Vehicle model and construction method for AT vehicle power performance simulation

Abstract

The present invention provides a whole vehicle model and construction method for AT vehicle power performance simulation. The whole vehicle model includes: an engine real-time torque module, which sends the engine real-time torque to a hydraulic torque converter module; a hydraulic torque converter module, which obtains a first torque according to the engine real-time torque, the input end speed and the output end speed and sends it to a hydraulic automatic transmission module; a hydraulic automatic transmission module, which obtains a third torque according to the first torque and sends it to a transmission shaft module; a transmission shaft module, which obtains a fourth torque according to the third torque and sends it to a wheel module; a wheel module, which obtains a wheel longitudinal force according to the fourth torque and sends it to a body module; a body module, which obtains a vehicle speed according to the wheel longitudinal force, obtains an input end speed and an output end speed based on the vehicle speed and sends them to a hydraulic torque converter module. The whole vehicle model provided by the present invention can be used for dynamic analysis of the shifting process of the whole vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle simulation, and in particular to a whole vehicle model and a construction method for simulating the power performance of an AT vehicle. Background Art

[0002] At present, most vehicle models used for vehicle dynamic performance simulation are steady-state simulation models, that is, the gearbox is in a fixed gear position, and the clutch device is in an engaged or disengaged state. The steady-state simulation model is simple and effective, and can meet the needs of most vehicle dynamic performance simulation tests; but the disadvantages are also obvious. In the steady-state simulation model, it is assumed that the automatic transmission of the vehicle model is in a fixed gear position, the engagement and disengagement of the clutch and brake can be completed instantly, and it is assumed that the speed state of the vehicle does not change during the gear shifting process. Obviously, the simulation process of the steady-state simulation model does not match the actual operating conditions of the vehicle, and the steady-state simulation model cannot be used for dynamic analysis of the gear shifting process of the vehicle. Summary of the invention

[0003] The main purpose of the present invention is to provide a whole vehicle model and construction method for AT vehicle power performance simulation, aiming to solve the technical problem that the steady-state simulation model in the prior art cannot be used to dynamically analyze the shifting process of the whole vehicle.

[0004] In a first aspect, the present invention provides a whole vehicle model for AT vehicle power performance simulation, the whole vehicle model for AT vehicle power performance simulation comprising:

[0005] An engine real-time torque module, used for sending the engine real-time torque to the torque converter module;

[0006] A hydraulic torque converter module, for receiving the real-time engine torque sent by the real-time engine torque module and the input end speed and the output end speed sent by the body module, obtaining a first torque according to the real-time engine torque, the input end speed and the output end speed, and sending the first torque to the hydraulic automatic transmission module;

[0007] A hydraulic automatic transmission module, for receiving gear data, a master-slave disc speed difference, a first torque, and a clutch pressure, determining a dynamic friction coefficient according to the master-slave disc speed difference, determining an engagement and disengagement state of the clutch according to the gear data, the master-slave disc speed difference, the clutch pressure, the dynamic friction coefficient, and the static friction coefficient, in combination with a clutch torque transmission formula, fixing or moving a sun gear, a planet carrier, and a ring gear of a planetary row based on the engagement and disengagement state of the clutch, thereby realizing switching of different gears, determining a transmission ratio under a corresponding gear, multiplying the first torque by the transmission ratio to obtain a second torque, multiplying the second torque by a transmission efficiency corresponding to the transmission ratio to obtain a third torque, and sending the third torque to a transmission shaft module;

[0008] A transmission shaft module, used for receiving the third torque sent by the hydraulic automatic transmission module, simulating the transmission shaft torsional characteristics and the spline clearance of the third torque to obtain a fourth torque, and sending the fourth torque to the wheel module;

[0009] a wheel module, configured to receive the fourth torque sent by the transmission shaft module, obtain a wheel longitudinal force based on the fourth torque, and send the wheel longitudinal force to the body module;

[0010] The body module is used to receive the wheel longitudinal force sent by the wheel module, determine the acceleration according to the wheel longitudinal force, integrate the acceleration to obtain the vehicle speed, obtain the input end speed and the output end speed based on the vehicle speed, and send the input end speed and the output end speed to the torque converter module.

[0011] Optionally, the engine real-time torque module is specifically used for:

[0012] Receive vehicle speed, accelerator pedal opening, transmission gear position and engine speed;

[0013] Find the corresponding first sub-torque from the accelerator pedal map table based on the vehicle speed, accelerator pedal opening, transmission gear position and engine speed;

[0014] Selecting a minimum value from the first sub-torque, the second sub-torque and the third sub-torque as the fourth sub-torque, wherein the second sub-torque is determined based on the external characteristics of the engine, and the third sub-torque is the maximum torque corresponding to the current working condition of the engine;

[0015] Processing the fourth sub-torque by a preset torque filtering method to obtain a processed torque, and selecting a minimum value from the zero-crossing torque holding value and the processed torque as the fifth sub-torque;

[0016] The maximum value is selected from the torque corresponding to when the brake pedal is released and the accelerator pedal is not stepped on and the minimum torque corresponding to the current working condition of the engine as the creep torque;

[0017] According to the creep torque and the fifth sub-torque, a sixth sub-torque is obtained;

[0018] determining a seventh sub-torque based on an engine torque response characteristic;

[0019] Selecting a minimum value from the sixth sub-torque and the seventh sub-torque as the engine real-time torque;

[0020] Sends the engine real-time torque to the torque converter module.

[0021] Optionally, based on the calculation formula of the moment of inertia equivalent to the input shaft when the transmission is in each gear position and the moment of inertia equivalent to the input shaft when the transmission is in each gear position, the moment of inertia of the input shaft, the moment of inertia of the shaft gear part and the moment of inertia of the output shaft are calculated; based on the moment of inertia of the input shaft, the moment of inertia of the shaft gear part, the moment of inertia of the output shaft, the transmission structure, the transmission working principle and the transmission efficiency mapping table, a hydraulic automatic transmission module is constructed using a visual simulation tool.

[0022] Optionally, the step of calculating the moment of inertia of the input shaft, the moment of inertia of the shaft gear portion, and the moment of inertia of the output shaft based on the calculation formula of the moment of inertia of the gearbox equivalent to the input shaft when the gearbox is in each gear and the moment of inertia of the gearbox equivalent to the input shaft when the gearbox is in each gear comprises:

[0023] According to the gear ratio of the single planetary gear ring and the sun gear, the gear ratio of the compound planetary gear ring and the large sun gear, and the gear ratio of the compound planetary gear ring and the small sun gear, the speed ratio of the gearbox in each gear is obtained;

[0024] Obtain the equivalent moment of inertia of the gearbox on the input shaft at each gear position from the gearbox specification parameter table;

[0025] Substitute the speed ratio of the gearbox at each gear and the moment of inertia of the gearbox at each gear equivalent to the input shaft into the calculation formula of the moment of inertia of the gearbox at each gear equivalent to the input shaft, and calculate the moment of inertia of the input shaft, the moment of inertia of the shaft gear part and the moment of inertia of the output shaft.

[0026] Optionally, T / C characteristic parameters are obtained, wherein the T / C characteristic parameters include speed ratio, pump wheel torque coefficient, torque coefficient and transmission efficiency; the moment of inertia of the controlled torque converter is obtained; the damping characteristic curve of the torque converter is obtained; and based on the T / C characteristic parameters, the moment of inertia of the torque converter and the damping characteristic curve of the torque converter, a torque converter model is constructed using a visual simulation tool.

[0027] Optionally, the vehicle body module is specifically used for:

[0028] Receiving the vehicle motion influencing factor sent by the test data input module and receiving the wheel longitudinal force sent by the wheel module;

[0029] The acceleration is determined based on the vehicle motion influencing factors and the wheel longitudinal force.

[0030] Optionally, vehicle motion influencing factors include:

[0031] Vehicle weight, wind speed, road slope and tire slip rate.

[0032] Optionally, the whole vehicle model for AT vehicle power performance simulation also includes:

[0033] The test data input module is used to send vehicle speed, transmission gear and engine speed to the engine real-time torque module, and send vehicle weight, wind speed, road slope and tire slip rate to the body module.

[0034] Optionally, the whole vehicle model for AT vehicle power performance simulation also includes:

[0035] The simulation output detection module is used to compare and analyze the simulation results with the actual vehicle test results.

[0036] In a second aspect, the present invention further provides a method for constructing a whole vehicle model for AT vehicle power performance simulation, the method for constructing a whole vehicle model for AT vehicle power performance simulation comprising:

[0037] Build engine real-time torque module;

[0038] Build the torque converter module;

[0039] Build a hydraulic automatic transmission module, including:

[0040] Based on the calculation formula of the rotational inertia of the gearbox in each gear position and the rotational inertia of the gearbox in each gear position, the rotational inertia of the input shaft, the rotational inertia of the shaft gear part and the rotational inertia of the output shaft are calculated;

[0041] Based on the input shaft moment of inertia, the moment of inertia of the shaft gear part, the moment of inertia of the output shaft, the gearbox structure, the gearbox working principle and the gearbox efficiency mapping table, a hydraulic automatic transmission module is constructed using a visual simulation tool;

[0042] Build the drive shaft module;

[0043] Build the wheel module;

[0044] Construct the body module.

[0045] In the present invention, the whole vehicle model for AT vehicle power performance simulation includes: an engine real-time torque module, which is used to send the engine real-time torque to the hydraulic torque converter module; a hydraulic torque converter module, which is used to receive the engine real-time torque sent by the engine real-time torque module and the input end speed and the output end speed sent by the body module, obtain the first torque according to the engine real-time torque, the input end speed and the output end speed, and send the first torque to the hydraulic automatic transmission module; the hydraulic automatic transmission module is used to receive gear data, the master and slave disc speed difference, the first torque and the clutch pressure, determine the dynamic friction coefficient according to the master and slave disc speed difference, determine the clutch engagement and disengagement state according to the gear data, the master and slave disc speed difference, the clutch pressure, the dynamic friction coefficient and the static friction coefficient, and combine the clutch torque transmission formula, and fix or move the sun gear, the planet carrier and the ring gear of the planetary row based on the engagement and disengagement state of the clutch. The invention relates to a transmission module for a vehicle body module, a transmission module for receiving a third torque sent by a hydraulic automatic transmission module, simulating the torsional characteristics of the transmission shaft and the spline clearance of the third torque, and obtaining a fourth torque, and sending the fourth torque to a wheel module; a wheel module for receiving a fourth torque sent by a transmission shaft module, and obtaining a wheel longitudinal force based on the fourth torque, and sending the wheel longitudinal force to a body module; a body module for receiving a wheel longitudinal force sent by a wheel module, and determining an acceleration according to the wheel longitudinal force, integrating the acceleration to obtain a vehicle speed, obtaining an input end speed and an output end speed based on the vehicle speed, and sending the input end speed and the output end speed to a hydraulic torque converter module. The vehicle model provided by the invention can be used for dynamic analysis of the gear shifting process of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 It is a schematic diagram of the structure of an embodiment of a whole vehicle model for AT vehicle power performance simulation according to the present invention;

[0047] Figure 2 It is a structural schematic diagram of a 6AT transmission in one embodiment;

[0048] Figure 3 The figure is a flow chart of an embodiment of a method for constructing a whole vehicle model for AT vehicle power performance simulation according to the present invention.

[0049] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0050] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0051] In a first aspect, an embodiment of the present invention provides a vehicle model for AT vehicle power performance simulation. Figure 1 , Figure 1 FIG. 1 is a schematic diagram of the structure of an embodiment of a vehicle model for AT vehicle power performance simulation according to the present invention. Figure 1 As shown in the figure, the vehicle model used for AT vehicle power performance simulation includes:

[0052] The engine real-time torque module 10 is used to send the engine real-time torque to the torque converter module 20;

[0053] In this embodiment, during the simulation process, the engine real-time torque module 10 calculates the engine real-time torque through the vehicle operating condition, and sends the engine real-time torque to the torque converter module 20 .

[0054] Further, in one embodiment, the engine real-time torque module 10 is specifically used for:

[0055] Receive vehicle speed, accelerator pedal opening, transmission gear position and engine speed; search for the corresponding first sub-torque from the accelerator pedal map table based on the vehicle speed, accelerator pedal opening, transmission gear position and engine speed; select the minimum value from the first sub-torque, the second sub-torque and the third sub-torque as the fourth sub-torque, wherein the second sub-torque is determined based on the external characteristics of the engine, and the third sub-torque is the maximum torque corresponding to the current working condition of the engine; process the fourth sub-torque by a preset torque filtering method to obtain a processed torque, and select the minimum value from the zero-crossing torque holding value and the processed torque as the fifth sub-torque; select the maximum value from the torque corresponding to when the brake pedal is released and the accelerator pedal is not stepped on and the minimum torque corresponding to the current working condition of the engine as the creep torque; obtain the sixth sub-torque based on the creep torque and the fifth sub-torque; determine the seventh sub-torque based on the engine torque response characteristics; select the minimum value from the sixth sub-torque and the seventh sub-torque as the engine real-time torque; send the engine real-time torque to the torque converter module.

[0056] In this embodiment, the accelerator pedal opening is set by the working condition data, and the vehicle speed, gearbox gear and engine speed are fed back by the back-end module; based on the vehicle speed, accelerator pedal opening, gearbox gear and engine speed, the corresponding first sub-torque is searched from the accelerator pedal map table. The accelerator pedal map table records the corresponding relationship between the vehicle speed, accelerator pedal opening, gearbox gear and engine speed and torque.

[0057] The second sub-torque can be determined based on the external characteristics of the engine, and the maximum torque allowed by the current operating condition can be determined based on the current operating condition of the engine, which is recorded as the third sub-torque. Here, the first sub-torque is limited based on the second sub-torque and the third sub-torque, that is, the first sub-torque is limited based on the engine characteristics. Specifically, the minimum value is selected from the first sub-torque, the second sub-torque and the third sub-torque as the fourth sub-torque.

[0058] In this embodiment, considering that the driver may drive aggressively, in order to improve driving safety, it is necessary to perform torque filtering and limiting on the fourth sub-torque to obtain the fifth sub-torque. Specifically, the fourth sub-torque is processed by a preset torque filtering method to obtain a processed torque. Then, the minimum value is selected from the zero-crossing torque holding value and the processed torque as the fifth sub-torque. Among them, the zero-crossing torque holding value is a preset value.

[0059] Furthermore, in one embodiment, the preset torque filtering method is:

[0060] Torque low-pass filter, torque rate limit filter.

[0061] In this embodiment, the calculation formula corresponding to the torque low-pass filter is:

[0062]

[0063] Where y is the output torque after torque low-pass filtering, t is the calculation step set by the control software, usually 0.01, T is the calibration amount (determined according to the accelerator pedal opening and vehicle speed), u is the current torque demand, and y0 is the fourth sub-torque.

[0064] The calculation formula corresponding to the torque rate limit filter (Ratelimit) is:

[0065] y=min[(u-y0),Lu]+y0 or y=max[(u-y0),Ld]+y0

[0066] Wherein y is the output torque after torque rate limit filtering, u is the current torque demand, Lu is the calibration amount of the demand torque increase, Ld is the calibration amount of the demand torque increase, and y0 is the fourth sub-torque.

[0067] The torque corresponding to when the brake pedal is released and the accelerator pedal is not stepped on, that is, the torque determined by the automatic transmission adjustment system when the accelerator pedal and the brake pedal are both at zero opening; or the torque determined by the automatic transmission adjustment system when the brake pedal opening is zero and the accelerator pedal opening is less than the preset opening. This torque is compared with the minimum torque corresponding to the current working condition of the engine, and the maximum value of the two is taken as the creep torque.

[0068] The creep torque may be superimposed on the fifth sub-torque to obtain the sixth sub-torque; or the creep torque may be compared with the fifth sub-torque to take the larger one as the sixth sub-torque.

[0069] The engine torque response characteristics are determined through bench tests. The engine torque response characteristics calibrate the corresponding relationship between the accelerator pedal opening and the holding time corresponding to the accelerator pedal opening and the torque. Based on this, the seventh sub-torque can be determined according to the accelerator pedal opening and the holding time corresponding to the accelerator pedal opening.

[0070] After the sixth sub-torque and the seventh sub-torque are determined, a minimum value is selected from the sixth sub-torque and the seventh sub-torque as the engine real-time torque.

[0071] The hydraulic torque converter module 20 is used to receive the real-time engine torque sent by the real-time engine torque module 10 and the input end speed and the output end speed sent by the body module 60, obtain the first torque according to the real-time engine torque, the input end speed and the output end speed, and send the first torque to the hydraulic automatic transmission module;

[0072] In this embodiment, the torque converter module 20 receives the engine real-time torque sent from the engine real-time torque module 10 and the input end speed and the output end speed sent by the body module 60, and determines the engine real-time torque, the input end speed and the output end speed by looking up the table to obtain the first torque, and sends the first torque to the hydraulic automatic transmission module.

[0073] The hydraulic automatic transmission module 30 is used to receive gear data, the speed difference between the master and slave discs, the first torque and the clutch pressure, determine the dynamic friction coefficient according to the speed difference between the master and slave discs, determine the engagement and disengagement state of the clutch according to the gear data, the speed difference between the master and slave discs, the clutch pressure, the dynamic friction coefficient and the static friction coefficient, and combine the clutch torque transmission formula, fix or move the sun gear, the planet carrier and the ring gear of the planetary gear based on the engagement and disengagement state of the clutch, thereby realizing the switching of different gears, and determine the transmission ratio under the corresponding gear, multiply the first torque by the transmission ratio to obtain the second torque, multiply the second torque by the transmission efficiency corresponding to the transmission ratio to obtain the third torque, and send the third torque to the transmission shaft module;

[0074] In this embodiment, the hydraulic automatic transmission module 30 receives the gear data, the speed difference between the master and slave plates, the first torque and the clutch pressure. The gear selection module sends the corresponding gear data to the hydraulic automatic transmission module 30 according to the time. The corresponding relationship between the transmission ratio and the transmission efficiency is calibrated by experiments. That is, in this embodiment, the gear of the transmission is changeable, not fixed.

[0075] The transmission shaft module 40 is used to receive the third torque sent by the hydraulic automatic transmission module, simulate the transmission shaft torsional characteristics and the spline clearance of the third torque to obtain the fourth torque, and send the fourth torque to the wheel module;

[0076] In this embodiment, the transmission shaft module 40 is used to simulate the transmission shaft torsional characteristics and the spline clearance of the third torque sent by the hydraulic automatic transmission module, so as to obtain the fourth torque, and send the fourth torque to the wheel module 50.

[0077] The wheel module 50 is used to receive the fourth torque sent by the transmission shaft module, obtain the wheel longitudinal force based on the fourth torque, and send the wheel longitudinal force to the body module;

[0078] In this embodiment, the wheel module 50 determines the wheel longitudinal force corresponding to the fourth torque based on the pre-calibrated correspondence between the torque and the wheel longitudinal force, and sends the wheel longitudinal force to the body module 60. The correspondence may be in the form of a function (the function input is the torque, and the output is the wheel longitudinal force) or in the form of a key-value pair (the key is the torque, and the value is the wheel longitudinal force).

[0079] The body module 60 is used to receive the wheel longitudinal force sent by the wheel module, determine the acceleration according to the wheel longitudinal force, integrate the acceleration to obtain the vehicle speed, obtain the input end speed and the output end speed based on the vehicle speed, and send the input end speed and the output end speed to the torque converter module.

[0080] In this embodiment, the body module 60 determines the acceleration according to the longitudinal force of the wheel sent by the wheel module, integrates the acceleration to obtain the vehicle speed, obtains the input end speed and the output end speed based on the vehicle speed, and sends the input end speed and the output end speed to the torque converter module 20. That is, the current output (vehicle speed) can affect the next output (vehicle speed), making the simulation process closer to the actual vehicle test process.

[0081] Furthermore, in one embodiment, the body module 60 is specifically used for:

[0082] Receive the vehicle motion influence factor sent by the test data input module and receive the wheel longitudinal force sent by the wheel module; determine the acceleration based on the vehicle motion influence factor and the wheel longitudinal force.

[0083] In this embodiment, the vehicle motion influencing factors include: vehicle weight, wind speed, road slope and tire slip rate. The body module 60 obtains acceleration based on the wheel longitudinal force and comprehensively considers the vehicle weight, wind speed, road slope and tire slip rate. Among them, a related function can be pre-set, and the input of the function is the wheel longitudinal force, vehicle weight, wind speed, road slope and tire slip rate, and the output is acceleration.

[0084] In this embodiment, the whole vehicle model for AT vehicle power performance simulation includes: an engine real-time torque module, which is used to send the engine real-time torque to the hydraulic torque converter module; a hydraulic torque converter module, which is used to receive the engine real-time torque sent by the engine real-time torque module and the input end speed and the output end speed sent by the body module, obtain the first torque according to the engine real-time torque, the input end speed and the output end speed, and send the first torque to the hydraulic automatic transmission module; the hydraulic automatic transmission module is used to receive gear data, the master and slave disc speed difference, the first torque and the clutch pressure, determine the dynamic friction coefficient according to the master and slave disc speed difference, determine the clutch engagement and disengagement state according to the gear data, the master and slave disc speed difference, the clutch pressure, the dynamic friction coefficient and the static friction coefficient, and combine the clutch torque transmission formula, and fix or move the sun gear, the planet carrier and the ring gear of the planetary row based on the engagement and disengagement state of the clutch. The first torque is multiplied by the transmission ratio to obtain the second torque, and the second torque is multiplied by the transmission efficiency corresponding to the transmission ratio to obtain the third torque, and the third torque is sent to the transmission shaft module; the transmission shaft module is used to receive the third torque sent by the hydraulic automatic transmission module, simulate the transmission shaft torsional characteristics and spline clearance of the third torque, obtain the fourth torque, and send the fourth torque to the wheel module; the wheel module is used to receive the fourth torque sent by the transmission shaft module, and obtain the wheel longitudinal force based on the fourth torque, and send the wheel longitudinal force to the body module; the body module is used to receive the wheel longitudinal force sent by the wheel module, and determine the acceleration according to the wheel longitudinal force, integrate the acceleration to obtain the vehicle speed, obtain the input end speed and the output end speed based on the vehicle speed, and send the input end speed and the output end speed to the hydraulic torque converter module. The whole vehicle model provided in this embodiment can be used to dynamically analyze the gear shifting process of the whole vehicle.

[0085] Furthermore, in one embodiment, the vehicle model for AT vehicle power performance simulation also includes:

[0086] The test data input module is used to send vehicle speed, transmission gear and engine speed to the engine real-time torque module, and send vehicle weight, wind speed, road slope and tire slip rate to the body module.

[0087] Furthermore, in one embodiment, the vehicle model for AT vehicle power performance simulation also includes:

[0088] The simulation output detection module is used to compare and analyze the simulation results with the actual vehicle test results.

[0089] Furthermore, in one embodiment, based on the calculation formula of the moment of inertia equivalent to the input shaft when the transmission is in each gear position and the moment of inertia equivalent to the input shaft when the transmission is in each gear position, the moment of inertia of the input shaft, the moment of inertia of the shaft gear part and the moment of inertia of the output shaft are calculated; based on the moment of inertia of the input shaft, the moment of inertia of the shaft gear part, the moment of inertia of the output shaft, the transmission structure, the transmission working principle and the transmission efficiency mapping table, a hydraulic automatic transmission module is constructed using a visual simulation tool.

[0090] Further, in one embodiment, based on the calculation formula of the rotational inertia of the gearbox in each gear position that is equivalent to the input shaft and the rotational inertia of the gearbox in each gear position that is equivalent to the input shaft, the step of calculating the rotational inertia of the input shaft, the rotational inertia of the shaft gear portion, and the rotational inertia of the output shaft includes:

[0091] According to the gear ratio of the single planetary gear ring and the sun gear, the gear ratio of the compound planetary gear ring and the large sun gear, and the gear ratio of the compound planetary gear ring and the small sun gear, the speed ratio of the gearbox in each gear is obtained; the moment of inertia of the gearbox in each gear equivalent to the input shaft is obtained from the gearbox specification parameter table; the speed ratio of the gearbox in each gear and the moment of inertia of the gearbox in each gear equivalent to the input shaft are substituted into the calculation formula of the moment of inertia of the gearbox in each gear equivalent to the input shaft, and the moment of inertia of the input shaft, the moment of inertia of the shaft gear part, and the moment of inertia of the output shaft are calculated.

[0092] In this embodiment, refer to Figure 2 , Figure 2 FIG. 1 is a schematic diagram of the structure of a 6AT transmission in an embodiment. Figure 2 The hydraulic automatic transmission module is constructed based on the 6AT transmission shown in the figure. Figure 2 The input shaft rotation inertia is the inertia of the shaft teeth between the clutch C2 and the single planetary gear, denoted by J C21 The moment of inertia of the shaft gear part includes the moment of inertia of the shaft gear part between the clutch C1 and the single planetary gear (denoted as J C11C31 ), the inertia of the shaft and gear between clutch C2 and the Lavinia compound planetary gear (denoted as J C22B2 ), the inertia of the shaft and gear between the clutch C1 and the Lavinia compound planetary gear (denoted as J C12 ) and the inertia of the shaft gear between the clutch C3 and the Lavinia compound planetary gear (denoted as J C32B1 ); the output shaft rotation inertia is the shaft-tooth inertia between the main reducer and the Ravina compound planetary gear, denoted as J out .

[0093] Let the gear ratio of the single planetary gear ring and the sun gear be K1, and the gear ratio of the Lavinia compound planetary gear ring and the large sun gear be K 21The tooth ratio of the Lavina compound planetary gear ring to the small sun gear is K 22 ; Let the speed ratios of 6AT be i1, i2, i3, i4, i5, i6 respectively, then the speed ratios of each gear are:

[0094]

[0095]

[0096]

[0097]

[0098]

[0099]

[0100] Based on the above content, the calculation formula of the equivalent moment of inertia of each gear equivalent to the input shaft is listed:

[0101] The inertia equivalent method of the gear pair is: the inertia equivalent to the input shaft = the inertia of the output shaft * (the speed ratio of the output shaft to the input shaft) 2 .

[0102] The calculation formula for the equivalent moment of inertia on the input shaft at each gear is:

[0103]

[0104]

[0105]

[0106]

[0107]

[0108]

[0109]

[0110] From the gearbox specification parameter table, obtain the equivalent moment of inertia of the gearbox on the input shaft at each gear, that is, J1, J2, J3, J4, J5, J6, J7, J8, J9, J10, J11, J12, J13, J14, J15, J16, J17, J18, J19, J20, J21, J22, J33, J44, J55, J67, J R Substituting the specific value of into the above formula, we can get J C21 , J C11C31 , J C22B2 , J C12 , J C32B1 and J out The specific value of .

[0111] At this point, the hydraulic automatic transmission module can be constructed using a visual simulation tool based on the input shaft moment of inertia, the shaft tooth part moment of inertia, the output shaft moment of inertia, the transmission structure, the transmission working principle, and the transmission efficiency mapping table. Specifically, based on the transmission structure and the transmission working principle, the model structure is constructed using a visual simulation tool, and then the input shaft moment of inertia, the shaft tooth part moment of inertia, the output shaft moment of inertia, and the transmission efficiency mapping table are placed in the corresponding positions of the model structure, thereby obtaining the hydraulic automatic transmission module. Among them, the transmission efficiency mapping table records the corresponding relationship between the transmission ratio (transmission gear) and the transmission efficiency.

[0112] Furthermore, in one embodiment, T / C characteristic parameters are obtained, and the T / C characteristic parameters include speed ratio, pump wheel torque coefficient, torque coefficient and transmission efficiency; the moment of inertia of the torque converter is obtained; the damping characteristic curve of the torque converter is obtained; and based on the T / C characteristic parameters, the moment of inertia of the torque converter and the damping characteristic curve of the torque converter, a torque converter model is constructed using a visual simulation tool.

[0113] For the shift mechanism module, the main purpose is to obtain the shaft system gear change command and gear signal for modeling, which is well known to those skilled in the art and will not be described in detail in the embodiments of the present invention. After that, the modeling of the AT gearbox can be completed by integrating the torque converter module, shaft system module and shift mechanism module.

[0114] In a second aspect, the present invention also provides a vehicle model construction method for AT vehicle power performance simulation. Figure 3 , Figure 3 FIG. 1 is a flow chart of an embodiment of a vehicle model construction method for AT vehicle power performance simulation according to the present invention. Figure 3 As shown in FIG. 1 , the vehicle model construction method for AT vehicle power performance simulation includes:

[0115] Step S10, constructing an engine real-time torque module;

[0116] In this embodiment, the engine real-time torque module is constructed based on a preset calculation program combined with a data interface. The data interface is used to receive the vehicle speed, accelerator pedal opening, gear position and engine speed sent by the test data input module, and the calculation program is used to execute the steps executed by the above engine real-time torque module.

[0117] Step S20, constructing a torque converter module;

[0118] Step S30, constructing a hydraulic automatic transmission module, including:

[0119] Based on the calculation formula of the rotational inertia of the gearbox in each gear position and the rotational inertia of the gearbox in each gear position, the rotational inertia of the input shaft, the rotational inertia of the shaft gear part and the rotational inertia of the output shaft are calculated;

[0120] Based on the input shaft moment of inertia, the moment of inertia of the shaft gear part, the moment of inertia of the output shaft, the gearbox structure, the gearbox working principle and the gearbox efficiency mapping table, a hydraulic automatic transmission module is constructed using a visual simulation tool;

[0121] In this embodiment, the specific embodiments of constructing the torque converter module and constructing the hydraulic automatic transmission module are basically similar to the above embodiments and will not be described in detail here.

[0122] Step S40, constructing a transmission shaft module;

[0123] In this embodiment, a transmission shaft module is constructed according to the transmission characteristics, so that the transmission shaft module can be used to simulate the transmission shaft torsional characteristics and spline clearance of the torque sent by the hydraulic automatic transmission module.

[0124] Step S50, constructing a wheel module;

[0125] Step S60: constructing a vehicle body module.

[0126] In this embodiment, the wheel module and the body module are constructed according to the vehicle motion characteristics, so that the wheel module and the body module can implement the execution actions of the wheel module and the body module described in the above embodiments.

[0127] By combining the above-mentioned modules according to the data processing flow, a whole vehicle model for AT vehicle power performance simulation can be obtained.

[0128] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0129] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0130] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present invention.

[0131] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A vehicle model for AT vehicle power performance simulation, characterized in that: The whole vehicle model for AT vehicle power performance simulation includes: An engine real-time torque module, used for sending the engine real-time torque to the torque converter module; A hydraulic torque converter module, for receiving the real-time engine torque sent by the real-time engine torque module and the input end speed and the output end speed sent by the body module, obtaining a first torque according to the real-time engine torque, the input end speed and the output end speed, and sending the first torque to the hydraulic automatic transmission module; A hydraulic automatic transmission module, for receiving gear data, a master-slave disc speed difference, a first torque, and a clutch pressure, determining a dynamic friction coefficient according to the master-slave disc speed difference, determining an engagement and disengagement state of the clutch according to the gear data, the master-slave disc speed difference, the clutch pressure, the dynamic friction coefficient, and the static friction coefficient, in combination with a clutch torque transmission formula, fixing or moving a sun gear, a planet carrier, and a ring gear of a planetary row based on the engagement and disengagement state of the clutch, thereby realizing switching of different gears, determining a transmission ratio under a corresponding gear, multiplying the first torque by the transmission ratio to obtain a second torque, multiplying the second torque by a transmission efficiency corresponding to the transmission ratio to obtain a third torque, and sending the third torque to a transmission shaft module; A transmission shaft module, used for receiving the third torque sent by the hydraulic automatic transmission module, simulating the transmission shaft torsional characteristics and the spline clearance of the third torque to obtain a fourth torque, and sending the fourth torque to the wheel module; a wheel module, configured to receive the fourth torque sent by the transmission shaft module, obtain a wheel longitudinal force based on the fourth torque, and send the wheel longitudinal force to the body module; The body module is used to receive the wheel longitudinal force sent by the wheel module, determine the acceleration according to the wheel longitudinal force, integrate the acceleration to obtain the vehicle speed, obtain the input end speed and the output end speed based on the vehicle speed, and send the input end speed and the output end speed to the torque converter module.

2. The vehicle model for AT vehicle power performance simulation according to claim 1, characterized in that: The engine real-time torque module is specifically used for: Receive vehicle speed, accelerator pedal opening, transmission gear position and engine speed; Find the corresponding first sub-torque from the accelerator pedal map table based on the vehicle speed, accelerator pedal opening, transmission gear position and engine speed; Selecting a minimum value from the first sub-torque, the second sub-torque and the third sub-torque as the fourth sub-torque, wherein the second sub-torque is determined based on the external characteristics of the engine, and the third sub-torque is the maximum torque corresponding to the current working condition of the engine; Processing the fourth sub-torque by a preset torque filtering method to obtain a processed torque, and selecting a minimum value from the zero-crossing torque holding value and the processed torque as the fifth sub-torque; The maximum value is selected from the torque corresponding to when the brake pedal is released and the accelerator pedal is not stepped on and the minimum torque corresponding to the current working condition of the engine as the creep torque; According to the creep torque and the fifth sub-torque, a sixth sub-torque is obtained; determining a seventh sub-torque based on an engine torque response characteristic; Selecting a minimum value from the sixth sub-torque and the seventh sub-torque as the engine real-time torque; Sends the engine real-time torque to the torque converter module.

3. The whole vehicle model for AT vehicle power performance simulation according to claim 1, characterized in that: Based on the calculation formula of the rotational inertia equivalent to the input shaft when the transmission is in each gear position and the rotational inertia equivalent to the input shaft when the transmission is in each gear position, the rotational inertia of the input shaft, the rotational inertia of the shaft gear part and the rotational inertia of the output shaft are calculated; Based on the rotational inertia of the input shaft, the rotational inertia of the shaft gear part, the rotational inertia of the output shaft, the transmission structure, the transmission working principle and the transmission efficiency mapping table, a hydraulic automatic transmission module is constructed using a visual simulation tool.

4. The whole vehicle model for AT vehicle power performance simulation as claimed in claim 3, characterized in that: The step of calculating the moment of inertia of the input shaft, the moment of inertia of the shaft gear portion, and the moment of inertia of the output shaft based on the calculation formula of the moment of inertia equivalent to the input shaft when the transmission is in each gear and the moment of inertia equivalent to the input shaft when the transmission is in each gear comprises: According to the gear ratio of the single planetary gear ring and the sun gear, the gear ratio of the compound planetary gear ring and the large sun gear, and the gear ratio of the compound planetary gear ring and the small sun gear, the speed ratio of the gearbox in each gear is obtained; Obtain the equivalent moment of inertia of the gearbox on the input shaft in each gear position from the gearbox specification parameter table; Substitute the speed ratio of the gearbox in each gear and the moment of inertia of the gearbox in each gear equivalent to the input shaft into the calculation formula of the moment of inertia of the gearbox in each gear equivalent to the input shaft, and calculate the moment of inertia of the input shaft, the moment of inertia of the shaft gear part and the moment of inertia of the output shaft.

5. The vehicle model for AT vehicle power performance simulation according to claim 1, characterized in that: The T / C characteristic parameters are obtained, wherein the T / C characteristic parameters include a speed ratio, a pump wheel torque coefficient, a torque coefficient and a transmission efficiency; the moment of inertia of the hydraulic torque converter is obtained; the damping characteristic curve of the hydraulic torque converter is obtained; and a hydraulic torque converter model is constructed using a visual simulation tool based on the T / C characteristic parameters, the moment of inertia of the hydraulic torque converter and the damping characteristic curve of the hydraulic torque converter.

6. The vehicle model for AT vehicle power performance simulation according to claim 2, characterized in that: The body module is specifically used for: Receiving the vehicle motion influencing factor sent by the test data input module and receiving the wheel longitudinal force sent by the wheel module; The acceleration is determined based on the vehicle motion influencing factors and the wheel longitudinal force.

7. The whole vehicle model for AT vehicle power performance simulation according to claim 6, characterized in that: Vehicle motion influencing factors include: Vehicle weight, wind speed, road slope and tire slip rate.

8. The vehicle model for AT vehicle power performance simulation according to claim 7, characterized in that: The whole vehicle model for AT vehicle power performance simulation also includes: The test data input module is used to send vehicle speed, transmission gear and engine speed to the engine real-time torque module, and send vehicle weight, wind speed, road slope and tire slip rate to the body module.

9. The whole vehicle model for AT vehicle power performance simulation according to claim 8, characterized in that: The whole vehicle model for AT vehicle power performance simulation also includes: The simulation output detection module is used to compare and analyze the simulation results with the actual vehicle test results.

10. A method for constructing a vehicle model for AT vehicle power performance simulation according to claim 1, characterized in that: The build methods include: Build engine real-time torque module; Build the torque converter module; Build a hydraulic automatic transmission module, including: Based on the calculation formula of the rotational inertia of the gearbox in each gear position and the rotational inertia of the gearbox in each gear position, the rotational inertia of the input shaft, the rotational inertia of the shaft gear part and the rotational inertia of the output shaft are calculated; Based on the input shaft moment of inertia, the moment of inertia of the shaft gear part, the moment of inertia of the output shaft, the gearbox structure, the gearbox working principle and the gearbox efficiency mapping table, a hydraulic automatic transmission module is constructed using a visual simulation tool; Build the drive shaft module; Build the wheel module; Construct the body module.

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