CN116733962A - AMT gear shifting control method and vehicle - Google Patents
AMT gear shifting control method and vehicle Download PDFInfo
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- CN116733962A CN116733962A CN202310774948.1A CN202310774948A CN116733962A CN 116733962 A CN116733962 A CN 116733962A CN 202310774948 A CN202310774948 A CN 202310774948A CN 116733962 A CN116733962 A CN 116733962A
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Classifications
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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
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Abstract
The invention relates to the technical field of vehicles, and discloses an AMT gear shifting control method and a vehicle, wherein the AMT gear shifting control method specifically comprises the following steps: judging whether the gear shifting position sensor is abnormal in real time; if the gear shifting position sensor is abnormal, judging whether gear shifting requirements exist or not; if a gear shift is required, the vehicle is controlled to shift from the current gear to the starting gear. Therefore, when the gear shifting position sensor is abnormal, the vehicle is forcedly controlled to be converted into the starting gear from the current gear, so that the vehicle can claudication to a safety area from the starting gear and then stop, thereby effectively avoiding potential safety hazards caused by incapability of moving vehicles due to direct adjustment of the current gear of the vehicle into a neutral gear in the prior art, effectively ensuring the safety of the vehicle and a driver, improving the capability of the vehicle for handling faults, and further improving the service performance of the vehicle.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to an AMT gear shifting control method and a vehicle.
Background
With the increasing comfort demands of driving vehicles, commercial vehicles are also increasingly using automated manual transmissions (Manual Transmission, MT) instead of manual transmissions (Automated Manual Transmission, AMT) to reduce the effort of the driver. Wherein, the automatic gearbox of the electric control machine is developed on the basis of a manual transmission. The automatic gearbox of the electric control machine realizes a gear change position by adopting an automatic gear selection and shift actuating mechanism instead of manual operation, wherein the automatic gear selection and shift actuating mechanism comprises a gear change position sensor, and a TCU (Transmission Control Unit, automatic gearbox control unit) identifies the position of a shifting fork according to the gear change position sensor of the automatic gear selection and shift actuating mechanism so as to judge the current gear of the vehicle. However, when the gear shift position sensor is subject to electromagnetic interference or the wire harness is loose or even falls off, the output value of the gear shift position sensor exceeds the normal range.
For this phenomenon, two solutions exist in the prior art, one is to check the measured value of the gear shifting position sensor so as to prevent the phenomenon that the gear shifting position sensor is erroneously detected, and the other is to directly control the current gear of the vehicle to be adjusted to a neutral gear after the output value of the gear shifting position sensor exceeds the normal range, so that the whole vehicle loses power and cannot drive. For the current gear of the vehicle to be adjusted to the neutral gear after the output value of the gear shifting position sensor exceeds the normal range, if the position of the vehicle is at an intersection or the vehicle is in a high-speed running state, the vehicle cannot be moved to the roadside to solve the fault, and the safety of a driver and the vehicle is not facilitated.
Disclosure of Invention
The invention aims to provide an AMT gear shifting control method and a vehicle, which are used for solving the problems that in the prior art, after the output value of a gear shifting position sensor exceeds a normal range, the current gear of the vehicle is directly controlled to be adjusted to be neutral, the vehicle cannot be moved to the roadside to solve the fault, and the safety of a driver and the vehicle is not facilitated.
To achieve the purpose, the invention adopts the following technical scheme:
an AMT shift control method, comprising:
judging whether the gear shifting position sensor is abnormal in real time;
if the gear shifting position sensor is abnormal, judging whether gear shifting requirements exist or not;
if a gear shift is required, the vehicle is controlled to shift from the current gear to the starting gear.
As a preferable scheme of the AMT gear shifting control method, the specific steps for judging whether the gear shifting position sensor is abnormal in real time comprise the following steps:
judging whether the output value of the gear shifting position sensor is in a gear shifting limit set value range or not;
if the output value of the gear shifting position sensor is within the gear shifting limit set value range, the gear shifting position sensor is normal; judging whether the gear shifting position sensor is abnormal again;
and if the output value of the gear shifting position sensor is not in the gear shifting limit set value range, the gear shifting position sensor is abnormal.
As a preferable scheme of the AMT gear shifting control method, the specific steps for judging whether the gear shifting requirement exists comprise the following steps:
judging whether the current real-time speed of the vehicle is greater than zero or not;
if the current real-time speed of the vehicle is equal to zero, judging whether a driver operates gear shifting;
if the driver operates the gear shifting, judging that the gear shifting requirement exists;
if the driver does not operate the gear shifting, judging that the gear shifting requirement does not exist;
if the current real-time speed of the vehicle is greater than zero, judging whether the dynamic property of the whole vehicle meets the running requirement of the vehicle in the current gear or not;
if the dynamic property of the whole vehicle does not meet the running requirement of the vehicle in the current gear, judging that a gear shifting requirement exists;
and if the dynamic property of the whole vehicle meets the running requirement of the vehicle in the current gear, judging that the gear shifting requirement does not exist.
As a preferable scheme of the AMT gear shifting control method, the specific steps for judging whether the dynamic property of the whole vehicle meets the driving requirement of the vehicle in the current gear comprise the following steps:
judging whether the current acceleration of the vehicle is smaller than a set acceleration value or not; judging whether the current accelerator opening of the vehicle is larger than the set accelerator opening;
if the current acceleration of the vehicle is smaller than the set acceleration value and the current accelerator opening of the vehicle is larger than the set accelerator opening, the dynamic property of the whole vehicle does not meet the running requirement of the vehicle in the current gear;
and if the current acceleration of the vehicle is larger than or equal to the set acceleration value, and/or the current accelerator opening of the vehicle is smaller than or equal to the set accelerator opening, the dynamic property of the whole vehicle meets the running requirement of the vehicle under the current gear.
As a preferable mode of the AMT shift control method, the control of the shift of the vehicle from the current gear to the starting gear further includes the steps of:
judging whether the current gear of the vehicle has been shifted to the starting gear;
if the current gear of the vehicle has been shifted to said starting gear, determining if the output torque of the vehicle is normal;
if the output torque of the vehicle is normal, the output torque is controlled to continue to be output, so that the vehicle runs in the starting gear, and a gear shift position sensor fault is reported;
if the output torque of the vehicle is abnormal, the control clears the output torque of the vehicle, and reports a 'gear shift position sensor fault'.
As a preferable scheme of the AMT shift control method, the timing is started and the shift time is recorded while the vehicle is controlled to be shifted from the current gear to the starting gear;
the specific step of determining whether the current gear of the vehicle has been shifted into said starting gear comprises:
judging whether the gear shifting time length is greater than or equal to a set gear shifting time length;
and if the gear shifting time length is greater than or equal to the set gear shifting time length, judging that the current gear of the vehicle is converted into the starting gear.
As a preferable mode of the AMT shift control method, the specific step of determining whether the output torque of the vehicle is normal includes:
calculating the ratio of the current real-time input shaft rotating speed to the current real-time output shaft rotating speed of the AMT;
and determining whether the output torque of the vehicle is normal or not according to the ratio and the first set ratio.
As a preferable scheme of the AMT shift control method, the specific step of determining whether the output torque of the vehicle is normal according to the ratio and the first set ratio includes:
judging whether the difference value between the ratio and the first set ratio is within a first set difference value range;
if the difference value is within the first set difference value range, the output torque of the vehicle is normal;
if the difference is not within the first set difference range, the output torque of the vehicle is abnormal.
As a preferable scheme of the AMT gear shifting control method, if no gear shifting requirement exists, judging whether the current real-time speed of the vehicle is greater than zero;
if the current real-time speed of the vehicle is equal to zero, ending the work;
if the current real-time speed of the vehicle is greater than zero, determining whether the output torque of the vehicle is normal;
if the output torque of the vehicle is normal, the output torque is controlled to continue to be output, so that the vehicle runs in the current gear, and a 'gear shift position sensor fault' is reported;
if the output torque of the vehicle is abnormal, the control clears the output torque of the vehicle, and reports a 'gear shift position sensor fault'.
The vehicle comprises an AMT executing mechanism and a gear shifting position sensor arranged on the AMT executing mechanism, and the vehicle is used for implementing the AMT gear shifting control method.
The invention has the beneficial effects that:
the invention aims to provide an AMT gear shifting control method, which specifically comprises the following steps: judging whether the gear shifting position sensor is abnormal in real time; if the gear shifting position sensor is abnormal, judging whether gear shifting requirements exist or not; if a gear shifting requirement exists, the current gear of the vehicle is controlled to be converted into the starting gear, so that when the gear shifting position sensor is abnormal, the vehicle is forcedly controlled to be converted into the starting gear from the current gear, so that the vehicle can claudication to a safety area with the starting gear and then stop, thereby effectively avoiding potential safety hazards caused by incapability of moving vehicles due to direct adjustment of the current gear of the vehicle into a neutral gear in the prior art, effectively ensuring the safety of the vehicle and a driver, improving the fault handling capability of the vehicle, and further improving the service performance of the vehicle.
The invention also provides a vehicle, when the gear shifting position sensor is abnormal, the operation of the vehicle is controlled by the AMT gear shifting control method, so that the potential safety hazard caused by incapability of moving the vehicle due to direct adjustment of the current gear of the vehicle to a neutral gear in the prior art can be effectively avoided, the safety of the vehicle and a driver can be effectively ensured, the fault handling capability of the vehicle is improved, and the service performance of the vehicle is improved.
Drawings
FIG. 1 is a flowchart I of an AMT shift control method provided by an embodiment of the present invention;
FIG. 2 is a second flowchart of an AMT shift control method provided in an embodiment of the present invention;
FIG. 3 is a flowchart III of an AMT shift control method provided by an embodiment of the present invention;
fig. 4 is a gear-shift diagram of a six-gear AMT of a certain model provided by an embodiment of the invention.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
The invention provides a vehicle, which comprises an AMT actuating mechanism and a gear shifting position sensor arranged on the AMT actuating mechanism. Specifically, the vehicle further includes a TCU electrically connected with the shift position sensor. After the gear shifting position sensor detects a gear shifting signal, the signal is fed back to the TCU, and the TCU controls the corresponding executive component to work.
It should be noted that the AMT actuator used in the present invention is a pneumatic AMT actuator commonly used in the art. Specifically, pneumatic AMT actuating mechanism includes air supply, solenoid valve and shift cylinder, and air supply, solenoid valve and shift cylinder communicate in proper order, and the solenoid valve is connected with the TCU electricity, and is provided with the shifting plectrum on the output pole of shift cylinder. When a gear is to be shifted, the TCU controls the electromagnetic valve to be communicated with the air source and the gear shifting cylinder, the air source supplies air to the gear shifting cylinder to drive the output rod of the gear shifting cylinder to move, so that the gear shifting head arranged on the output rod of the gear shifting cylinder is driven to synchronously move to carry out gear shifting action, and in the process, the gear shifting position sensor synchronously detects the position signal of the output rod of the gear shifting cylinder and feeds back the position signal of the output rod of the gear shifting cylinder to the TCU; when gear shifting is in place, the TCU controls the electromagnetic valve to stop working, gas in the gear shifting cylinder is discharged through the electromagnetic valve, and the gear shifting action is finished.
Under the conditions that the gear shifting position sensor is subjected to electromagnetic interference or the wire harness is loosened or even falls off, the output value of the gear shifting position sensor exceeds the normal range, two solving ways exist in the prior art, namely, the measured value of the gear shifting position sensor is checked to prevent the phenomenon that the gear shifting position sensor is erroneously detected, and the current gear of the vehicle is directly controlled to be adjusted to be neutral after the output value of the gear shifting position sensor exceeds the normal range. For the current gear of the vehicle to be adjusted to the neutral gear after the output value of the gear shifting position sensor exceeds the normal range, if the position of the vehicle is at an intersection or the vehicle is in a high-speed running state, the vehicle cannot be moved to the roadside to solve the fault, and the safety of a driver and the vehicle is not facilitated.
The invention further provides an AMT gear shifting control method, which is used for controlling the vehicle, when the gear shifting position sensor is abnormal, the AMT gear shifting control method is used for controlling the vehicle, so that potential safety hazards caused by incapability of moving the vehicle due to direct adjustment of the current gear of the vehicle to a neutral gear in the prior art can be effectively avoided, the safety of the vehicle and a driver can be effectively ensured, the fault handling capacity of the vehicle is improved, and the service performance of the vehicle is improved.
Specifically, as shown in fig. 1-3, the AMT shift control method includes:
s100, judging whether the gear shifting position sensor is abnormal in real time.
If the shift position sensor is abnormal, step S200 is performed.
If the shift position sensor is normal, the process returns to S100. And judging whether the gear shifting position sensor is abnormal again.
Specifically, the specific steps for judging whether the gear shift position sensor is abnormal in real time include:
and judging whether the output value of the gear shifting position sensor is in the gear shifting limit set value range or not.
If the output value of the gear shift position sensor is within the gear shift limit set value range, the gear shift position sensor is normal. Then S100 is returned. And judging whether the gear shifting position sensor is abnormal again.
If the output value of the gear shift position sensor is not within the gear shift limit set value range, the gear shift position sensor is abnormal.
The gear shifting limit set value range is obtained according to the limit movement range of the gear shifting head.
Specifically, as shown in fig. 4, taking a coordinate diagram of gear selection-gear shifting of a six-gear AMT of a certain model as an example, the gear shift limit setting range is: 8 mm-28 mm. When the output value of the gear shifting position sensor is not in the range of 8 mm-28 mm, namely the output value of the gear shifting position sensor is smaller than 8mm, or the output value of the gear shifting position sensor is larger than 28mm, the output value of the gear shifting position sensor exceeds the normal range, and the gear shifting position sensor is abnormal.
It can be appreciated that the gear shift limit set value ranges corresponding to AMT of different models and different gear numbers are different.
S200, judging whether a gear shifting requirement exists.
Specifically, the specific steps for determining whether a shift request exists include:
s210, judging whether the current real-time speed of the vehicle is greater than zero.
If the current real-time vehicle speed of the vehicle is equal to zero, step S220 is performed. At this time, the vehicle is in neutral.
If the current real-time vehicle speed of the vehicle is greater than zero, step S230 is performed.
S220, judging whether the driver operates the gear shifting.
If the driver operates the gear shift, it is determined that there is a gear shift demand. Step S300 is performed. Specifically, at this time, the driver operates to shift from neutral to D/R/M, where D refers to forward gear, R refers to reverse gear, and M refers to upshift or downshift.
If the driver does not operate the gear shift, it is determined that there is no gear shift demand. Step S400 is performed.
S230, judging whether the dynamic property of the whole vehicle meets the running requirement of the vehicle in the current gear.
Specifically, judging whether the dynamic property of the whole vehicle meets the running requirement of the vehicle in the current gear or not specifically comprises the following steps:
and judging whether the dynamic property of the whole vehicle meets the driving requirement of the vehicle in the current gear or not, wherein the influence factors at least comprise acceleration and accelerator opening.
Judging whether the current acceleration of the vehicle is smaller than a set acceleration value or not; and judging whether the current accelerator opening of the vehicle is larger than the set accelerator opening.
If the current acceleration of the vehicle is smaller than the set acceleration value and the current accelerator opening of the vehicle is larger than the set accelerator opening, the dynamic property of the whole vehicle does not meet the running requirement of the vehicle in the current gear. It is determined that a shift request exists. Step S300 is performed.
If the current acceleration of the vehicle is larger than or equal to the set acceleration value and/or the current accelerator opening of the vehicle is smaller than or equal to the set accelerator opening, the power performance of the whole vehicle meets the running requirement of the vehicle in the current gear, and the vehicle is judged to have no gear shifting requirement. Step S400 is performed.
S300, controlling the vehicle to be switched from the current gear to the starting gear.
Specifically, at this time, when the current gear of the vehicle is not the neutral gear, the current gear of the vehicle is shifted to the starting gear by shifting off, selecting, and engaging. Wherein the current gear of the vehicle is shifted into a starting gear by selecting and engaging when the current gear of the vehicle is neutral.
By the arrangement, the vehicle can stop in a safety area from the limp starting gear, and potential safety hazards caused by incapability of moving the vehicle due to the fact that the current gear of the vehicle is directly adjusted to be a neutral gear in the prior art can be effectively avoided.
Wherein the starting gear is: after the driver engages the D gear, the TCU determines a specific gear according to some or all of the current load of the vehicle, the gradient of the road surface, the braking state of the vehicle, the accelerator opening of the vehicle and the like. Taking a six-gear AMT with a certain type of gearbox of a vehicle as an example, the TCU can determine the starting gear of the vehicle after the driver has engaged D-gear, depending on the current load of the vehicle and the gradient of the road surface. For example: the starting gear is higher when the vehicle is empty than when the vehicle is full. It will be appreciated that the starting gear of the vehicle may be different for different loads of the vehicle and for different gradients of the road surface. The specific steps of determining the starting gear of the vehicle according to the current load of the vehicle, the gradient of the road surface, the braking state of the vehicle, the accelerator opening of the vehicle and other factors belong to the prior art, and are not repeated herein. Naturally, for some vehicles with simple performance requirements, it is also possible to use a certain fixed gear directly as the starting gear.
Since it has been determined that there is an abnormality in the shift position sensor at this time, it is necessary to confirm whether the vehicle has been shifted from the current gear to the starting gear by other means, as shown in fig. 2, and further includes steps S310 to S340.
S310, it is determined whether the current gear of the vehicle has been shifted to the starting gear.
In particular, the specific step of determining whether the current gear of the vehicle has been shifted into a starting gear comprises:
the timing is started and recorded as the shift time period while the control is being performed to shift the current gear of the vehicle into the starting gear. I.e., the timing is started and recorded as the shift time period while step S300 is performed.
It is determined whether the current gear change of the vehicle has been changed into a starting gear or not depending on the gear change time.
Further specifically, the specific step of determining whether the current gear change of the vehicle has been changed into a starting gear according to the shift time period comprises:
and judging whether the gear shifting time is greater than or equal to the set gear shifting time.
And if the gear shifting time length is greater than or equal to the set gear shifting time length, judging that the current gear of the vehicle is converted into the starting gear. Step S320 is performed.
If the gear shifting time is smaller than the set gear shifting time, judging whether the gear shifting time is greater than or equal to the set gear shifting time again. And judging that the current gear of the vehicle is converted into the starting gear until the gear shifting time length is larger than or equal to the set gear shifting time length. Step S320 is performed.
Specifically, since it has been determined that there is an abnormality in the shift position sensor at this time, it is determined whether the current gear of the vehicle has been shifted to the starting gear by the shift time period. The gear shifting time length is set to be an empirical value obtained through a large number of earlier experiments. It will be appreciated that the shift time period is related to the amount of charge to the shift cylinder, so that it is also possible to determine whether the current gear change of the vehicle has been changed to the starting gear by the amount of charge to the shift cylinder.
Further specifically, when it is necessary to change the current gear of the vehicle to the starting gear, the air source and the shift cylinder are communicated through the control solenoid valve, and the shift cylinder is inflated so that the vehicle is changed from the current gear to the starting gear. Specifically, when the current gear of the vehicle is not a neutral gear, the shift time period for shifting from the current gear to the starting gear through gear shift, gear shift and gear shift is a first shift time period, i.e., a first inflation time period; when the current gear of the vehicle is at a time of a gear, the gear shifting time length from the current gear to the starting gear through gear selection and gear shifting is a second gear shifting time length, and the second gear shifting time length is a second inflation time length; it is understood that the values of the first shift time period and the second shift time period are different.
S320, determining whether the output torque of the vehicle is normal.
And determining whether the output torque of the vehicle is normal according to the current real-time input shaft rotating speed and the current real-time output shaft rotating speed. Specifically, the specific step of determining whether the output torque of the vehicle is normal according to the current real-time input shaft rotation speed and the current real-time output shaft rotation speed of the AMT includes:
and calculating the ratio of the current real-time input shaft rotating speed and the current real-time output shaft rotating speed of the AMT.
And determining whether the output torque of the vehicle is normal according to the ratio and the first set ratio.
Specifically, it is determined whether a difference between the ratio and the first set ratio is within a first set difference range.
If the difference is within the first set difference range, the output torque of the vehicle is normal. Step S330 is performed.
If the difference is not within the first set difference range, the output torque of the vehicle is abnormal. Step S340 is performed.
After the current gear of the vehicle is converted into the starting gear, whether the output torque of the vehicle is normal is determined according to the current real-time input shaft rotation speed and the current real-time output shaft rotation speed of the AMT, whether the current gear of the vehicle is successfully converted into the starting gear can be further checked, and if the current gear of the vehicle is successfully converted into the starting gear, step S330 can be performed to enable the vehicle to run in the starting gear.
In particular, the first set ratio is determined by the input shaft set rotational speed and the output shaft set rotational speed matching the starting gear being designed, in particular the first set ratio = input shaft set rotational speed of the starting gear/output shaft set rotational speed of the starting gear. Specifically, the first set difference range is an empirical value obtained by a large number of experiments in the early stage.
And S330, controlling the output torque to continue to output so that the vehicle runs in a starting gear, and reporting a 'gear shift position sensor fault'.
By the arrangement, the vehicle can effectively claudication to a safety area with the starting gear and then stop, so that potential safety hazards caused by incapability of moving vehicles due to the fact that the current gear of the vehicle is directly adjusted to a neutral gear in the prior art can be effectively avoided.
S340, controlling to clear the output torque of the vehicle, and reporting a 'gear shift position sensor fault'.
Specifically, if the output torque of the vehicle is abnormal, the output torque of the vehicle in the starting gear is uncontrolled, and the vehicle may have faults such as motor galloping, so that the control clears the output torque of the vehicle, and the vehicle coasts and stops, thereby further effectively ensuring the safety of the vehicle and a driver.
If there is no shift demand, the AMT shift control method further includes steps S400 to S430, as shown in fig. 3.
S400, judging whether the current real-time speed of the vehicle is greater than zero.
And if the current real-time speed of the vehicle is equal to zero, ending the work. At this time, the vehicle is in a stopped state.
If the current real-time vehicle speed is greater than zero, step S410 is performed.
S410, determining whether the output torque of the vehicle is normal.
And determining whether the output torque of the vehicle is normal according to the current input shaft rotating speed and the current output shaft rotating speed. Specifically, the specific step of determining whether the output torque of the vehicle is normal according to the current real-time input shaft rotation speed and the current real-time output shaft rotation speed of the AMT includes:
and calculating the ratio of the current real-time input shaft rotating speed and the current real-time output shaft rotating speed of the AMT.
And determining whether the output torque of the vehicle is normal according to the ratio and the second set ratio.
Specifically, it is determined whether the difference between the ratio and the second set ratio is within a set difference range.
If the difference is within the second set difference range, the output torque of the vehicle is normal. Step S420 is performed.
If the difference is not within the second set difference range, the output torque of the vehicle is abnormal. Step S430 is performed.
Specifically, the second set ratio is determined by the input shaft set rotational speed and the output shaft set rotational speed that match the current gear at the design AMT, specifically, the second set ratio=the input shaft set rotational speed of the current gear/the output shaft set rotational speed of the current gear. Specifically, the second set difference range is an empirical value obtained by a large number of experiments in the early stage.
It will be appreciated that when there is no shift demand on the vehicle and the current gear of the vehicle is a starting gear, the first set ratio and the second set ratio are the same and the first set difference range is the same as the second set difference range.
And S420, controlling the output torque to continue to output, so that the vehicle runs in the current gear, and reporting a 'gear shift position sensor fault'. It will be appreciated that at this point, the output torque of the vehicle output matches the current gear of the vehicle. The vehicle can continue to run to a safe area with the current gear and then stop, and the potential safety hazard caused by the fact that the vehicle cannot be moved due to the fact that the current gear of the vehicle is directly adjusted to the neutral gear in the prior art can be effectively avoided.
S430, controlling to clear the output torque of the vehicle, and reporting a 'gear shift position sensor fault'.
Specifically, if the output torque of the vehicle is abnormal, the output torque of the vehicle in the current gear is uncontrolled, and the vehicle may have faults such as motor galloping, so that the control clears the output torque of the vehicle, and the vehicle coasts and stops, so that the safety of the vehicle and a driver can be effectively ensured.
Therefore, when the gear shifting position sensor is abnormal, the AMT gear shifting control method is used for controlling the vehicle, the vehicle is forcedly controlled to be converted into the starting gear from the current gear, so that the vehicle can claudify to a safe area with the starting gear and then park, the potential safety hazard caused by incapability of moving the vehicle due to direct adjustment of the current gear of the vehicle into a neutral gear in the prior art can be effectively avoided, the safety of the vehicle and a driver can be effectively ensured, the fault handling capability of the vehicle is improved, and the service performance of the vehicle is improved.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the invention. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.
Claims (10)
- An amt shift control method, comprising:judging whether the gear shifting position sensor is abnormal in real time;if the gear shifting position sensor is abnormal, judging whether gear shifting requirements exist or not;if a gear shift is required, the vehicle is controlled to shift from the current gear to the starting gear.
- 2. The AMT shift control method according to claim 1, characterized in that the specific step of judging in real time whether the shift position sensor is abnormal comprises:judging whether the output value of the gear shifting position sensor is in a gear shifting limit set value range or not;if the output value of the gear shifting position sensor is within the gear shifting limit set value range, the gear shifting position sensor is normal; judging whether the gear shifting position sensor is abnormal again;and if the output value of the gear shifting position sensor is not in the gear shifting limit set value range, the gear shifting position sensor is abnormal.
- 3. The AMT shift control method according to claim 1, wherein the specific step of judging whether or not there is a shift demand comprises:judging whether the current real-time speed of the vehicle is greater than zero or not;if the current real-time speed of the vehicle is equal to zero, judging whether a driver operates gear shifting;if the driver operates the gear shifting, judging that the gear shifting requirement exists;if the driver does not operate the gear shifting, judging that the gear shifting requirement does not exist;if the current real-time speed of the vehicle is greater than zero, judging whether the dynamic property of the whole vehicle meets the running requirement of the vehicle in the current gear or not;if the dynamic property of the whole vehicle does not meet the running requirement of the vehicle in the current gear, judging that a gear shifting requirement exists;and if the dynamic property of the whole vehicle meets the running requirement of the vehicle in the current gear, judging that the gear shifting requirement does not exist.
- 4. The AMT shift control method as claimed in claim 3, wherein the specific step of judging whether the power performance of the whole vehicle satisfies the driving requirement of the vehicle in the current gear comprises:judging whether the current acceleration of the vehicle is smaller than a set acceleration value or not; judging whether the current accelerator opening of the vehicle is larger than the set accelerator opening;if the current acceleration of the vehicle is smaller than the set acceleration value and the current accelerator opening of the vehicle is larger than the set accelerator opening, the dynamic property of the whole vehicle does not meet the running requirement of the vehicle in the current gear;and if the current acceleration of the vehicle is larger than or equal to the set acceleration value, and/or the current accelerator opening of the vehicle is smaller than or equal to the set accelerator opening, the dynamic property of the whole vehicle meets the running requirement of the vehicle under the current gear.
- 5. The AMT shift control method as claimed in any one of claims 1-4, characterized in that the control of the vehicle after the change from the current gear to the starting gear further comprises the steps of:judging whether the current gear of the vehicle has been shifted to the starting gear;if the current gear of the vehicle has been shifted to said starting gear, determining if the output torque of the vehicle is normal;if the output torque of the vehicle is normal, the output torque is controlled to continue to be output, so that the vehicle runs in the starting gear, and a gear shift position sensor fault is reported;if the output torque of the vehicle is abnormal, the control clears the output torque of the vehicle, and reports a 'gear shift position sensor fault'.
- 6. The AMT shift control method as claimed in claim 5, wherein the timing is started and recorded as a shift time period while the vehicle is controlled to shift from a current gear to a starting gear;the specific step of determining whether the current gear of the vehicle has been shifted into said starting gear comprises:judging whether the gear shifting time length is greater than or equal to a set gear shifting time length;and if the gear shifting time length is greater than or equal to the set gear shifting time length, judging that the current gear of the vehicle is converted into the starting gear.
- 7. The AMT shift control method as claimed in claim 5, wherein the specific step of determining whether the output torque of the vehicle is normal comprises:calculating the ratio of the current real-time input shaft rotating speed to the current real-time output shaft rotating speed of the AMT;and determining whether the output torque of the vehicle is normal or not according to the ratio and the first set ratio.
- 8. The AMT shift control method as claimed in claim 7, wherein the specific step of determining whether the output torque of the vehicle is normal according to the ratio to the first set ratio comprises:judging whether the difference value between the ratio and the first set ratio is within a first set difference value range;if the difference value is within the first set difference value range, the output torque of the vehicle is normal;if the difference is not within the first set difference range, the output torque of the vehicle is abnormal.
- 9. The AMT shift control method according to any one of claims 1-4, characterized in that if there is no shift demand, it is judged whether the current real-time vehicle speed of the vehicle is greater than zero;if the current real-time speed of the vehicle is equal to zero, ending the work;if the current real-time speed of the vehicle is greater than zero, determining whether the output torque of the vehicle is normal;if the output torque of the vehicle is normal, the output torque is controlled to continue to be output, so that the vehicle runs in the current gear, and a 'gear shift position sensor fault' is reported;if the output torque of the vehicle is abnormal, the control clears the output torque of the vehicle, and reports a 'gear shift position sensor fault'.
- 10. Vehicle comprising an AMT actuator and a shift position sensor arranged in the AMT actuator, characterized in that the vehicle is adapted to implement the AMT shift control method according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310774948.1A CN116733962A (en) | 2023-06-28 | 2023-06-28 | AMT gear shifting control method and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310774948.1A CN116733962A (en) | 2023-06-28 | 2023-06-28 | AMT gear shifting control method and vehicle |
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| Publication Number | Publication Date |
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| CN116733962A true CN116733962A (en) | 2023-09-12 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310774948.1A Pending CN116733962A (en) | 2023-06-28 | 2023-06-28 | AMT gear shifting control method and vehicle |
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| Country | Link |
|---|---|
| CN (1) | CN116733962A (en) |
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2023
- 2023-06-28 CN CN202310774948.1A patent/CN116733962A/en active Pending
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