Shift Torque Control Method, Device, Storage Medium and Vehicle Test Platform

Abstract

The present invention discloses a shift torque control method, device, storage medium, and vehicle test platform. The method includes: during the process of performing a vehicle power upshift torque interaction test, obtaining a power upshift torque interaction process according to the moment when the input speed of the transmission and the current gear shaft speed are inconsistent, and calibrating a disengaging clutch torque compensation coefficient or an engaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission. Also, controlling the disengaging clutch to output a disengaging clutch request torque according to the total clutch request torque and the disengaging clutch torque compensation coefficient, and controlling the engaging clutch to output an engaging clutch request torque according to the total clutch request torque and the engaging clutch torque compensation coefficient. Thus, based on the torque interaction process and the transmission input torque, the request torques of the engaging clutch and the disengaging clutch are corrected, thereby improving the shift quality and the vehicle riding experience.

Description

Technical Field

[0001] The present invention relates to the technical field of shift control of a wet clutch automatic transmission, and particularly relates to a shift torque control method for a wet clutch automatic transmission, a computer-readable storage medium, a shift torque control device for a wet clutch automatic transmission, and a vehicle test platform. Background Art

[0002] In the related art, when the wet clutch is in the power upshift torque interaction stage, the distribution of the total clutch requested torque T_TotalReq between the disengaging clutch and the engaging clutch is as follows. The target time of the torque interaction process is set as T, and the current interaction process time is t. Then, the disengaging clutch torque is T_TotalReq*(1 - t / T), and the engaging clutch torque is T_TotalReq*t / T, so that the transmission torque is symmetrically transferred from the disengaging clutch to the engaging clutch according to the torque interaction time process.

[0003] However, the problem with the related art is that according to the clutch torque distribution strategy, the sum of the requested torques of the disengaging clutch and the engaging clutch is the total clutch requested torque T_TotalReq. At this time, if the actual pressure response delay of the clutch is considered, then the sum of the actual transmitted torques of the two clutches is very likely to deviate from the clutch requested torque T_TotalReq, thereby affecting the shift process control, resulting in shift shock and poor vehicle ride and handling experience. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems in the related art to some extent. For this purpose, the first object of the present invention is to propose a shift torque control method for a wet clutch automatic transmission, which can correct the requested torques of the engaging clutch and the disengaging clutch based on the torque interaction process and the transmission input torque, effectively prevent the disengaging clutch from slipping during the torque interaction stage, and keep the transmission input speed and the current gear shaft speed consistent. Thus, the shift quality is improved and the vehicle ride and handling experience is enhanced.

[0005] The second object of the present invention is to propose a computer-readable storage medium.

[0006] The third object of the present invention is to propose a shift torque control device for a wet clutch automatic transmission.

[0007] The fourth object of the present invention is to propose a vehicle test platform.

[0008] To achieve the above object, the shift torque control method of a wet clutch automatic transmission according to the first aspect embodiment of the present invention includes: during the vehicle power upshift torque interaction test, obtaining the transmission input speed and the current gear shaft speed, and when the transmission input speed and the current gear shaft speed are inconsistent, obtaining the moment when the transmission input speed and the current gear shaft speed are inconsistent and the current input torque of the transmission; according to the moment when the transmission input speed and the current gear shaft speed are inconsistent, obtaining the power upshift torque interaction process, and calibrating the disengaging clutch torque compensation coefficient or the engaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission; obtaining the total clutch request torque, and controlling the disengaging clutch to output the disengaging clutch request torque according to the total clutch request torque and the disengaging clutch torque compensation coefficient, and controlling the engaging clutch to output the engaging clutch request torque according to the total clutch request torque and the engaging clutch torque compensation coefficient.

[0009] According to the shift torque control method of the wet clutch automatic transmission according to the embodiment of the present invention, during the vehicle power upshift torque interaction test, according to the moment when the transmission input speed and the current gear shaft speed are inconsistent, obtaining the power upshift torque interaction process, and calibrating the disengaging clutch torque compensation coefficient or the engaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission. Furthermore, according to the total clutch request torque and the disengaging clutch torque compensation coefficient, controlling the disengaging clutch to output the disengaging clutch request torque, and according to the total clutch request torque and the engaging clutch torque compensation coefficient, controlling the engaging clutch to output the engaging clutch request torque. Thus, based on the torque interaction process and the transmission input torque to correct the request torques of the engaging clutch and the disengaging clutch, effectively preventing the disengaging clutch from slipping during the torque interaction stage, making the transmission input speed and the current gear shaft speed consistent, thereby improving the shift quality and the vehicle ride and drive experience.

[0010] In addition, the shift torque control method of the wet clutch automatic transmission according to the above embodiment of the present invention may further include the following additional technical features:

[0011] According to an embodiment of the present invention, the calibrating the disengaging clutch torque compensation coefficient or the engaging clutch torque compensation coefficient includes: if the power upshift torque interaction process is in the first half process, calibrating the disengaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission; if the power upshift torque interaction process is in the second half process, calibrating the engaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission.

[0012] According to an embodiment of the present invention, calibrating the torque compensation coefficient of the disengaging clutch includes: if the input speed of the transmission is greater than the current gear shaft speed, gradually increasing the torque compensation coefficient of the disengaging clutch corresponding to the power upshift torque interaction process and the current input torque of the transmission until the input speed of the transmission is consistent with the current gear shaft speed; if the input speed of the transmission is less than the current gear shaft speed, gradually decreasing the torque compensation coefficient of the disengaging clutch corresponding to the power upshift torque interaction process and the current input torque of the transmission until the input speed of the transmission is consistent with the current gear shaft speed.

[0013] According to an embodiment of the present invention, calibrating the torque compensation coefficient of the engaging clutch includes: if the input speed of the transmission is greater than the current gear shaft speed, gradually increasing the torque compensation coefficient of the engaging clutch corresponding to the power upshift torque interaction process and the current input torque of the transmission until the input speed of the transmission is consistent with the current gear shaft speed; if the input speed of the transmission is less than the current gear shaft speed, gradually decreasing the torque compensation coefficient of the engaging clutch corresponding to the power upshift torque interaction process and the current input torque of the transmission until the input speed of the transmission is consistent with the current gear shaft speed.

[0014] According to an embodiment of the present invention, the requested torque of the disengaging clutch is obtained by the following formula: T_OG = T_TotalReq * [(1 – t / T) + K_OG_ij(T_OG_Factor)]; where, T_TotalReq is the total requested torque of the clutch, t is the moment when the input speed of the transmission and the current gear shaft speed are inconsistent, T is the total moment of the vehicle power upshift torque interaction process, and K_OG_ij(T_OG_Factor) is the torque compensation coefficient of the disengaging clutch.

[0015] According to an embodiment of the present invention, the requested torque of the engaging clutch is obtained by the following formula: T_OC = T_TotalReq * [t / T + K_OC_ij(T_OC_Factor)]; where, T_TotalReq is the total requested torque of the clutch, t is the moment when the input speed of the transmission and the current gear shaft speed are inconsistent, T is the total moment of the vehicle power upshift torque interaction process, and K_OC_ij(T_OC_Factor) is the torque compensation coefficient of the engaging clutch.

[0016] According to an embodiment of the present invention, the method further includes the following steps: when the vehicle power upshift torque interaction process is converted into a speed control process, resetting the total requested torque of the clutch to the torque value of the engaging clutch at the previous moment.

[0017] To achieve the above object, a computer-readable storage medium according to an embodiment of the second aspect of the present invention stores a shift torque control program for a wet clutch automatic transmission. When the shift torque control program for the wet clutch automatic transmission is executed by a processor, it implements the shift torque control method for the wet clutch automatic transmission as described in the foregoing embodiments of the present invention.

[0018] According to the computer-readable storage medium of the embodiment of the present invention, by executing the shift torque control program for the wet clutch automatic transmission stored thereon by a processor, it is possible to correct the requested torques of the engaging clutch and the disengaging clutch based on the torque interaction process and the transmission input torque, effectively preventing the disengaging clutch from slipping during the torque interaction stage, and keeping the transmission input speed and the current gear shaft speed consistent. Thus, the shift quality is improved and the vehicle ride and handling feel is enhanced.

[0019] To achieve the above object, a shift torque control device for a wet clutch automatic transmission according to an embodiment of the third aspect of the present invention includes: an acquisition module, configured to acquire the transmission input speed and the current gear shaft speed during a vehicle power upshift torque interaction test, and when the transmission input speed and the current gear shaft speed are inconsistent, acquire the moment when the transmission input speed and the current gear shaft speed are inconsistent and the current input torque of the transmission; a calibration module, configured to acquire a power upshift torque interaction process according to the moment when the transmission input speed and the current gear shaft speed are inconsistent, and calibrate a disengaging clutch torque compensation coefficient or an engaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission; and a control module, configured to acquire the total requested torque of the clutch, and control the disengaging clutch to output the requested torque of the disengaging clutch according to the total requested torque of the clutch and the disengaging clutch torque compensation coefficient, and control the engaging clutch to output the requested torque of the engaging clutch according to the total requested torque of the clutch and the engaging clutch torque compensation coefficient.

[0020] The shift torque control device of the wet clutch automatic transmission according to the embodiment of the present invention, during the process of the vehicle power upshift torque interaction test by the acquisition module, acquires the transmission input speed and the current gear shaft speed, and when the transmission input speed and the current gear shaft speed are inconsistent, acquires the moment when the transmission input speed and the current gear shaft speed are inconsistent and the current input torque of the transmission. Furthermore, the calibration module acquires the power upshift torque interaction process according to the moment when the transmission input speed and the current gear shaft speed are inconsistent, and calibrates the disengaging clutch torque compensation coefficient or the engaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission. And the control module acquires the total clutch request torque, controls the disengaging clutch to output the disengaging clutch request torque according to the total clutch request torque and the disengaging clutch torque compensation coefficient, and controls the engaging clutch to output the engaging clutch request torque according to the total clutch request torque and the engaging clutch torque compensation coefficient. Thus, based on the torque interaction process and the transmission input torque, the request torques of the engaging clutch and the disengaging clutch are corrected, effectively preventing the disengaging clutch from slipping during the torque interaction stage, making the transmission input speed and the current gear shaft speed consistent, thereby improving the shift quality and the vehicle ride and handling experience.

[0021] To achieve the above object, the vehicle test platform proposed in the fourth aspect embodiment of the present invention includes the shift torque control device of the wet clutch automatic transmission according to the foregoing embodiment of the present invention.

[0022] According to the vehicle test platform of the embodiment of the present invention, by adopting the above shift torque control device of the wet clutch automatic transmission, it is possible to correct the request torques of the engaging clutch and the disengaging clutch based on the torque interaction process and the transmission input torque, effectively preventing the disengaging clutch from slipping during the torque interaction stage, making the transmission input speed and the current gear shaft speed consistent, thereby improving the shift quality and the vehicle ride and handling experience.

[0023] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic flowchart of the shift torque control method of the wet clutch automatic transmission according to the embodiment of the present invention;

[0025] Figure 2 is a schematic diagram of the vehicle power upshift torque interaction process according to a specific embodiment of the present invention;

[0026] Figure 3 is a schematic diagram of the vehicle power upshift torque interaction process according to another specific embodiment of the present invention;

[0027] Figure 4 is a block diagram of a shift torque control device for a wet clutch automatic transmission according to an embodiment of the present invention;

[0028] Figure 5 is a block diagram of a vehicle test platform according to an embodiment of the present invention. Detailed implementation manners

[0029] Embodiments of the present invention will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are intended to explain the present invention, and should not be construed as limiting the present invention.

[0030] A shift torque control method for a wet clutch automatic transmission, a computer-readable storage medium, a shift torque control device for a wet clutch automatic transmission, and a vehicle test platform according to embodiments of the present invention will be described below with reference to the accompanying drawings.

[0031] Figure 1 is a flowchart of a shift torque control method for a wet clutch automatic transmission according to an embodiment of the present invention.

[0032] Specifically, in some embodiments of the present invention, as Figure 1 shown, the shift torque control method for a wet clutch automatic transmission includes:

[0033] S101, during the process of performing a vehicle power upshift torque interaction test, obtain the transmission input speed and the current gear shaft speed, and when the transmission input speed and the current gear shaft speed are inconsistent, obtain the moment when the transmission input speed and the current gear shaft speed are inconsistent and the current input torque of the transmission.

[0034] It can be understood that if the transmission input speed and the current gear shaft speed are inconsistent during the process of performing a vehicle power upshift torque interaction test, it can be determined that the actual torque of the disengaging clutch does not match the requested torque of the disengaging clutch, or it can be determined that the actual torque of the engaging clutch does not match the requested torque of the engaging clutch. At this time, it can be determined that there is a phenomenon of vehicle running away (the clutch slips, resulting in an increase in heat generation due to the slip of the disengaging clutch or the engaging clutch, and at the same time accompanied by a shift shock) or a TieUp phenomenon (due to the actual torque of the engaging clutch being too high, resulting in the transmission input speed being pulled down in advance when the disengaging clutch has not been opened, and at the same time accompanied by a shift shock) during the vehicle power upshift torque interaction stage, which affects the vehicle ride and handling experience.

[0035] Therefore, in this embodiment of the present invention, during the vehicle power upshift torque interaction test, according to the moment when the transmission input speed and the current gear shaft speed are inconsistent, that is, the moment when the disengaging clutch slips, combined with the current input torque of the transmission, based on the torque interaction process and the transmission input torque, the requested torques of the engaging clutch and the disengaging clutch are corrected, effectively preventing the disengaging clutch from slipping during the torque interaction stage, making the transmission input speed and the current gear shaft speed consistent, thereby improving the shifting quality and enhancing the vehicle riding experience.

[0036] S102. According to the moment when the transmission input speed and the current gear shaft speed are inconsistent, obtain the power upshift torque interaction process, and calibrate the torque compensation coefficient of the disengaging clutch or the torque compensation coefficient of the engaging clutch according to the power upshift torque interaction process and the current input torque of the transmission.

[0037] It can be understood that in this embodiment of the present invention, the power upshift torque interaction process can be obtained according to the moment when the transmission input speed and the current gear shaft speed are inconsistent. For example, assume that the moment when the transmission input speed and the current gear shaft speed are inconsistent is t, and the total power upshift torque interaction process is T. Then, the power upshift torque interaction process Pi = (t / T) * 100%. Furthermore, the torque compensation coefficient of the disengaging clutch or the torque compensation coefficient of the engaging clutch can be calibrated by combining the power upshift torque interaction process Pi and the current input torque T_Input of the transmission.

[0038] Specifically, the torque compensation coefficient of the disengaging clutch can be set as K_OG_ij. This compensation coefficient can be calibrated based on the torque interaction process Pi and the transmission input torque T_Input, and its value range is [-1, 1], accurate to two decimal places. The setting method is as follows: Set breakpoints Pj based on the power upshift torque interaction process P = t / T. Taking j breakpoints as an example, and set breakpoints Trqi based on the transmission input torque T_Input. Taking i breakpoints as an example, the value rule of K_OC_ij is to take the set value at the breakpoint and take values in a linear interpolation manner between two breakpoints. Thus, the torque compensation coefficient table of the disengaging clutch shown in Table 1 below can be obtained:

[0039] Table 1

[0040]

[0041]

[0042] Similarly, the engagement clutch compensation coefficient can be set as K_OC_ij. This compensation coefficient can be calibrated based on the torque interaction process Pi and the transmission input torque T_Input, with a value range of [-1, 1], accurate to two decimal places. The setting method is as follows: Set breakpoints Pj based on the torque interaction process P = t / T. Taking j breakpoints as an example, and set breakpoints Trqi based on the transmission input torque T_Input. Taking i breakpoints as an example, the value-taking rule of K_OC_ij is to take the set value at the breakpoint and take values in a linear interpolation manner between two breakpoints. Thus, the engagement clutch compensation coefficient table as shown in Table 2 below can be obtained:

[0043] Table 2

[0044]

[0045] S103, obtain the total clutch request torque, and control the disengaging clutch to output the disengaging clutch request torque according to the total clutch request torque and the disengaging clutch torque compensation coefficient, and control the engaging clutch to output the engaging clutch request torque according to the total clutch request torque and the engaging clutch torque compensation coefficient.

[0046] It can be understood that in this embodiment of the present invention, the request torque of the disengaging clutch can be compensated based on the total clutch request torque and the disengaging clutch torque compensation coefficient. At the same time, the request torque of the engaging clutch can be compensated based on the total clutch request torque and the engaging clutch torque compensation coefficient. Thus, by correcting the request torques of the engaging clutch and the disengaging clutch, the shift quality can be improved and the vehicle ride experience can be enhanced.

[0047] Furthermore, in some embodiments of the present invention, calibrating the disengaging clutch torque compensation coefficient or the engaging clutch torque compensation coefficient includes: If the power upshift torque interaction process is in the first half process, calibrate the disengaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission, and, if the power upshift torque interaction process is in the second half process, calibrate the engaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission.

[0048] It can be understood that in this embodiment of the present invention, if it is determined that the power upshift torque interaction process is in the first half process, that is, when Pi ≤ 50%, it can be considered that the disengaging clutch plays a major role in regulating the rotational speed control. At this time, the disengaging clutch torque compensation coefficient of the disengaging clutch can be calibrated by combining the power upshift torque interaction process and the current input torque of the transmission to adjust the request torque of the disengaging clutch, reduce the difference between the transmission input rotational speed and the current gear shaft speed, thereby improving the shift quality and enhancing the vehicle ride experience.

[0049] Further, if it is determined that the power upshift torque interaction process is in the second half of the process, i.e., Pi > 50%, it can be considered that the engagement clutch plays a major role in regulating the rotational speed control. At this time, the engagement clutch torque compensation coefficient of the engagement clutch can be calibrated by combining the power upshift torque interaction process and the current input torque of the transmission, so as to adjust the requested torque of the engagement clutch, reduce the difference between the transmission input rotational speed and the current gear shaft speed, thereby improving the shift quality and enhancing the vehicle driving and riding experience.

[0050] Furthermore, in some embodiments of the present invention, calibrating the disengagement clutch torque compensation coefficient includes: if the transmission input rotational speed is greater than the current gear shaft speed, gradually increasing the disengagement clutch torque compensation coefficient corresponding to the power upshift torque interaction process and the current input torque of the transmission until the transmission input rotational speed is consistent with the current gear shaft speed; and if the transmission input rotational speed is less than the current gear shaft speed, gradually decreasing the disengagement clutch torque compensation coefficient corresponding to the power upshift torque interaction process and the current input torque of the transmission until the transmission input rotational speed is consistent with the current gear shaft speed.

[0051] It can be understood that in this embodiment of the present invention, when the power upshift torque interaction process is in the first half of the process and the transmission input rotational speed is greater than the current gear shaft speed, it can be determined that the aforementioned overspeed phenomenon occurs in the vehicle power upshift torque interaction stage. At this time, the disengagement clutch torque compensation coefficient Kij corresponding to the power upshift torque interaction process Pi and the current input torque Trqi of the transmission can be gradually increased. The disengagement clutch torque compensation coefficient Kij is greater than 0 to increase the requested torque of the disengagement clutch, thereby increasing the actual torque of the disengagement clutch until the transmission input rotational speed is consistent with the current gear shaft speed to eliminate the overspeed phenomenon, thereby improving the shift quality and enhancing the vehicle driving and riding experience.

[0052] Further, when the power upshift torque interaction process is in the first half of the process and the transmission input rotational speed is less than the current gear shaft speed, it can be determined that the aforementioned TieUp phenomenon occurs in the vehicle power upshift torque interaction stage. At this time, the disengagement clutch torque compensation coefficient Kij corresponding to the power upshift torque interaction process Pi and the current input torque Trqi of the transmission can be gradually decreased. The disengagement clutch torque compensation coefficient Kij is less than 0 to reduce the requested torque of the disengagement clutch, thereby reducing the actual torque of the disengagement clutch until the transmission input rotational speed is consistent with the current gear shaft speed to eliminate the Tieup phenomenon, thereby improving the shift quality and enhancing the vehicle driving and riding experience.

[0053] Further, in some embodiments of the present invention, calibrating the combined clutch torque compensation coefficient includes: if the transmission input speed is greater than the current gear shaft speed, gradually increasing the combined clutch torque compensation coefficient for the corresponding power upshift torque interaction process and the current input torque of the transmission until the transmission input speed is the same as the current gear shaft speed; and if the transmission input speed is less than the current gear shaft speed, gradually decreasing the combined clutch torque compensation coefficient for the corresponding power upshift torque interaction process and the current input torque of the transmission until the transmission input speed is the same as the current gear shaft speed.

[0054] It can be understood that in this embodiment of the present invention, when the power upshift torque interaction process is in the second half and the transmission input speed is greater than the current gear shaft speed, it can be determined that the aforementioned vehicle speeding phenomenon occurs during the vehicle power upshift torque interaction stage. At this time, the combined clutch torque compensation coefficient Kij for the corresponding power upshift torque interaction process Pi and the current input torque Trqi of the transmission can be gradually increased. The combined clutch torque compensation coefficient Kij is greater than 0 to increase the requested torque of the combined clutch, thereby increasing the actual torque of the combined clutch until the transmission input speed is the same as the current gear shaft speed to eliminate the vehicle speeding phenomenon, thereby improving the shift quality and the vehicle ride experience.

[0055] And when the power upshift torque interaction process is in the second half and the transmission input speed is less than the current gear shaft speed, it can be determined that the aforementioned TieUp phenomenon occurs during the vehicle power upshift torque interaction stage. At this time, the combined clutch torque compensation coefficient Kij for the corresponding power upshift torque interaction process Pi and the current input torque Trqi of the transmission can be gradually decreased. The combined clutch torque compensation coefficient Kij is less than 0 to decrease the requested torque of the combined clutch, thereby reducing the actual torque of the combined clutch until the transmission input speed is the same as the current gear shaft speed to eliminate the Tieup phenomenon, thereby improving the shift quality and the vehicle ride experience.

[0056] The following Figure 2 and Figure 3 the specific embodiments of the present invention will be used to illustrate the calibration of the combined clutch torque compensation coefficient. Specifically, as Figure 2 shown, it is assumed that during the vehicle power upshift torque interaction process, when reaching a certain moment t, the transmission input speed increases (as shown by the solid line ① in Figure 2 ) and is higher than the current gear shaft speed (as shown by Figure 2As shown by the dashed line ②, it is determined that a vehicle runaway phenomenon occurs during the power upshift torque interaction process. At this time, according to the formula P = (t / T) * 100%, the power upshift torque interaction process Pi is calculated. Then, in combination with the current input torque Trqi of the transmission, a combined clutch torque compensation coefficient greater than 0 is set in the Kij table corresponding to T_OC_Factor (i.e., Table 2 above), so as to increase the requested torque of the combined clutch, and further increase the actual torque of the combined clutch. By gradually increasing the combined clutch torque compensation coefficient in sequence, the transmission input speed is made consistent with the current gear shaft speed, that is, the input speed is restored from ① to ②. Thus, the runaway phenomenon is eliminated, the shift quality is improved, and the vehicle driving and riding experience is enhanced.

[0057] And, as Figure 3 shown, it is assumed that during the power upshift torque interaction process of the vehicle, when it reaches a certain moment t, the transmission input speed has been pulled down in advance (as Figure 3 shown by the solid line ①) and is lower than the current gear shaft speed (as Figure 3 shown by the dashed line ②). It is determined that a TieUp phenomenon occurs during the power upshift torque interaction process of the vehicle. At this time, according to the formula P = (t / T) * 100%, the power upshift torque interaction process Pi is calculated. Then, in combination with the current input torque Trqi of the transmission, a combined clutch torque compensation coefficient less than 0 is set in the Kij table corresponding to T_OC_Factor (i.e., Table 2 above), so as to reduce the requested torque of the combined clutch, and further reduce the actual torque of the combined clutch. By gradually decreasing the combined clutch torque compensation coefficient in sequence, the transmission input speed is made consistent with the current gear shaft speed, that is, the input speed is restored from ① to ②. Thus, the TieUp phenomenon is eliminated, the shift quality is improved, and the vehicle driving and riding experience is enhanced.

[0058] It should be noted that, by the same token, the specific implementation manner of calibrating the disengaging clutch torque compensation coefficient can refer to the above specific implementation manner of calibrating the engaging clutch torque compensation coefficient, and will not be elaborated here.

[0059] Furthermore, in some embodiments of the present invention, the requested torque of the disengaging clutch is obtained through the following formula:

[0060] T_OG = T_TotalReq * [(1 – t / T) + K_OG_ij(T_OG_Factor)];

[0061] wherein, T_TotalReq is the total requested torque of the clutch, t is the moment when the transmission input speed and the current gear shaft speed are inconsistent, T is the total moment of the vehicle power upshift torque interaction process, and K_OG_ij(T_OG_Factor) is the disengaging clutch torque compensation coefficient.

[0062] It can be understood that in this embodiment of the present invention, based on the torque interaction process and the total clutch request torque, combined with the calibrated separation clutch torque compensation coefficient and the above formula, accurate compensation and correction of the requested torque of the separation clutch can be achieved, so that the transmission input speed and the current gear shaft speed are kept consistent during the entire vehicle power upshift torque interaction process. Thus, the shift quality is improved and the vehicle ride and handling experience is enhanced.

[0063] Further, in some embodiments of the present invention, the combined clutch request torque is obtained through the following formula:

[0064] T_OC = T_TotalReq * [t / T + K_OC_ij(T_OC_Factor)];

[0065] Wherein, T_TotalReq is the total clutch request torque, t is the moment when the transmission input speed and the current gear shaft speed are inconsistent, T is the total moment of the vehicle power upshift torque interaction process, and K_OC_ij(T_OC_Factor) is the combined clutch torque compensation coefficient.

[0066] It can be understood that in this embodiment of the present invention, based on the torque interaction process and the total clutch request torque, combined with the calibrated combined clutch torque compensation coefficient and the above formula, accurate compensation and correction of the requested torque of the combined clutch can be achieved, so that the transmission input speed and the current gear shaft speed are kept consistent during the entire vehicle power upshift torque interaction process, effectively preventing the separation clutch from slipping during the torque interaction stage, and keeping the transmission input speed and the current gear shaft speed consistent. Thus, the shift quality is improved and the vehicle ride and handling experience is enhanced.

[0067] Further, in some embodiments of the present invention, the method further includes the following step: when the vehicle power upshift torque interaction process is converted into a speed control process, reset the total clutch request torque to the torque value of the combined clutch at the previous moment.

[0068] It can be understood that in this embodiment of the present invention, the TCU can monitor the vehicle shift state in real time, and when the vehicle power upshift torque interaction process is converted into a speed control process, reset the total clutch request torque to the torque value of the combined clutch at the previous moment. Thus, the total clutch request torque is kept from jumping when the state changes, further improving the shift quality and enhancing the vehicle ride and handling experience.

[0069] In summary, according to the shift torque control method of the wet clutch automatic transmission according to the embodiments of the present invention, during the process of performing the vehicle power upshift torque interaction test, according to the moment when the transmission input speed and the current gear shaft speed are inconsistent, the power upshift torque interaction process is obtained, and according to the power upshift torque interaction process and the current input torque of the transmission, the disengagement clutch torque compensation coefficient or the engagement clutch torque compensation coefficient is calibrated. Furthermore, according to the total clutch request torque and the disengagement clutch torque compensation coefficient, the disengagement clutch is controlled to output the disengagement clutch request torque, and according to the total clutch request torque and the engagement clutch torque compensation coefficient, the engagement clutch is controlled to output the engagement clutch request torque. Thus, based on the torque interaction process and the transmission input torque, the request torques of the engagement clutch and the disengagement clutch are corrected, effectively preventing the disengagement clutch from slipping during the torque interaction stage, keeping the transmission input speed and the current gear shaft speed consistent, thereby improving the shift quality and enhancing the vehicle driving and riding experience.

[0070] Based on the foregoing shift torque control method of the wet clutch automatic transmission according to the embodiments of the present invention, the embodiments of the present invention also propose a computer-readable storage medium, on which a shift torque control program for the wet clutch automatic transmission is stored. When the shift torque control program for the wet clutch automatic transmission is executed by a processor, the shift torque control method of the wet clutch automatic transmission according to the foregoing embodiments of the present invention is implemented.

[0071] It should be noted that the specific implementation manner of the computer-readable storage medium according to the embodiments of the present invention may refer to the specific implementation manner of the shift torque control method of the wet clutch automatic transmission according to the foregoing embodiments of the present invention. To reduce redundancy, it will not be described herein again.

[0072] In summary, according to the computer-readable storage medium according to the embodiments of the present invention, by executing the shift torque control program for the wet clutch automatic transmission stored thereon by a processor, it is possible to correct the request torques of the engagement clutch and the disengagement clutch based on the torque interaction process and the transmission input torque, effectively preventing the disengagement clutch from slipping during the torque interaction stage, keeping the transmission input speed and the current gear shaft speed consistent, thereby improving the shift quality and enhancing the vehicle driving and riding experience.

[0073] Figure 4 It is a block diagram of a shift torque control device for a wet clutch automatic transmission according to an embodiment of the present invention.

[0074] Specifically, in some embodiments of the present invention, as Figure 4 shown, the shift torque control device 100 of the wet clutch automatic transmission includes: an acquisition module 10, a calibration module 20, and a control module 30.

[0075] Among them, the acquisition module 10 is used to acquire the transmission input speed and the current gear shaft speed during the vehicle power upshift torque interaction test, and when the transmission input speed and the current gear shaft speed are inconsistent, acquire the moment when the transmission input speed and the current gear shaft speed are inconsistent and the current input torque of the transmission; the calibration module 20 is used to acquire the power upshift torque interaction process according to the moment when the transmission input speed and the current gear shaft speed are inconsistent, and calibrate the disengagement clutch torque compensation coefficient or the engagement clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission; the control module 30 is used to acquire the total clutch request torque, and control the disengagement clutch to output the disengagement clutch request torque according to the total clutch request torque and the disengagement clutch torque compensation coefficient, and control the engagement clutch to output the engagement clutch request torque according to the total clutch request torque and the engagement clutch torque compensation coefficient.

[0076] Further, the calibration module 20 is specifically used to calibrate the disengagement clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission if the power upshift torque interaction process is in the first half; if the power upshift torque interaction process is in the second half, calibrate the engagement clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission.

[0077] Further, the calibration module 20 is also used to gradually increase the disengagement clutch torque compensation coefficient corresponding to the power upshift torque interaction process and the current input torque of the transmission until the transmission input speed is consistent with the current gear shaft speed if the transmission input speed is greater than the current gear shaft speed; if the transmission input speed is less than the current gear shaft speed, gradually decrease the disengagement clutch torque compensation coefficient corresponding to the power upshift torque interaction process and the current input torque of the transmission until the transmission input speed is consistent with the current gear shaft speed.

[0078] Further, the calibration module 20 is also used to gradually increase the engagement clutch torque compensation coefficient corresponding to the power upshift torque interaction process and the current input torque of the transmission until the transmission input speed is consistent with the current gear shaft speed if the transmission input speed is greater than the current gear shaft speed; if the transmission input speed is less than the current gear shaft speed, gradually decrease the engagement clutch torque compensation coefficient corresponding to the power upshift torque interaction process and the current input torque of the transmission until the transmission input speed is consistent with the current gear shaft speed.

[0079] Further, the control module 30 is further configured to obtain the disengaging clutch request torque through the following formula: T_OG = T_TotalReq * [(1 - t / T) + K_OG_ij(T_OG_Factor)]; where T_TotalReq is the total clutch request torque, t is the moment when the input speed of the transmission and the current gear shaft speed are inconsistent, T is the total moment of the vehicle power upshift torque interaction process, and K_OG_ij(T_OG_Factor) is the disengaging clutch torque compensation coefficient.

[0080] Further, the control module 30 is further configured to obtain the engaging clutch request torque through the following formula: T_OC = T_TotalReq * [t / T + K_OC_ij(T_OC_Factor)]; where T_TotalReq is the total clutch request torque, t is the moment when the input speed of the transmission and the current gear shaft speed are inconsistent, T is the total moment of the vehicle power upshift torque interaction process, and K_OC_ij(T_OC_Factor) is the engaging clutch torque compensation coefficient.

[0081] Further, the control module 30 is further configured to reset the total clutch request torque to the torque value of the engaging clutch at the previous moment when the vehicle power upshift torque interaction process is converted into a speed control process.

[0082] It should be noted that the shift torque control device 100 of the wet clutch automatic transmission in the embodiment of the present invention corresponds one-to-one with the shift torque control method of the wet clutch automatic transmission in the foregoing embodiment of the present invention. To reduce redundancy, it will not be elaborated here.

[0083] In summary, for the shift torque control device of the wet clutch automatic transmission according to the embodiments of the present invention, during the process of the vehicle power upshift torque interaction test, the acquisition module obtains the transmission input speed and the current gear shaft speed. When the transmission input speed and the current gear shaft speed are inconsistent, the acquisition module obtains the moment when the transmission input speed and the current gear shaft speed are inconsistent and the current input torque of the transmission. Furthermore, the calibration module obtains the power upshift torque interaction process according to the moment when the transmission input speed and the current gear shaft speed are inconsistent, and calibrates the disengagement clutch torque compensation coefficient or the engagement clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission. In addition, the control module obtains the total clutch request torque, controls the disengagement clutch to output the disengagement clutch request torque according to the total clutch request torque and the disengagement clutch torque compensation coefficient, and controls the engagement clutch to output the engagement clutch request torque according to the total clutch request torque and the engagement clutch torque compensation coefficient. Thus, based on the torque interaction process and the transmission input torque, the request torques of the engagement clutch and the disengagement clutch are corrected, effectively preventing the disengagement clutch from slipping during the torque interaction stage, making the transmission input speed and the current gear shaft speed consistent, thereby improving the shift quality and the vehicle riding experience.

[0084] Figure 5 It is a block diagram of a vehicle test platform according to an embodiment of the present invention.

[0085] Specifically, in some embodiments of the present invention, as Figure 5 shown, the vehicle test platform 1000 includes the shift torque control device 100 of the wet clutch automatic transmission according to the above embodiments of the present invention.

[0086] It should be noted that the specific implementation manner of the vehicle test platform 1000 according to the embodiments of the present invention can refer to the specific implementation manner of the shift torque control method of the wet clutch automatic transmission according to the above embodiments of the present invention. To reduce redundancy, it will not be described in detail here.

[0087] In summary, for the vehicle test platform according to the embodiments of the present invention, by adopting the above shift torque control device of the wet clutch automatic transmission, it is possible to correct the request torques of the engagement clutch and the disengagement clutch based on the torque interaction process and the transmission input torque, effectively preventing the disengagement clutch from slipping during the torque interaction stage, making the transmission input speed and the current gear shaft speed consistent, thereby improving the shift quality and the vehicle riding experience.

[0088] Note that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a definite sequence list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other systems that can fetch and execute instructions from the instruction execution system, apparatus, or device), or used in combination with these instruction execution systems, apparatuses, or devices. For the purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection part with one or more wirings (electronic device), a portable computer diskette (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium can even be paper or other suitable media on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpretation, or otherwise processing as appropriate, and then stored in a computer memory.

[0089] It should be understood that various parts of the present invention can be implemented by hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, any one or a combination of the following techniques well-known in the art can be used: discrete logic circuits having logic gate circuits for implementing logical functions on data signals, application-specific integrated circuits having appropriate combinational logic gate circuits, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0090] In the description of this specification, the description referring to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0091] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention.

[0092] In addition, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0093] In the present invention, unless otherwise clearly defined and limited, the terms "mounted", "connected", "coupled", "fixed", etc. shall be construed in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0094] In the present invention, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0095] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as a limitation of the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A shift torque control method for a wet clutch automatic transmission, characterized in that, The method includes: During the process of performing the vehicle power upshift torque interaction test, obtain the transmission input speed and the current gear shaft speed, and when the transmission input speed and the current gear shaft speed are inconsistent, obtain the moment when the transmission input speed and the current gear shaft speed are inconsistent and the current input torque of the transmission; According to the moment when the transmission input speed and the current gear shaft speed are inconsistent, obtain the power upshift torque interaction process, and calibrate the disengaging clutch torque compensation coefficient or the engaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission; Obtain the total clutch request torque, and control the disengaging clutch to output the disengaging clutch request torque according to the total clutch request torque and the disengaging clutch torque compensation coefficient, and control the engaging clutch to output the engaging clutch request torque according to the total clutch request torque and the engaging clutch torque compensation coefficient; The calibration of the disengaging clutch torque compensation coefficient or the engaging clutch torque compensation coefficient includes: If the power upshift torque interaction process is in the first half process, calibrate the disengaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission; If the power upshift torque interaction process is in the second half process, calibrate the engaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission.

2. The shift torque control method of the wet clutch automatic transmission according to claim 1, wherein The calibration of the disengaging clutch torque compensation coefficient includes: If the transmission input speed is greater than the current gear shaft speed, gradually increase the disengaging clutch torque compensation coefficient corresponding to the power upshift torque interaction process and the current input torque of the transmission until the transmission input speed is consistent with the current gear shaft speed; If the transmission input speed is less than the current gear shaft speed, gradually decrease the disengaging clutch torque compensation coefficient corresponding to the power upshift torque interaction process and the current input torque of the transmission until the transmission input speed is consistent with the current gear shaft speed.

3. The shift torque control method of the wet clutch automatic transmission according to claim 1, wherein, The calibration of the engaging clutch torque compensation coefficient includes: If the transmission input speed is greater than the current gear shaft speed, gradually increase the engaging clutch torque compensation coefficient corresponding to the power upshift torque interaction process and the current input torque of the transmission until the transmission input speed is consistent with the current gear shaft speed; If the transmission input speed is less than the current gear shaft speed, gradually decrease the engaging clutch torque compensation coefficient corresponding to the power upshift torque interaction process and the current input torque of the transmission until the transmission input speed is consistent with the current gear shaft speed.

4. The shift torque control method for a wet clutch automatic transmission according to claim 1, wherein, Obtain the disengaging clutch request torque through the following formula: T_OG = T_TotalReq * [(1 – t / T) + K_OG_ij(T_OG_Factor)]; Among them, T_TotalReq is the total clutch request torque, t is the moment when the transmission input speed and the current gear shaft speed are inconsistent, T is the total moment of the vehicle power upshift torque interaction process, and K_OG_ij(T_OG_Factor) is the disengaging clutch torque compensation coefficient.

5. The shift torque control method for a wet clutch automatic transmission according to claim 1, characterized in that, The engaging clutch request torque is obtained through the following formula: T_OC = T_TotalReq * [t / T + K_OC_ij(T_OC_Factor)]; Among them, T_TotalReq is the total clutch request torque, t is the moment when the transmission input speed and the current gear shaft speed are inconsistent, T is the total moment of the vehicle power upshift torque interaction process, and K_OC_ij(T_OC_Factor) is the engaging clutch torque compensation coefficient.

6. The shift torque control method for a wet clutch automatic transmission according to claim 1, characterized in that, The method further includes the following steps: when the vehicle power upshift torque interaction process is converted into a speed control process, reset the total clutch request torque to the torque value of the engaging clutch at the previous moment.

7. A computer-readable storage medium, characterized in that, Stored thereon is a shift torque control program for a wet clutch automatic transmission. When the shift torque control program for the wet clutch automatic transmission is executed by a processor, it implements the shift torque control method for the wet clutch automatic transmission according to any one of claims 1-6.

8. A shift torque control device for a wet clutch automatic transmission, characterized in that, The device includes: An acquisition module, configured to acquire the transmission input speed and the current gear shaft speed during the vehicle power upshift torque interaction test, and when the transmission input speed and the current gear shaft speed are inconsistent, acquire the moment when the transmission input speed and the current gear shaft speed are inconsistent and the current input torque of the transmission; A calibration module, configured to obtain the power upshift torque interaction process according to the moment when the transmission input speed and the current gear shaft speed are inconsistent, and calibrate the disengaging clutch torque compensation coefficient or the engaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission; A control module, configured to obtain the total clutch request torque, and control the disengaging clutch to output the disengaging clutch request torque according to the total clutch request torque and the disengaging clutch torque compensation coefficient, and control the engaging clutch to output the engaging clutch request torque according to the total clutch request torque and the engaging clutch torque compensation coefficient; Calibrating the disengaging clutch torque compensation coefficient or the engaging clutch torque compensation coefficient includes: If the power upshift torque interaction process is in the first half of the process, calibrate the disengaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission; If the power upshift torque interaction process is in the second half of the process, calibrate the engaging clutch torque compensation coefficient according to the power upshift torque interaction process and the current input torque of the transmission.

9. A vehicle test platform, characterized in that, The vehicle test platform includes the shift torque control device for the wet clutch automatic transmission according to claim 8.

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