end of the torque converter is used for being connected with the clutch, and the pump impeller rotation speed sensor is used for measuring the input rotation speed of the torque converter, which is equal to the output rotation speed of the engine; a turbine speed sensor is used to measure the output speed of the torque converter turbine, which is equal to the transmission input speed. Wherein, pump impeller rotational speed sensor and turbine rotational speed sensor all are connected with the controller.
Optionally, the gear shift control device further comprises an output rotation speed sensor, the output rotation speed sensor is connected with the controller, and the output rotation speed sensor is used for detecting the output rotation speed of the gearbox.
As shown in fig. 1, the shift control apparatus is used to execute a shift control method including the following steps.
S10: and determining that the current gear needs to be switched to the target gear.
In this embodiment, whether or not a shift is required can be judged by the change in the external load and the speed of the vehicle. Specifically, the current speed and the current load of the vehicle are obtained, and the target gear is inquired according to the current speed and the current load in the preset speed-load-target gear map 3. And acquiring the current gear of the vehicle, and determining that the current gear needs to be switched to the target gear when the current gear is inconsistent with the target gear.
Among them, map3 can be obtained by a large number of preliminary experiments. The current speed of the vehicle may be measured by a speed sensor mounted on the vehicle, and the speed sensor is connected with the controller. The controller may be connected to the ECU of the entire vehicle to obtain the current load, which is the prior art and will not be described herein. By obtaining the current speed and the current load of the vehicle, according to map3, the target gear corresponding to the current speed and the current load can be queried. The controller can be connected with an ECU of the whole vehicle to acquire the current gear. The controller compares whether the current gear and the target gear are consistent, and when the current gear and the target gear are consistent, the current speed and the current load of the vehicle are matched with the current gear, and the fact that gear switching is not needed can be determined. When the current gear and the target gear are not consistent, it is indicated that the current speed and the current load of the vehicle cannot be matched with the current gear, for example, when the external load of the vehicle changes, the speed of the vehicle will change on the premise that the opening degree of the accelerator of the engine remains unchanged, and then the appropriate gear and speed are required to be matched, and at this time, the current gear needs to be switched to the target gear, so that the vehicle can normally operate.
As an alternative, the controller may be connected to the ECU of the entire vehicle to obtain whether the driver actively performs the gear shifting operation, and when the driver actively performs the gear shifting operation, it may also be determined that the current gear needs to be shifted to the target gear.
S20: and adjusting the clutch of the target gear from a separation state to a half-combination state in a set time period, and simultaneously adjusting the clutch of the current gear from the combination state to the half-combination state.
As shown in fig. 2, adjusting the clutch of the target gear from the disengaged state to the semi-engaged state for the set period of time includes: the control current of the clutch in the target gear is adjusted in the time interval 0 to t1 as a function of the preset time-control current map 1. Specifically, between time 0 and t0, the control current of the clutch in the target gear is I1, and the target clutch is in the disengaged state; between time t0 and time t1, the control current of the clutch in the target gear is adjusted from I1 to I2 at time t0, then gradually increased from I2 to I3, the target clutch is adjusted from a separation state to a half-combination state, t0 is less than t1, I1 is greater than I3 is greater than I2, and the time-control current map1 can be obtained through a large number of early tests.
The method for adjusting the clutch of the current gear from the engaging state to the semi-engaging state in the set time period comprises the following steps: the control current of the clutch in the current gear is adjusted according to the preset time-control current map2 within the set time period of 0-t 1. Specifically, between time 0 and t0, the control current of the clutch in the current gear is gradually reduced from I4 to I5, and the clutch in the current gear is adjusted from a half-engaged state to a disengaged state; during the time period from t0 to t1, the control current of the clutch in the current gear keeps I5 unchanged, I5 < I4, and the time-control current map2 can be obtained through a large number of preliminary experiments.
Wherein, the oil filling stage is carried out within the time period of 0-t 0. In the process, the control current of the clutch controlling the current gear is linearly and gradually reduced from I4 to I5. When the control current is I4, the clutch of the current gear keeps the combination state, and when the control current is I4, the clutch of the current gear keeps the half combination state. At an initial time node, a control current I1 for oil filling is given to the clutch of the target gear, namely the control current of the clutch of the target gear is adjusted from 0 to I1, as I1 is greater than I2, an electro-hydraulic proportional valve of the clutch corresponding to the target gear has a larger opening degree, the clutch of the target gear can be quickly filled with oil, when t0 is reached, a cavity of the clutch of the target gear is just filled with hydraulic oil, and an over-filling phenomenon does not occur, so that the clutch of the target gear is ensured not to be combined yet. In this embodiment, the time of t0 may be determined according to the volume of the clutch in the target gear, and specifically, in the time period from 0 to t0, it is optimal that the volume of the clutch in the target gear is just filled with hydraulic oil.
And the time period from t0 to t1 is a pressure regulating stage. After oil filling is finished, the control current of the clutch in the target gear is reduced to I2, namely the control current of the clutch in the target gear is regulated to I2 from I1, the pressure of the clutch in the target gear begins to rise at the moment, the control current of the clutch in the target gear is increased gradually in a linear mode along with the time, finally the control current reaches I3, and the clutch in the target gear is in a half-engaged state and starts to transmit torque. Meanwhile, in order to prevent the gear falling gear from causing too fast vehicle speed change, the control current of the clutch of the current gear is always kept at a small value I5, so that the quick response can be realized during the gear shifting process. In this example, I4 > I1 > I3 > I2 > I5.
S30: a change rate a of a difference between the input rotation speed and the output rotation speed of the clutch in the target gear is determined.
Specifically, S30 includes S31 to S35.
S31: the input rotating speed n11 of the clutch in the target gear is acquired, and the output rotating speed n12 of the clutch in the target gear is acquired.
The input rotating speed and the output rotating speed of the clutch of the target gear can be respectively detected through two rotating speed sensors of the clutch corresponding to the target gear.
S32: and calculating the difference value of the input rotating speed and the output rotating speed of the clutch of the target gear, wherein nc1 is n12-n 11.
S33: after the interval time Δ t, the input rotation speed n21 of the clutch in the target gear is acquired, and the output rotation speed n22 of the clutch in the target gear is acquired.
S34: and calculating the difference value of the input rotating speed and the output rotating speed of the clutch in the target gear, wherein nc2 is n22-n 21.
S35: the variation rate a of the difference between the input rotation speed and the output rotation speed of the clutch in the target gear is calculated, where a is (nc2-nc 1)/[ delta ] t.
S40: judging whether a is in the set range [ a ]1，a2]Inner, a1＜a2。
The change rate a of the difference value between the input rotating speed and the output rotating speed of the clutch of the target gear directly reflects the intensity of the change of the current rotating speed, and a driver feels different gear shifting comfort when different gears are shifted, so that the gear shifting comfort is different corresponding to different gears, namely a1And a2The value of (b) may also vary and may be set according to actual needs.
In S40, if a1≤a≤a2(ii) a S50 is executed.
S50: adjusting the clutch of the target gear from a semi-engagement state to an engagement state; and simultaneously, the clutch of the current gear is adjusted from a semi-engaged state to a disengaged state.
When a is1≤a≤a2And when the gear is shifted, the impact felt by a driver is minimum, and the comfort is highest. At the targetThe control current of the clutch of the gear is adjusted to I4 from the current value, namely the clutch of the target gear is adjusted to the engaged state from the half engaged state; and meanwhile, the control current of the clutch in the current gear is adjusted to 0 from the current value, namely the clutch in the current gear is adjusted to a separation state from a half-combination state. At the moment, the gear is switched from the current gear to the target gear.
In S40, if a > a2(ii) a S60 is executed.
S60: control current reduction I of clutch in target gear11Control current increase I of the clutch in the current gear12And S30 is repeated.
Control current reduction I of clutch in target gear11Means that I is subtracted from the current value of the control current of the clutch in the target gear11(ii) a Control current increase I of clutch of current gear12Means that I is added to the current value of the control current of the clutch in the current gear12. When a > a2If it is indicated that the change in the difference in the rotational speed is too fast, and the driver will feel a large shock when shifting gears, the control current of the clutch in the target gear should be reduced and the control current of the clutch in the current gear should be increased appropriately to improve the change in the difference in the rotational speed. In this example, I11And I12Can be set according to actual needs.
In S40, if a < a1(ii) a S70 is executed.
S70: increasing the control current of the clutch in the target gear by I21The control current of the clutch in the current gear is reduced by I22And S30 is repeated.
Control current increase I of clutch in target gear21Means that I is added to the current value of the control current of the clutch in the target gear21(ii) a Control current reduction I of clutch of current gear22Means that I is subtracted from the current value of the control current of the clutch in the current gear22. When a < a1When the speed difference changes too slowly, the clutch half-engagement time is prolonged, the slip risk is increased, and the target gear separation should be increasedAnd (3) controlling the current of the clutch, and properly reducing the control current of the clutch in the current gear to improve the change of the rotating speed difference. In this example, I21And I22Can be set according to actual needs.
In steps S30 to S70, closed-loop control of the rate of change of the difference value between the input rotation speed and the output rotation speed of the clutch in the target gear can be implemented to ensure that the vehicle is shifted only with a small impact.
Preferably, step S50 is followed by step S80.
S80: keeping the control current of the target gear clutch at I4 and the control current of the current gear clutch at 0 can realize gear locking and prevent gear falling. When it is determined that S10 needs to be executed next time, the lock is released.
According to the gear shifting control method provided by the embodiment, feedback closed-loop control is performed based on the change rate of the rotating speed difference of the clutch, the complexity of application of an electro-hydraulic proportional technology in the field of a gearbox is reduced, compared with a pressure feedback control mode, a complex calibration debugging process is not needed, and in the using process, when the clutch is worn and the pressure is affected by factors such as oil temperature and oil cleanliness, the gear shifting control method can be adaptively adjusted according to the change of the rotating speed, so that the debugging and maintenance cost is reduced.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. A shift control method characterized by comprising:
s10: determining that a current gear needs to be switched to a target gear;
s20: adjusting the clutch of the target gear from a separation state to a half-combination state in a set time period, and simultaneously adjusting the clutch of the current gear from the combination state to the half-combination state;
s30: determining the change rate a of the difference value between the input rotation speed and the output rotation speed of the clutch in the target gear;
s40: judging whether a is in the set range [ a1, a2 ]]Inner, a1＜a2；
If a1≤a≤a2(ii) a Then S50 is executed;
if a > a2(ii) a Then S60 is executed;
s50: adjusting the clutch of the target gear from a semi-engagement state to an engagement state; meanwhile, the clutch of the current gear is adjusted from a semi-combination state to a separation state;
s60; control current reduction I of clutch in target gear11Control current increase I of the clutch in the current gear12And S30 is repeated.
2. The shift control method according to claim 1, wherein in S40, if a < a1(ii) a Then S70 is executed;
s70: increasing the control current of the clutch in the target gear by I21The control current of the clutch in the current gear is reduced by I22And S30 is repeated.
3. The shift control method according to claim 1, characterized in that S30 includes:
s31: acquiring the input rotating speed n11 of the clutch in the target gear, and acquiring the output rotating speed n12 of the clutch in the target gear;
s32: calculating the difference value between the input rotating speed and the output rotating speed of the clutch of the target gear, wherein nc1 is n12-n 11;
s33: after the interval time delta t, acquiring the input rotating speed n21 of the clutch in the target gear, and acquiring the output rotating speed n22 of the clutch in the target gear;
s34: calculating the difference value between the input rotating speed and the output rotating speed of the clutch of the target gear, wherein nc2 is n22-n 21;
s35: the variation rate a of the difference between the input rotation speed and the output rotation speed of the clutch in the target gear is calculated, where a is (nc2-nc 1)/[ delta ] t.
4. The shift control method according to claim 1, wherein adjusting the clutch of the target gear from the disengaged state to the semi-engaged state for the set period of time includes:
the control current of the clutch in the target gear is adjusted in the time interval 0 to t1 as a function of the preset time-control current map 1.
5. The shift control method according to claim 4, wherein adjusting the control current of the clutch of the target gear for the set period of time 0-t1 according to the preset time-control current map1 includes:
between time 0 and t0, the control current for the clutch in the target gear is I1, and the target clutch is in the disengaged state;
between time t0 and time t1, the control current of the clutch in the target gear is adjusted from I1 to I2 at time t0, then gradually increased from I2 to I3, and the target clutch is adjusted from a disengaged state to a half-engaged state, wherein t0 < t1, I1 > I3 > I2.
6. The shift control method according to claim 5, wherein adjusting the clutch of the current gear from the engaged state to the semi-engaged state within the set period of time includes:
the control current of the clutch in the current gear is adjusted according to the preset time-control current map2 within the set time period of 0-t 1.
7. The shift control method according to claim 6, wherein adjusting the control current of the clutch of the current gear for the set period of time 0-t1 according to the preset time-control current map2 includes:
between time 0 and time t0, the control current of the clutch in the current gear is gradually reduced from I4 to I5, and the clutch in the current gear is adjusted from a half-engaged state to a disengaged state;
between time t0 and t1, the control current of the clutch in the current gear is kept constant at I5, I5 < I4.
8. The shift control method according to claim 1, characterized in that S10 includes:
acquiring the current speed and the current load of the vehicle, and inquiring a target gear according to the current speed and the current load in a preset speed-load-target gear map 3;
and acquiring the current gear of the vehicle, and determining that the current gear needs to be switched to the target gear when the current gear is inconsistent with the target gear.
9. A shift control apparatus for implementing the shift control method according to any one of claims 1 to 8, the shift control apparatus comprising:
the gearbox comprises a plurality of clutches, an oil supply pipeline of each clutch is provided with an electro-hydraulic proportional valve, and the electro-hydraulic proportional valves are used for controlling the opening of the corresponding oil supply pipelines;
the controller is connected with each electro-hydraulic proportional valve and can control the control current of each electro-hydraulic proportional valve;
and the rotating speed sensors are connected with the controller and correspond to each clutch and are respectively provided with two rotating speed sensors which are respectively used for detecting the input rotating speed and the output rotating speed of the clutch.
10. A working machine characterized by comprising the shift control device according to claim 9.
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| CN202110410945.0A CN113124147A (en) | 2021-04-16 | 2021-04-16 | Gear shifting control method and device and engineering machinery |
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