A vehicle hill climbing control method, system, dual clutch transmission and vehicle thereof
By identifying the uphill mode and engine status in the dual-clutch transmission and adjusting the clutch torque control, the problem of low speed drag and stalling of small torque engines under climbing conditions was solved, and normal climbing ability was achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CHINA FAW CO LTD
- Filing Date
- 2022-09-16
- Publication Date
- 2026-07-24
Smart Images
Figure CN115503679B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a control method, system, dual-clutch transmission and vehicle thereof, and more particularly to a vehicle hill-climbing control method, system, dual-clutch transmission and vehicle thereof. Background Technology
[0002] With the development of automotive technology, automatic transmissions are being used more and more widely. Among the many types of automatic transmissions, dual-clutch transmissions (DCTs) have gained favor from many manufacturers and market users due to their advantages such as rapid and uninterrupted gear shifts, low fuel consumption, and low manufacturing costs. They have become one of the main types of transmissions used by major automakers and occupy a pivotal position in the global automotive market.
[0003] Dual-clutch transmissions, lacking a torque converter, rely entirely on clutch plate friction to transmit torque, demanding high precision in clutch torque calculation. Among various driving conditions, calculating clutch torque during hill climbing is particularly complex. Overestimating clutch torque can lead to issues such as engine jerking, low engine speed, or even stalling. This risk is even greater when the transmission is paired with a low-torque engine or an engine with poor idle speed regulation, such as a Miller cycle engine, making clutch torque control even more stringent.
[0004] In the field of dual-clutch transmission start-up control, the common practice in the industry is as follows: when the driver presses the accelerator, the engine torque increases accordingly, and the engine speed prepares to rise. The automatic transmission control unit (TCU) calculates a desired target engine speed curve based on the engine's base idle speed, clutch speed, and engine speed. It then calculates the clutch closed-loop PI adjustment torque based on the difference between the actual engine speed and the desired target engine speed. Simultaneously, it calculates the clutch feedforward adjustment torque based on changes in engine torque. The final clutch output torque is the sum of the feedforward adjustment torque and the closed-loop adjustment torque.
[0005] When the transmission is matched with an engine with low torque or weak idle torque, this practice can easily cause the following problems when climbing hills or when the driver repeatedly presses and releases the accelerator on a hill: At the beginning of the start, the engine speed is near idle. As the clutch is engaged, due to the weak idle torque, the engine speed is easily suppressed and cannot be increased at the beginning of the start. The increase in engine torque also requires the increase in engine speed to support it. Therefore, a vicious cycle is formed, which leads to the engine speed being dragged down or even the engine stalling, making it impossible to complete the normal hill climbing function.
[0006] In conclusion, existing technologies can no longer meet people's needs and urgently need to be improved. Summary of the Invention
[0007] The purpose of this invention is to provide a vehicle hill-climbing control method, system, dual-clutch transmission and vehicle thereof. The first technical problem to be solved by this invention is to ensure reasonable torque transmission of the clutch for vehicles equipped with low-torque engines or engines with insufficient idling speed during hill-climbing conditions, so as to avoid the problem of engine speed dropping or even engine stalling.
[0008] The second technical problem to be solved by the present invention is to allow the engine speed to be better increased at the initial stage of start-up by limiting the torque output of the clutch.
[0009] Another technical problem that this invention aims to solve is to limit or unlimit the clutch torque output by setting an engine stall risk speed range, thereby ultimately restoring the clutch to the normal closed-loop PI regulation torque.
[0010] Another technical problem that this invention aims to solve is to be able to match engines with low torque or weak idle torque, and to provide engine torque output that meets the climbing requirements during climbing conditions, so as to avoid engine speed dropping or even engine stalling, and to complete the normal climbing function.
[0011] This invention provides the following solution:
[0012] A method for hill-climb control of a vehicle based on a dual-clutch transmission and a low-torque engine includes:
[0013] When starting on a slope, determine if the vehicle is in uphill mode;
[0014] In uphill mode, based on the gradient, engine intake air temperature, and the vehicle's current gear, a request command to increase the idle speed is sent to the engine controller.
[0015] When the engine speed is in the stall risk range, the clutch torque limiting function is activated.
[0016] Once the engine speed leaves the stall risk zone, release the clutch torque limiter.
[0017] Furthermore, when starting on a slope, the vehicle performs slope recognition and determines whether it is in uphill mode based on the slope value calculated by the automatic transmission adjustment system.
[0018] Furthermore, when the automatic transmission is in D gear, the vehicle's direction is such that the front of the car is facing the top of the hill.
[0019] Furthermore, when the automatic transmission is in reverse (R) gear, the vehicle's direction is such that the rear of the vehicle faces the crest of the hill.
[0020] Furthermore, in uphill mode, if the vehicle is in reverse (R) or drive (D), a request command to increase the idle speed is sent to the engine controller, and the idle speed request value is sent to the engine controller.
[0021] A vehicle hill-climbing control system based on a dual-clutch transmission and a low-torque engine, specifically comprising:
[0022] The vehicle hill start and uphill mode determination module is used to determine whether the vehicle is in uphill mode when starting on a hill.
[0023] The idle speed increase request command sending module is used to send an idle speed increase request command to the engine controller in uphill mode, based on the vehicle's gear position.
[0024] The clutch torque limiting function activation module is used to activate the clutch torque limiting function when the engine speed is in the stall risk range.
[0025] The clutch torque limiting function release module is used to release the clutch torque limiting when the engine speed leaves the stall risk range.
[0026] An electronic device includes: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus; the memory stores a computer program, and when the computer program is executed by the processor, the processor performs the steps of the method.
[0027] A computer-readable storage medium storing a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform the steps of the method.
[0028] A dual-clutch transmission, wherein the dual-clutch transmission is connected to a vehicle hill-climbing control system, and the steps of the method are executed under the control of an automatic transmission adjustment system.
[0029] A vehicle equipped with a dual-clutch transmission, further comprising:
[0030] Electronic equipment for implementing a hill-climbing control method for vehicles equipped with a low-torque engine based on a dual-clutch transmission;
[0031] A processor that runs a program that, when the program is running, performs the steps of the method in response to data output from the electronic device.
[0032] A storage medium for storing a program that, when run, performs the steps of the method on data output from an electronic device.
[0033] Compared with the prior art, the present invention has the following advantages:
[0034] This invention proposes an on-board hill-climb control method for hill-climb control of dual-clutch engines equipped with low-torque engines or engines with insufficient idling speed. It can ensure reasonable calculation of clutch torque demand and reasonable torque transmission of the clutch, and will not cause problems such as engine speed drag or even engine stalling.
[0035] This invention identifies the uphill mode and combines it with the vehicle's gear position to send an instruction to the engine controller to request an increase in idle speed. The greater the downhill slope and the higher the engine intake air temperature, the higher the speed requested by the instruction to the engine controller. By outputting torque through the torque clutch in the engine stall risk speed range, the engine speed can be improved in the early stage of start-up, increasing the engine output torque and preventing the engine speed from being suppressed in the low speed range.
[0036] The present invention also provides a dual-clutch transmission and a vehicle thereof, which can be matched with an engine with low torque or weak idle torque capability. When climbing, it can provide engine torque output that meets the climbing requirements, avoid engine speed drop or even engine stall, complete the normal climbing function, and limit or release the clutch torque output according to the actual situation of whether the engine speed is in the stall risk zone, and finally restore the clutch to the conventional closed-loop PI control. Attached Figure Description
[0037] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0038] Figure 1 This is a flowchart of the vehicle hill-climbing control method.
[0039] Figure 2 This is a diagram of the architecture of a vehicle hill-climbing control system.
[0040] Figure 3 It is the target engine speed curve diagram of the conventional hill start control method in existing technology.
[0041] Figure 4 It is an engine speed curve diagram of the hill start control method when the engine torque matched with the transmission is relatively small or the idle torque capability is relatively weak.
[0042] Figure 5This is a timing diagram of the hill start control method according to an embodiment of the present invention.
[0043] Figure 6 This is a flowchart of the vehicle hill-climbing control method according to an embodiment of the present invention.
[0044] Figure 7 This is a system architecture diagram of an electronic device. Detailed Implementation
[0045] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0046] It is necessary to explain that, since those skilled in the art possess all the general technical knowledge in the field, they are capable of identifying transmissions and engines, understanding the engineering significance of engine idle speed, engine torque output, and limiting or releasing clutch output torque. They also understand the engineering significance of low torque or weak idle torque capability under engine idling conditions. Based on their general technical knowledge, those skilled in the art understand the impact of low engine idle torque or weak idle torque capability on vehicle hill climbing, and can distinguish which vehicles require the vehicle hill climbing control method disclosed in this invention to overcome the defects caused by low engine idle torque or weak engine idle torque capability, and which vehicles do not require the vehicle hill climbing control method of this invention. In layman's terms, those skilled in the art will not be confused by descriptions such as "low torque" or "weak idle torque capability," nor will they consider them unclear descriptions. This is because engines and transmissions are accompanied by detailed parameter descriptions and work manuals during production, sales, transportation, and assembly. Furthermore, in this internet age, those skilled in the art can obtain basic information about engines and transmissions through manufacturers, distributors, or other channels. They can also reasonably classify the parameters, types, and performance of engines and transmissions by accessing databases, web pages, and consulting technical manuals and textbooks. Based on the classification results, combined with the actual operating conditions of the vehicle and the actual parameters, performance, and experimental results of the engines and transmissions, they can independently determine which are "low torque engines" or which are "engines with weak idle torque capability."
[0047] like Figure 1 As shown, a vehicle hill-climbing control method based on a dual-clutch transmission and a low-torque engine specifically includes:
[0048] Step S1: Determine if the vehicle is in uphill mode when starting on a slope;
[0049] Specifically, when starting on a slope, the slope is identified, and the vehicle is determined to be in uphill mode based on the slope value calculated by the automatic transmission adjustment system.
[0050] Specifically, in uphill mode, if the vehicle is in reverse (R) or drive (D), a request command to increase the idle speed is sent to the engine controller, and the idle speed request value is sent to the engine controller.
[0051] For example, when the automatic transmission is in D gear, the vehicle is facing the top of the hill; when the automatic transmission is in R gear, the vehicle is facing the top of the hill.
[0052] For example, one can learn what conditions need to be met for a vehicle to be in uphill mode by learning basic automotive knowledge, driving common sense, and vehicle manuals.
[0053] Step S2: In uphill mode, based on the gradient, engine intake air temperature, and the vehicle's current gear, a request command to increase the idle speed is sent to the engine controller.
[0054] When the vehicle is detected to be in uphill mode, if the gear is in reverse (R) or drive (D), the TCU sends an idle speed increase request command to the engine and transmits the idle speed request value to the engine controller. The idle speed request value is obtained by looking up a table based on the gradient and engine intake air temperature. Generally, the steeper the gradient, the higher the requested engine speed; the higher the engine intake air temperature, the higher the requested engine speed.
[0055] Because a steeper incline requires a greater torque output from the engine, it necessitates a higher engine speed and consequently, a lower clutch torque limit. Higher engine intake air temperatures also reduce idle speed regulation, requiring even lower clutch torque limits. This increased base idle speed leads to a greater reserve of idle torque before starting, resulting in stronger resistance to load disturbances and less likelihood of low engine speed during start-up.
[0056] Regarding the requested engine speed values for slope and intake air temperature, these values can be obtained by looking up tables. In one possible embodiment of this specification, a table is provided that records the requested engine idle speed value determined based on the slope angle and intake air temperature. Embodiments containing this table can be combined with this embodiment to form new embodiments. For specific values in the table, please refer to that embodiment; they will not be repeated in this embodiment.
[0057] Step S3: When the engine speed is within the stall risk range, activate the clutch torque limiting function;
[0058] Specifically, the significance of setting an engine stall risk speed zone is that, within this zone, when the driver depresses the accelerator to start the vehicle, the clutch applies torque, which can easily suppress the engine speed, preventing it from increasing and resulting in a low engine speed. To allow the engine to better increase its speed and enhance its torque output during initial vehicle start-up, and to prevent the engine speed from being suppressed in the low-speed zone, it is necessary to suppress the clutch torque output within the engine stall risk zone.
[0059] In one possible embodiment of this specification, a table is provided that records the engine speed and the clutch limiting torque output. The embodiment that records this table can be combined with this embodiment to form a new embodiment. For the specific values of the table, please refer to the embodiment, which will not be repeated in this embodiment.
[0060] Step S4: When the engine speed leaves the stall risk zone, release the clutch torque limit.
[0061] For the purpose of simplicity, the method steps disclosed in the above embodiments are described as a series of actions. However, those skilled in the art should understand that the embodiments of the present invention are not limited to the described order of actions, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present invention.
[0062] like Figure 2 The vehicle hill-climbing control system shown specifically includes:
[0063] The vehicle hill start / uphill mode detection module is used to determine whether the vehicle is in uphill mode when starting on a hill.
[0064] The idle speed increase request command sending module is used to send an idle speed increase request command to the engine controller in uphill mode, based on the vehicle's gear position.
[0065] The clutch torque limiting function activation module is used to set the engine stall risk speed zone and activate the clutch torque limiting function within the engine stall risk speed zone.
[0066] The clutch torque limiting function release module is used to deactivate the clutch torque limiting function after the engine leaves the speed range at which it is at risk of stalling.
[0067] It is worth noting that although this system only discloses the vehicle hill start uphill mode judgment module, the idle speed increase request command sending module, the clutch torque limit function activation module, and the clutch torque limit function release module, it does not mean that the composition of this system is limited to the above-mentioned basic functional modules. On the contrary, the meaning of this invention is that, based on the above-mentioned basic functional modules, those skilled in the art can arbitrarily add one or more functional modules in combination with existing technology to form an infinite number of embodiments or technical solutions. That is to say, this system is open rather than closed. The fact that this embodiment only discloses a few basic functional modules does not mean that the scope of protection of the claims of this invention is limited to the disclosed basic functional modules. Furthermore, for ease of description, the above devices are described separately according to their functions as various units and modules. Of course, in implementing this invention, the functions of each unit and module can be implemented in one or more software and / or hardware.
[0068] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.
[0069] like Figure 3 As shown, Figure 3 This demonstrates a common industry practice in dual-clutch transmission start-up control: when the driver presses the accelerator, the engine torque increases, and the engine speed prepares to rise. The automatic transmission control unit (TCU) calculates a desired target engine speed curve based on the engine's base idle speed, clutch speed, and engine speed. It then calculates the clutch closed-loop PI adjustment torque based on the difference between the actual engine speed and the desired target engine speed. Simultaneously, it calculates the clutch feedforward adjustment torque based on changes in engine torque. The final clutch output torque is the sum of the feedforward adjustment torque and the closed-loop adjustment torque.
[0070] like Figure 4As shown, when the transmission is matched with an engine with low torque or weak idle torque capability, this practice can easily cause the problem shown in the figure when climbing hills or when the driver repeatedly presses and releases the accelerator on a hill: at the beginning of the start, the engine speed is near the idle range. As the clutch is engaged, due to the weak idle torque capability of the engine, the engine speed is easily suppressed and cannot be increased at the beginning of the start. The increase in engine torque also requires the increase in engine speed to support it, thus falling into a vicious cycle, causing the engine speed to drop or even the engine to stall, and failing to complete the normal hill climbing function.
[0071] like Figure 5 and Figure 6 As shown, one possible embodiment of the present invention solves the various problems existing in the prior art. The vehicle hill-climbing control method disclosed in this embodiment can be combined with other embodiments in the specification to form more embodiments:
[0072] Step 1: Add slope recognition. Determine whether the vehicle is in uphill mode based on the slope value calculated by the TCU software. For example, in D gear, uphill is when the front of the car is facing uphill, and in R gear, uphill is when the rear of the car is facing uphill.
[0073] Step Two: When the vehicle is determined to be in uphill mode, if the gear is in R or D, the TCU sends an idle speed increase request command to the engine and sends the idle speed request value to the engine controller. The idle speed request value can be obtained by looking up a table based on the slope and engine intake air temperature. Generally, the steeper the slope, the higher the requested speed; the higher the engine intake air temperature, the higher the requested speed.
[0074] Because a steeper incline requires a greater torque output from the engine, it needs to rev higher, necessitating a lower clutch torque limit. Higher engine intake air temperatures also reduce idle speed regulation, requiring even lower clutch torque limits. This increased idle speed leads to a greater reserve of idle torque before starting, resulting in stronger resistance to load disturbances and less likelihood of low engine speed during start-up.
[0075] Table 1: Example of engine speed request based on intake air temperature and slope value:
[0076]
[0077] The table above includes preferred precise values and a table of boundary ranges that can be determined by those skilled in the art based on empirical or a priori values. However, it is understood that the specific embodiments described using preferred precise values, empirical values, a priori values, boundary range tables, etc., are merely for explaining the present invention and are not intended to limit the present invention.
[0078] Step 3: Based on Step 1 and Step 2, set the engine stall risk speed range (engine speed Stall risk speed range), such as... Figure 5 As shown, when the engine speed is below the stall risk speed, the engine is considered to be in the engine stall risk speed zone (Stall risk speed zone). In this speed range, when the driver presses the accelerator to start, the clutch torque can easily suppress the engine speed and prevent it from increasing, resulting in a dragging down speed.
[0079] Within the Stall risk speed range, the clutch torque limiting mode is activated. In clutch torque limiting mode, the final clutch output torque is obtained by taking the minimum value between the conventional closed-loop calculated clutch torque and the clutch torque limiting torque. The clutch torque limiting value is determined by the engine speed; the lower the engine speed, the smaller the torque limitation on the clutch. As the engine speed increases, the torque limitation gradually increases. Figure 5 As shown in segment ab.
[0080] Due to the clutch torque limitation, the engine speed can be increased better at the initial stage of start-up, thereby increasing the engine torque capability and preventing the engine speed from being suppressed in the low speed range.
[0081] For example, Table 2 shows the relationship between engine speed and clutch limiting torque:
[0082] Clutch limiting torque 10Nm 15Nm 25Nm 35Nm 60Nm 80Nm
[0083] Step 4: Due to the clutch torque loading limit, the engine speed continuously increases. When the engine speed leaves the Stall risk speed range, the clutch torque limit is disengaged. At this point, if the conventionally calculated closed-loop clutch torque is higher than the clutch limit torque, the calculated clutch torque will recover from the final limit torque to the conventional closed-loop torque at a certain rate. The calculated torque is as follows: Figure 5 As shown in segment bc.
[0084] like Figure 7 As shown, the present invention also discloses electronic devices and storage media corresponding to the vehicle hill-climbing control method and system:
[0085] An electronic device includes: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus; the memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of a vehicle hill-climbing control method.
[0086] A computer-readable storage medium storing a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform the steps of a vehicle hill-climbing control method.
[0087] The communication bus mentioned in the above electronic devices can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not mean that there is only one bus or one type of bus.
[0088] The electronic device comprises a hardware layer, an operating system layer running on top of the hardware layer, and an application layer running on the operating system. The hardware layer includes hardware such as a central processing unit (CPU), a memory management unit (MMU), and memory. The operating system can be any one or more computer operating systems that control the electronic device through processes, such as Linux, Unix, Android, iOS, or Windows. Furthermore, in this embodiment of the invention, the electronic device can be a smartphone, tablet computer, or other handheld device, or a desktop computer, portable computer, or other electronic device; there is no particular limitation in this embodiment.
[0089] In this embodiment of the invention, the executing entity for electronic device control can be an electronic device itself, or a functional module within an electronic device capable of calling and executing a program. The electronic device can obtain the firmware corresponding to the storage medium. This firmware is provided by the supplier, and different storage media may have the same or different firmware; no limitation is made here. After obtaining the firmware corresponding to the storage medium, the electronic device can write this firmware into the storage medium; specifically, it burns the firmware corresponding to the storage medium into the storage medium. The process of burning the firmware into the storage medium can be implemented using existing technology, and will not be elaborated upon in this embodiment of the invention.
[0090] Electronic devices can also obtain reset commands corresponding to the storage media. The reset commands corresponding to the storage media are provided by the supplier. The reset commands corresponding to different storage media can be the same or different, and no restrictions are imposed here.
[0091] At this time, the storage medium of the electronic device is a storage medium on which the corresponding firmware has been written. The electronic device can respond to the reset command corresponding to the storage medium on which the corresponding firmware has been written, thereby resetting the storage medium on which the corresponding firmware has been written according to the reset command. The process of resetting the storage medium according to the reset command can be implemented by existing technology and will not be described in detail in this embodiment of the invention.
[0092] This invention also discloses a dual-clutch transmission and a vehicle. The dual-clutch transmission is connected to a vehicle hill-climbing control system based on a dual-clutch transmission and a low-torque engine. Under the control of the automatic transmission regulating unit (TCU), the steps of a vehicle hill-climbing control method are executed. In this embodiment, the mechanical structure of the dual-clutch transmission is not significantly improved compared to existing dual-clutch transmissions. However, the connection between the dual-clutch transmission and the vehicle hill-climbing control system based on the dual-clutch transmission and the execution of the vehicle hill-climbing control method represents an improvement in the dual-clutch transmission control method.
[0093] The vehicle in this embodiment is equipped with a dual-clutch transmission with an improved control method, and also includes:
[0094] Electronic equipment for implementing a hill-climbing control method for vehicles equipped with a low-torque engine based on a dual-clutch transmission;
[0095] The processor runs a program that, when the program is running, executes steps of a vehicle hill-climb control method based on a dual-clutch transmission and a low-torque engine in response to data output from the electronic device.
[0096] A storage medium for storing a program that, when running, executes steps of a vehicle hill-climbing control method based on a dual-clutch transmission and a low-torque engine in response to data output from an electronic device.
[0097] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the meaning consistent with their meaning in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined.
[0098] It should be noted that certain terms are used in this specification and claims to refer to specific elements. Those skilled in the art will understand that vehicle manufacturers may use different terms to refer to the same element. This specification and claims do not distinguish elements based on differences in terminology, but rather on differences in function. As used throughout this specification and claims, "comprising" or "including" is an open-ended term and should be understood as "including but not limited to". Preferred embodiments of the invention will be described subsequently; however, this description is for the purpose of understanding the general principles of the specification and is not intended to limit the scope of the invention. The scope of protection of this invention is determined by the appended claims.
[0099] This invention can be described in the general context of computer-executable instructions, such as program modules, that are executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform a specific task or implement a specific abstract data type. This invention can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.
[0100] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0101] Furthermore, the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are feasible for those skilled in the art. If the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.
[0102] In the several embodiments provided by this invention, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of the invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.
[0103] In addition, the functional modules in the various embodiments of the present invention can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.
[0104] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks. It should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.
[0105] Those skilled in the art will understand that modules in the device of the embodiments can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiments can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components. Except where at least some of such features and / or processes or units are mutually exclusive, any combination can be used to combine all features disclosed in this specification (including the corresponding claims, abstract, and drawings) and all processes or units of any method or device so disclosed. Unless expressly stated otherwise, each feature disclosed in this specification (including the corresponding claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.
[0106] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features but not others included in other embodiments, combinations of features from different embodiments are intended to be within the scope of the invention and form different embodiments. For example, in the following claims, any of the claimed embodiments can be used in any combination.
[0107] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.
Claims
1. A method for vehicle hill-climb control based on a dual-clutch transmission and a low-torque engine, characterized in that, include: When starting on a slope, determine if the vehicle is in uphill mode; In uphill mode, based on the gradient, engine intake air temperature, and the vehicle's current gear, a request command to increase the idle speed is sent to the engine controller. When the engine speed is in the stall risk range, the clutch torque limiting function is activated. When the engine speed leaves the stall risk zone, release the clutch torque limiter; Within the engine stall risk speed range, the clutch torque limiting mode is entered, and the clutch torque limiting function is activated. In clutch torque limiting mode, the clutch output torque is obtained by taking the minimum value between the closed-loop calculated clutch torque and the clutch limiting torque. The clutch torque limiting value is determined by the engine speed. The lower the engine speed, the smaller the clutch torque is limited. As the engine speed increases, the torque limit is gradually released.
2. The vehicle hill-climbing control method based on a dual-clutch transmission and a low-torque engine according to claim 1, characterized in that, When starting on a slope, the vehicle performs slope recognition and determines whether it is in uphill mode based on the slope value calculated by the automatic transmission adjustment system.
3. The vehicle hill-climbing control method based on a dual-clutch transmission and a low-torque engine according to claim 2, characterized in that, When the automatic transmission is in D gear, the vehicle is facing the top of the hill.
4. The vehicle hill-climbing control method based on a dual-clutch transmission and a low-torque engine according to claim 2, characterized in that, When the automatic transmission is in reverse (R) gear, the vehicle is oriented with its rear facing the top of the hill.
5. The vehicle hill-climbing control method based on a dual-clutch transmission and a low-torque engine according to claim 1, characterized in that, In uphill mode, if the vehicle is in reverse (R) or drive (D), a request command to increase the idle speed is sent to the engine controller, and the idle speed request value is sent to the engine controller.
6. A vehicle hill-climbing control system based on a dual-clutch transmission and a low-torque engine, characterized in that, The system is applied to the method of claim 1; the system specifically includes: The vehicle hill start and uphill mode determination module is used to determine whether the vehicle is in uphill mode when starting on a hill. The idle speed increase request command sending module is used to send an idle speed increase request command to the engine controller in uphill mode, based on the vehicle's gear position. The clutch torque limiting function activation module is used to activate the clutch torque limiting function when the engine speed is in the stall risk range. The clutch torque limiting function release module is used to release the clutch torque limiting when the engine speed leaves the stall risk range.
7. An electronic device, characterized in that, include: The system includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus; the memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of the method according to any one of claims 1 to 5.
8. A computer-readable storage medium, characterized in that, It stores a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform the steps of the method according to any one of claims 1 to 5.
9. A dual-clutch transmission, characterized in that, The dual-clutch transmission is connected to the vehicle hill-climbing control system, and under the control of the automatic transmission adjustment system, it executes the steps of the method described in any one of claims 1 to 5.
10. A vehicle, characterized in that, The vehicle is equipped with the dual-clutch transmission as described in claim 9, and further includes: Electronic equipment for implementing a vehicle hill-climbing control method based on a dual-clutch transmission and a low-torque engine; A processor that runs a program that, when the program is running, performs the steps of the method according to any one of claims 1 to 6 on data output from the electronic device. A storage medium for storing a program that, when run, performs the steps of the method according to any one of claims 1 to 6 on data output from an electronic device.