Automatic parking control method and device for dual-clutch automatic transmission

Abstract

The present application discloses an automatic parking control method and device for a dual-clutch automatic transmission. The automatic parking control method includes: identifying whether an automatic parking request exists; if so, controlling the engagement or disengagement of a pre-shift fork corresponding to the current driving state according to an automatic parking strategy; in the automatic parking strategy, both a disengagement speed threshold value and an engagement speed threshold value of the pre-shift fork are greater than the maximum vehicle speed in the parking state. The present application provides an automatic parking control method and device for a dual-clutch automatic transmission. In the automatic parking state, the disengagement speed threshold value and the engagement speed threshold value are used to control the pre-shift fork corresponding to the current driving state from disengaging, thereby avoiding adverse driving experiences such as abnormal shift fork noise and vehicle jerking.

Description

Technical Field

[0001] The present application relates to the field of automotive technology, and more specifically, to an automatic parking control method and device for a dual-clutch automatic transmission. Background Art

[0002] The Automatic Parking Assist (APA) system is an automotive control system designed to achieve intelligent automatic parking. With the development of automotive intelligence, the APA function has gradually been applied to mainstream passenger car models of major OEMs.

[0003] The working principle of APA in traditional fuel vehicles is to install various types of sensors such as cameras or radars around the front and rear bumpers of the car, which can act as both transmitters and receivers. These sensors will send signals, and when the signals hit obstacles around the car body, they will be reflected back. Then, the APA controller on the car will use the received signals to determine the target parking space and the location of the obstacles. After calculation, it will send execution instructions to other modules such as the engine controller ECU, automatic transmission controller TCU, brake system controller ESC, steering controller ESP, etc. Other modules respond to the instructions to realize the vehicle's automatic driving, shifting, steering and other actions, and finally drive the vehicle into the target parking space, such as Figure 1 shown.

[0004] A structural diagram of an embodiment of a dual-clutch automatic transmission is shown in FIG. Figure 2 As shown, the transmission has seven gears: 1 / 2 / 3 / 4 / 5 / 6, and R. These gears are achieved through different combinations of two clutches and four shift forks. Clutch K1 corresponds to input shaft 1 and controls gears 1 / 3 / 5; clutch K2 corresponds to input shaft 2 and controls gears 2 / 4 / 6 / R. For example, if shift fork 2 is pushed left, clutch K2 engages, shifting to 6th gear. If shift fork 2 is pushed right, clutch K2 engages, shifting to 2nd gear.

[0005] When the APA function is turned on, the vehicle speed requirement is 1-3 km / h. After receiving the relevant signal, the TCU enters creep control to make the vehicle move.

[0006] Under normal circumstances, when shifting gears in creep control, in order to improve low-speed following driving performance, the shift fork of the other working shaft needs to be removed when the vehicle speed is low, that is, the R gear shift fork is not engaged when driving in 1st gear, and the 1st gear shift fork is not engaged when driving in R gear.

[0007] Based on this principle. Figure 3The figure shows an embodiment of the control strategy for pre-engaging the 1st gear shift fork when the vehicle is reversing into a parking space. Among them, VehSpdThdForFwdPreDisable represents the vehicle speed threshold for removing the 1st gear shift fork, and VehSpdThdForFwdPreEnable represents the vehicle speed threshold for pre-engaging the 1st gear shift fork. When the actual vehicle speed is greater than VehSpdThdForFwdPreDisable, the 1st gear shift fork is removed. When the actual vehicle speed is less than VehSpdThdForFwdPreEnable, the 1st gear shift fork is engaged to achieve pre-engagement of the 1st gear. Figure 3 As shown, VehSpdThdForFwdPreDisable = 2, VehSpdThdForFwdPreEnable = 1. When APA is working, the vehicle is driving in reverse gear, and the speed gradually increases from 0. When the speed exceeds 2 km / h, the 1st gear shift fork is disengaged. When the brake is applied and the speed drops below 1 km / h again, the 1st gear shift fork is reengaged.

[0008] Figure 4 This example shows an implementation of a pre-engagement control strategy for the R gear shift fork during forward parking. VehSpdThdForFwdPreDisable = 2, VehSpdThdForFwdPreEnable = 1. During APA operation, the vehicle is traveling in D gear, and the speed gradually increases from 0. When the speed exceeds 2 km / h, the R gear shift fork disengages. After the brakes are applied, the speed drops back below 1 km / h, and the R gear shift fork reengages.

[0009] Since the vehicle speed is low when APA is working, generally 1-3 km / h, this shift fork control strategy will cause the vehicle speed to frequently enter the above speed range when APA is in action, causing frequent engagement and disengagement of gears. Figure 5 The figure shows the vehicle speed curve when the vehicle is moving forward under the APA function, indicating that the R gear shift fork has performed 6 actions (3 engagements and 3 disengagements).

[0010] As described above, in the prior art, the TCU's control strategy for shift fork pre-engagement does not distinguish between the APA state and other states, resulting in frequent movement of the shift fork in 1st gear or R gear when APA is working, which will inevitably cause abnormal noise from the shift fork, vehicle jerking and other unpleasant driving experiences. Summary of the Invention

[0011] The present application provides an automatic parking control method and device for a dual-clutch automatic transmission. In the automatic parking state, the pre-gear shift fork corresponding to the current driving state is controlled not to perform a shifting operation through a shifting speed threshold value and a combined speed threshold value, thereby avoiding abnormal shift fork noise, vehicle jerking and other adverse driving experiences.

[0012] The present application provides an automatic parking control method for a dual-clutch automatic transmission, comprising:

[0013] Identify whether there is an automatic parking request;

[0014] If so, the pre-gear shift fork corresponding to the current driving state is controlled to engage or disengage according to the automatic parking strategy;

[0015] In the automatic parking strategy, the disengagement speed threshold of the pre-gear shift fork and the engagement speed threshold of the pre-gear shift fork are both greater than the maximum speed in the parking state.

[0016] Preferably, before identifying whether there is an automatic parking request, the on state of the pre-parking function switch is identified.

[0017] Preferably, if the pre-engagement function switch is in an on state and there is an automatic parking request, the pre-engagement shift fork corresponding to the current driving state is controlled to engage or disengage according to the automatic parking strategy.

[0018] Preferably, if the pre-engagement function switch is in the on state and there is no automatic parking request, the pre-engagement shift fork corresponding to the current driving state is controlled to engage or disengage according to the non-automatic parking strategy;

[0019] In the non-automatic parking strategy, the pre-shift fork disengagement speed threshold and the pre-shift fork engagement speed threshold are both between the minimum speed and the maximum speed in the parking state.

[0020] Preferably, if the pre-gear shift switch is in an off state, the pre-gear shift fork corresponding to the current driving state is controlled to be continuously engaged.

[0021] The present application provides an automatic parking control device for a dual-clutch automatic transmission, comprising a first identification module and a control module;

[0022] The first recognition module is used to identify whether there is an automatic parking request;

[0023] The control module is used to control the engagement or disengagement of the pre-gear shift fork corresponding to the current driving state according to the automatic parking strategy when there is an automatic parking request;

[0024] In the automatic parking strategy, the disengagement speed threshold of the pre-gear shift fork and the engagement speed threshold of the pre-gear shift fork are both greater than the maximum speed in the parking state.

[0025] Preferably, the system further comprises a second identification module, which is used to identify the on state of the pre-parking function switch before identifying whether there is an automatic parking request.

[0026] Preferably, the control module is further configured to control the engagement or disengagement of the pre-engagement shift fork corresponding to the current driving state according to the automatic parking strategy when the pre-engagement function switch is in the on state and there is an automatic parking request.

[0027] Preferably, the control module is further configured to control the engagement or disengagement of the pre-engagement shift fork corresponding to the current driving state according to a non-automatic parking strategy when the pre-engagement function switch is in an on state and there is no automatic parking request;

[0028] In the non-automatic parking strategy, the pre-shift fork disengagement speed threshold and the pre-shift fork engagement speed threshold are both between the minimum speed and the maximum speed in the parking state.

[0029] Preferably, the control module is further configured to control the pre-gear shift fork corresponding to the current driving state to be continuously engaged when the pre-gear function switch is in an off state.

[0030] Other features and advantages of the present application will become apparent from the following detailed description of exemplary embodiments of the present application with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the application and, together with the description, serve to explain the principles of the application.

[0032] Figure 1 This is a schematic diagram of the working principle of APA;

[0033] Figure 2 A schematic structural diagram of an embodiment of a dual-clutch automatic transmission;

[0034] Figure 3 Schematic diagram of the 1st gear shift fork pre-engagement control strategy when the vehicle is driving in reverse gear under the APA function in the prior art;

[0035] Figure 4 Schematic diagram of the R gear shift fork pre-engagement control strategy when the vehicle is moving forward under the APA function in the prior art;

[0036] Figure 5 It is a speed curve diagram of the vehicle when it is moving forward under the APA function;

[0037] Figure 6 A logical diagram of the automatic parking control strategy of the dual-clutch automatic transmission provided in this application;

[0038] Figure 7 The vehicle speed curve diagram when driving in reverse gear under the APA function provided by this application;

[0039] Figure 8The vehicle speed curve diagram when driving forward under the APA function provided by this application;

[0040] Figure 9 This is a schematic structural diagram of the automatic parking control device of the dual-clutch automatic transmission provided in this application. DETAILED DESCRIPTION

[0041] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present application.

[0042] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0043] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0044] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0045] This application provides an automatic parking control method and device for a dual-clutch automatic transmission. In the automatic parking state, the pre-engagement shift fork corresponding to the current driving state is controlled by a disengagement speed threshold and a combined speed threshold to prevent disengagement, thereby preventing undesirable driving experiences such as abnormal shift fork noise and vehicle jerking. Furthermore, this application provides a pre-engagement function switch within an intelligent control program or remote control program to uniformly enable and disable the disengagement function of the pre-engagement shift fork corresponding to the current driving state.

[0046] The automatic parking control strategy of the dual-clutch automatic transmission provided in this application is executed by the TCU.

[0047] It should be noted that this application is applicable to both wet dual-clutch automatic transmissions and dry dual-clutch automatic transmissions. This application is applicable to both the APA automatic parking function and the Remote Parking Assist (RPA) function.

[0048] like Figure 6 As shown, as an embodiment, the automatic parking control strategy of the dual clutch automatic transmission includes the identification of the APA function request state (such as Figure 6 APASts in ), automatic parking strategy and non-automatic parking strategy.

[0049] Specifically, if the driver issues an automatic parking command through the vehicle's central control screen or remote control application, the APA controller sends an APA function request signal to the TCU, and the TCU can recognize the existence of an automatic parking request.

[0050] If an automatic parking request is detected (i.e., APASts = 1), the pre-engagement fork is engaged or disengaged according to the automatic parking strategy, corresponding to the current driving state. In the automatic parking strategy, the pre-engagement fork disengagement speed threshold (APA_VehSpdThdForRvsPreDisable) and the pre-engagement fork engagement speed threshold (APA_VehSpdThdForRvsPreEnable) are both greater than the maximum speed in the parking state.

[0051] When the vehicle is in reverse gear, the corresponding pre-gear shift fork is the 1st gear shift fork. When the vehicle is in forward gear, the corresponding pre-gear shift fork is the R gear shift fork.

[0052] If no automatic parking request is detected (i.e., APASts = 0), the pre-engagement fork is engaged or disengaged according to the non-automatic parking strategy, which corresponds to the current driving state. In non-automatic parking strategies, the pre-engagement fork disengagement speed threshold (VehSpdThdForRvsPreDisable) and the pre-engagement fork engagement speed threshold (VehSpdThdForRvsPreEnable) are both between the minimum and maximum speeds for parking.

[0053] Example 1

[0054] When the vehicle is in reverse gear, APA_VehSpdThdForRvsPreDisable = 10, APA_VehSpdThdForRvsPreEnable = 8. VehSpdThdForFwrPreDisable = 2, VehSpdThdForFwrPreEnable = 1.

[0055] Assuming the vehicle is currently in reverse gear and APASts=1, the two speed thresholds for controlling the 1st gear shift fork are 10km / h and 8km / h, respectively. This means the vehicle speed must reach 10km / h before the 1st gear shift fork is disengaged, and the 1st gear shift fork can only be engaged after the vehicle speed drops to 8km / h. Assuming the vehicle speed is still within the 1-3km / h range, the number of 1st gear shift fork movements is 0, as both speed thresholds (10km / h and 8km / h) are greater than the vehicle speed (1-3km / h). Figure 7 shown.

[0056] Assuming the vehicle is currently in reverse gear and APASts=0, the two speed thresholds for controlling the 1st gear shift fork are 2km / h and 1km / h respectively. Assuming the speed is still within the range of 1-3km / h, the vehicle can maintain the control state of the existing technology. Please refer to Figure 5 .

[0057] Example 2

[0058] When the vehicle is currently moving forward, APA_VehSpdThdForRvsPreDisable = 9, APA_VehSpdThdForRvsPreEnable = 7. VehSpdThdForFwrPreDisable = 2, VehSpdThdForFwrPreEnable = 1.

[0059] Assuming the vehicle is currently moving forward and APASts=1, the two speed thresholds for controlling the R gear shift fork are 9kM / h and 7kM / h, respectively. That is, the vehicle speed must reach 9kM / h before the R gear shift fork can be disengaged, and the R gear shift fork can only be engaged after the vehicle speed drops to 7kM / h. Assuming the vehicle speed is still within the range of 1-3kM / h, since both speed thresholds (9kM / h and 7kM / h) are greater than the vehicle speed (1-3kM / h), the number of R gear shift fork actions is 0. Figure 8 shown.

[0060] Assuming the vehicle is currently moving forward and APASts=0, the two speed thresholds for controlling the R gear shift fork are 2 km / h and 1 km / h respectively. Assuming the speed is still within the range of 1-3 km / h, the vehicle can maintain the control state of the existing technology. Please refer to Figure 5 .

[0061] On the basis of the above, preferably, Figure 6 As shown, this application also provides a pre-hook function switch (Pre_Switch). As an example, this function can be configured in a remote control program (such as a mobile phone app) or on the vehicle's central control screen. The user can preset the pre-hook function switch on and off in the application or on the vehicle's central control screen. The TCU can identify the pre-hook function switch on and off when the vehicle is started or while the vehicle is in motion.

[0062] If the pre-engagement switch is on (i.e., Pre_Switch = 1), the TCU controls the R and 1st gear shift forks according to the control method described in the previous embodiment. If the pre-engagement switch is off (i.e., Pre_Switch = 0), the TCU controls the pre-engagement fork corresponding to the current driving state to continuously engage. That is, regardless of whether an automatic parking request is present, neither the R or 1st gear shift fork can be disengaged. This setting completely prevents the disengagement and engagement of the pre-engagement fork during vehicle crawling, fundamentally avoiding driving experiences such as unusual fork noise and vehicle jerkiness.

[0063] Based on the automatic parking control method of the dual-clutch automatic transmission of the above embodiment, the present application also provides an automatic parking control device of the dual-clutch automatic transmission. Figure 9 As shown, the automatic parking control device includes a first recognition module 910 and a control module 920 .

[0064] The first identification module 910 is configured to identify whether an automatic parking request exists.

[0065] The control module 920 is used to control the engagement or disengagement of the pre-gear shift fork corresponding to the current driving state according to the automatic parking strategy when there is an automatic parking request.

[0066] In the automatic parking strategy, the disengagement speed threshold of the pre-gear shift fork and the engagement speed threshold of the pre-gear shift fork are both greater than the maximum speed in the parking state.

[0067] Preferably, the automatic parking control device further includes a second identification module 930, which is configured to identify the on state of the pre-parking function switch before identifying whether an automatic parking request exists.

[0068] As an embodiment, the control module 920 is further configured to control the engagement or disengagement of the pre-engagement shift fork corresponding to the current driving state according to the automatic parking strategy when the pre-engagement function switch is in the on state and there is an automatic parking request.

[0069] As an embodiment, the control module 920 is further configured to control the engagement or disengagement of the pre-engagement shift fork corresponding to the current driving state according to a non-automatic parking strategy when the pre-engagement function switch is in an on state and there is no automatic parking request;

[0070] In the non-automatic parking strategy, the pre-shift fork disengagement speed threshold and the pre-shift fork engagement speed threshold are both between the minimum speed and the maximum speed in the parking state.

[0071] As an embodiment, the control module 920 is further configured to control the pre-gear shift fork corresponding to the current driving state to be continuously engaged when the pre-gear function switch is in the off state.

[0072] Without changing the hardware structure of the gearbox, this application effectively improves driving comfort under the APA function, reduces impact and noise, and improves driving quality by optimizing the control strategy for gear engagement and disengagement.

[0073] Although some specific embodiments of the present application have been described in detail by way of examples, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present application. It should be understood by those skilled in the art that the above embodiments may be modified without departing from the scope and spirit of the present application. The scope of the present application is defined by the appended claims.

Claims

1. An automatic parking control method for a dual-clutch automatic transmission, characterized in that: include: Identify the on status of the pre-hang function switch; Identify whether there is an automatic parking request; The method includes: if the pre-engagement function switch is in the on state and there is no automatic parking request, controlling the pre-engagement fork to engage or disengage according to the current driving state in accordance with a non-automatic parking strategy; in the non-automatic parking strategy, a disengagement speed threshold of the pre-engagement fork and an engagement speed threshold of the pre-engagement fork are both between the minimum speed and the maximum speed in the parking state; If the pre-engagement function switch is in the on state and there is an automatic parking request, the pre-engagement shift fork corresponding to the current driving state is controlled to engage or disengage according to the automatic parking strategy; In the automatic parking strategy, the disengagement speed threshold value of the pre-gear shift fork and the engagement speed threshold value of the pre-gear shift fork are both greater than the maximum vehicle speed in the parking state.

2. The automatic parking control method of a dual-clutch automatic transmission according to claim 1, characterized in that: If the pre-gear shift switch is in the off state, the pre-gear shift fork corresponding to the current driving state is controlled to be continuously engaged.

3. An automatic parking control device for a dual-clutch automatic transmission, characterized in that: comprising a first identification module and a control module; The first recognition module is used to identify whether there is an automatic parking request; The control device further includes a second recognition module, the second recognition module being configured to recognize the on state of the pre-parking function switch before recognizing whether there is an automatic parking request; and The control module is configured to control the engagement or disengagement of the pre-engagement shift fork corresponding to the current driving state according to a non-automatic parking strategy when the pre-engagement function switch is in an on state and there is no automatic parking request; In the non-automatic parking strategy, the disengagement speed threshold of the pre-gear shift fork and the engagement speed threshold of the pre-gear shift fork are both between the minimum speed and the maximum speed in the parking state; The control module is further configured to control the engagement or disengagement of the pre-engagement shift fork corresponding to the current driving state according to the automatic parking strategy when the pre-engagement function switch is in the on state and there is an automatic parking request; In the automatic parking strategy, the disengagement speed threshold value of the pre-gear shift fork and the engagement speed threshold value of the pre-gear shift fork are both greater than the maximum vehicle speed in the parking state.

4. The automatic parking control device for a dual-clutch automatic transmission according to claim 3, characterized in that: The control module is further configured to control the pre-gear shift fork corresponding to the current driving state to be continuously engaged when the pre-gear function switch is in the off state.

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