Compensation method for semi-engagement point adaptation of wet dual clutch
By recording the clutch current value at the inflection point of the engine speed and performing mapping and transformation, the problem of insufficient compensation for the semi-joint point of the wet dual clutch in the prior art is solved, and the correction of the inflection point current is achieved, and the low-speed driving and handling performance of the whole vehicle is improved.
Patent Information
- Application Number
- CN202110530467.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2021-05-14
- Publication Date
- 2024-12-17
- Estimated Expiration
- 2041-05-14
AI Technical Summary
The existing wet dual-clutch semi-joint point adaptive compensation method only compensates the half-joint point, and fails to correct the deviation in time, affecting the vehicle's low-speed driving and handling performance.
By recording the clutch current value at the inflection point of the engine speed, the basic current value is obtained, and by comparing the current difference at different inflection points, the semi-joining point and inflection point current of the clutch can be corrected to compensate for the inflection point current.
The semi-joint point of the clutch is corrected in time, improving the driving handling performance of the vehicle at low speeds.
Smart Images
Figure CN115342138B_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a technology in the field of transmission control, in particular to a compensation method for half-engagement point self-adaptation of a wet dual clutch. Background Art
[0002] During the life cycle of the clutch, the clutch plate will wear out due to frequent opening and closing of the clutch, the slip between the engine speed and the clutch speed, the torsional vibration of the clutch, etc. In addition, since the dual clutch is hydraulically controlled, and the internal control logic of the TCU calculates the torque to be transmitted, generally speaking, the target torque of the clutch will be obtained by querying the torque-pressure curve to obtain the corresponding target pressure, and then the target pressure will be obtained through the pressure-current curve to obtain the solenoid valve control current, and then to control the action of the clutch. Summary of the invention
[0003] The present invention aims at solving the defect that the existing wet dual-clutch semi-engagement point adaptive compensation method only compensates for the semi-engagement point of the clutch. When a deviation occurs at this point, untimely correction will affect the driving control performance of the whole vehicle at low speed. The present invention proposes a wet dual-clutch semi-engagement point adaptive compensation method, which not only considers the correction of the clutch current at the semi-engagement point, but also corrects the inflection point with the same trend. The semi-engagement point of the clutch can be corrected in time, and the driving control performance at low speed can be improved.
[0004] The present invention is achieved through the following technical solutions:
[0005] The present invention relates to a compensation method for half-engagement point adaptation of a wet dual clutch. Firstly, a clutch current value at the moment of engine speed inflection point pull-down is recorded under a non-throttle upshift adaptive working condition to obtain a clutch current base value. In the adaptive process, a corresponding difference is obtained by comparing clutch current values at different inflection points. The difference is used to correct the half-engagement point of the clutch after mapping transformation.
[0006] The clutch current basic value is obtained in the following manner: first, the whole vehicle is driven at a preset throttle opening and the throttle is released, so that the transmission state enters the no-throttle upshift condition, at which time the engine speed will decrease, and when the engine speed drops to the preset speed, the speed is maintained, and at the same time, the torque value of the clutch is increased so that the clutch and the engine are combined, and an inflection point will appear in the process of the engine speed decreasing; repeat the above working condition N times to obtain the clutch current values at N inflection points, average the N clutch current values, and obtain the clutch current basic value under the Nth adaptive working condition, repeat the above working condition, and compare the clutch current value at the inflection point and the Nth clutch current basic value at the N+1th adaptive time, and when the two differences meet the judgment condition, the difference is compensated to the Nth clutch current basic value through mapping transformation, so that the clutch current basic value at the N+1th adaptive inflection point is obtained.
[0007] The clutch current basic value is obtained by averaging the clutch current values collected previously at the engine speed inflection point pull-down moment.
[0008] The two differences refer to: after N times of adaptation, the difference between the clutch current value corresponding to the kth (k>N) adaptive working condition engine speed inflection point and the basic value of the clutch current at the k-1th engine speed inflection point.
[0009] The determination condition refers to: a threshold value obtained by calibration based on an actual vehicle.
[0010] The mapping transformation refers to: after obtaining the difference between the clutch current value at the inflection point and the clutch current base value, a value is determined according to the size of the difference.
[0011] The compensation refers to: adding a value obtained by mapping the difference to a basic value of the clutch current at the inflection point of the engine speed.
[0012] Technical Effects
[0013] The present invention solves the deficiency of the prior art that only the half-engagement point of the clutch is compensated and corrected, but the current at the clutch inflection point is not compensated and corrected. Compared with the prior art, the present invention not only corrects the half-engagement point of the clutch, but also corrects the basic value of the current at the clutch inflection point. When the half-engagement point of the clutch deviates, the half-engagement point can be corrected in time, thereby improving the driving control performance of the whole vehicle at low speed in time. BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Figure 1 It is a flow chart of the present invention;
[0015] Figure 2It is a schematic diagram of calibrating the clutch half-engagement point under the N+1th adaptive working condition of the embodiment. DETAILED DESCRIPTION
[0016] like Figure 1 As shown, this embodiment relates to a compensation method for half-engagement point adaptation of a wet dual clutch, which specifically includes:
[0017] Step a) The vehicle has no faults. The driver drives the vehicle with an 80% throttle opening. When the vehicle speed reaches 60km / h to 70km / h, the accelerator pedal is released to about 20%. The engine water temperature is near the normal value. At this time, the vehicle will enter the no-throttle upshift process. The clutch current value at the engine speed inflection point is detected and recorded.
[0018] Step b) repeats the adaptive process in step a) N times to obtain clutch current values at N engine speed inflection points, and performs average processing on the N values to obtain the clutch current basic value at the Nth time.
[0019] Step c) repeats step a) again to obtain the clutch current value at the N+1th inflection point, and compares the difference between this value and the clutch current base value at the Nth time. When the difference meets the judgment condition, the difference is compensated to the clutch current base value at the Nth time through mapping transformation.
[0020] Step d) repeats step a) again to obtain the clutch current value at the N+2th inflection point, and the subsequent processing method is similar to that in step c).
[0021] Step e) During the self-adaptation process, the clutch current values at different inflection points are compared to obtain a corresponding difference, which is used to correct the half-engagement point of the clutch through a certain mapping transformation.
[0022] After specific actual experiments, the experimental data that can be obtained are shown in Table 1.
[0023] Table 1. Comparison of clutch half-engagement point correction compensation
[0024]
[0025] The above table uses a clutch with a low half-engagement point and poor low-speed driving performance for the experiment. It can be seen from the table that whether the clutch inflection point is corrected or not has a certain influence on the correction of the clutch half-engagement point.
[0026] Compared with the prior art, the present method can correct the half-engagement point of the clutch in a relatively timely manner when a deviation occurs at the half-engagement point of the clutch, thereby optimizing the handling performance of the entire vehicle at low speeds.
[0027] The above-mentioned specific implementation can be partially adjusted in different ways by those skilled in the art without departing from the principle and purpose of the present invention. The protection scope of the present invention shall be based on the claims and shall not be limited by the above-mentioned specific implementation. Each implementation scheme within its scope shall be subject to the constraints of the present invention.
Claims
1. A wet dual clutch semi-engagement point adaptive compensation method, characterized in that: Firstly, the clutch current value at the moment of engine speed inflection point pull-down is recorded under the adaptive working condition of no throttle upshift and the clutch current base value is obtained. During the adaptive process, the clutch current values at different inflection points are compared to obtain the corresponding difference, which is used to correct the clutch half-engagement point after mapping transformation. The clutch current basic value is obtained in the following manner: first, the vehicle is driven at a preset throttle opening and then the throttle is released, so that the transmission state enters a no-throttle upshift condition, at which time the engine speed will decrease, and when the engine speed drops to a preset speed, the speed is maintained, and at the same time, the clutch torque value is increased so that the clutch and the engine are combined, and an inflection point will appear in the process of the engine speed decreasing; Repeat the above working condition N times to obtain the clutch current values at N inflection points, average the N clutch current values to obtain the clutch current basic value at the Nth adaptive working condition, repeat the above working condition, and compare the clutch current value at the inflection point and the Nth clutch current basic value at the N+1th adaptive time. When the two differences meet the judgment condition, the difference is compensated to the Nth clutch current basic value through mapping transformation, so as to obtain the clutch current basic value at the N+1th adaptive inflection point; The clutch current basic value is obtained by averaging the clutch current values collected previously at the engine speed inflection point pull-down moment; The two differences refer to: after N adaptations, the difference between the clutch current value corresponding to the engine speed inflection point of the kth adaptive working condition and the basic value of the clutch current at the k-1th engine speed inflection point, where: k>N.
2. The wet dual clutch semi-engagement point adaptive compensation method according to claim 1, characterized in that: The determination condition refers to: a threshold value obtained by calibration based on an actual vehicle.
3. The wet dual clutch semi-engagement point adaptive compensation method according to claim 1, characterized in that: The mapping transformation refers to: after obtaining the difference between the clutch current value at the inflection point and the clutch current base value, a value is determined according to the size of the difference.
4. The wet dual clutch semi-engagement point adaptive compensation method according to claim 1, characterized in that: The compensation refers to: adding a value obtained by mapping the difference to a basic value of the clutch current at the inflection point of the engine speed.
5. The method for adaptively compensating the semi-engagement point of a wet dual clutch according to any one of claims 1 to 4, characterized in that: include: Step a) The vehicle is fault-free, the driver drives the vehicle with an 80% throttle opening, and when the vehicle speed reaches 60km / h to 70km / h, the accelerator pedal is released to about 20%, and the engine water temperature is near the normal value. At this time, the vehicle will enter the no-throttle upshift process, and the clutch current value at the engine speed inflection point is detected and recorded; Step b) repeating the adaptive process in step a) N times to obtain clutch current values at N engine speed inflection points, performing average processing on the N values to obtain the clutch current basic value at the Nth time; Step c) repeating step a) again, obtaining the clutch current value at the N+1th inflection point, comparing the value with the clutch current base value at the Nth time, and when the difference meets the judgment condition, compensating the difference to the clutch current base value at the Nth time through mapping transformation; Step d) repeating step a) again to obtain the clutch current value at the N+2nd inflection point, and the subsequent processing method is the same as that in step c); Step e) During the self-adaptation process, by comparing clutch current values at different inflection points, a corresponding difference is obtained, and the difference is used to correct the half-engagement point of the clutch after mapping transformation.