Wet clutch automatic transmission control method, medium, and vehicle

Abstract

The application discloses a kind of wet clutch automatic transmission control method, medium and vehicle, wherein control method includes: obtaining vehicle state information, and according to the vehicle state information, it is judged whether the current gear shift state of vehicle changes from coasting to power transition, and in power gear shift state;When the current gear shift state of vehicle changes from coasting to power transition, and in power gear shift state, the maximum torque limit value of transmission is calculated according to the vehicle state information, to limit the maximum torque of the transmission according to the maximum torque limit value of the transmission;According to the vehicle state information, the minimum requested torque of clutch is calculated, to limit the torque of the clutch according to the minimum requested torque of the clutch;Wet clutch automatic transmission can be dynamically adjusted according to vehicle state, avoid gear shift speed overshoot, gear shift impact phenomenon occurs, improve vehicle driving experience.

Description

Technical Field

[0001] This application relates to the field of vehicle device control technology, and in particular to a wet clutch automatic transmission control method, medium, and vehicle. Background Technology

[0002] Wet clutch automatic transmissions have been widely used in passenger cars, and the quality of transmission shifting has become an important indicator for measuring the driving experience.

[0003] In related technologies, the control of wet clutch automatic transmissions often employs a clutch torque closed-loop control strategy. This means that the PI closed-loop controller only intervenes to make corresponding adjustments when there is a difference between the transmission input speed and the target speed. This method suffers from lag, and when the driver attempts to change gears, it is prone to overshooting of the shift speed and shift shock, severely impacting the driving experience. Summary of the Invention

[0004] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, one objective of this invention is to provide a wet clutch automatic transmission control method that can dynamically adjust the wet clutch automatic transmission according to vehicle conditions, avoiding shift speed overshoot and shift shock, thereby improving the driving experience.

[0005] In a first aspect, embodiments of the present invention propose a wet clutch automatic transmission control method, comprising: acquiring vehicle status information, and determining, based on the vehicle status information, whether the vehicle is currently undergoing a shift from coasting to power, and is in a power shift state; when the vehicle is currently undergoing a shift from coasting to power, and is in a power shift state, calculating a maximum torque limit value of the transmission based on the vehicle status information, and limiting the maximum torque of the transmission based on the maximum torque limit value of the transmission; and calculating a minimum requested torque of the clutch based on the vehicle status information, and limiting the torque of the clutch based on the minimum requested torque of the clutch.

[0006] According to an embodiment of the present invention, a wet clutch automatic transmission control method first acquires vehicle status information and determines whether the vehicle is currently undergoing a shift from coasting to power shifting and is in a power shifting state. Next, when the vehicle is currently undergoing a shift from coasting to power shifting and is in a power shifting state, a maximum torque limit value for the transmission is calculated based on the vehicle status information, and the maximum torque of the transmission is limited accordingly. Then, a minimum requested torque for the clutch is calculated based on the vehicle status information, and the torque of the clutch is limited accordingly. This achieves dynamic adjustment of the wet clutch automatic transmission based on the vehicle status, avoiding shift speed overshoot and shift shock, and improving the driving experience.

[0007] In some embodiments, the vehicle status information includes shift status information, transmission input torque signal, and throttle opening information. Determining whether the vehicle is currently undergoing a shift from coasting to power shifting, and is in a power shifting state, based on the vehicle status information includes: determining whether the vehicle is in the process of shifting based on the shift status information; determining whether the transmission input torque is greater than a preset input torque calibration value based on the transmission input torque signal; and determining whether the throttle opening is greater than a first throttle opening calibration value based on the throttle opening information. When the vehicle is in the process of shifting, the transmission input torque is greater than the preset input torque calibration value, and the throttle opening is greater than the first throttle opening calibration value, it is determined that the vehicle is currently undergoing a shift from coasting to power shifting, and is in a power shifting state.

[0008] In some embodiments, the vehicle status information includes shift status information and throttle opening information. Determining whether the vehicle is currently in a shift state transitioning from coasting to power, and is in a power shift state, based on the vehicle status information includes: determining whether the vehicle is in the process of shifting gears based on the shift status information, and determining whether the throttle opening is greater than a second throttle opening calibration value based on the throttle opening information; when the vehicle is in the process of shifting gears and the throttle opening is greater than the second throttle opening calibration value, determining that the vehicle is currently in a shift state transitioning from coasting to power, and is in a power shift state.

[0009] In some embodiments, the vehicle status information includes gear shift information, speed synchronization process, and throttle opening information. Calculating the maximum torque limit value of the transmission based on the vehicle status information includes: querying a first preset parameter table based on the gear shift information and the speed synchronization process to obtain the corresponding basic transmission torque limit value; querying a second preset parameter table based on the speed synchronization process and the gear shift information to obtain the corresponding maintenance duration threshold; and querying a third preset parameter table based on the throttle opening information and the gear shift information to obtain the corresponding calibration gradient; and performing timing to obtain the corresponding timing result; when the timing result is less than the maintenance duration threshold, using the basic transmission torque limit value as the maximum torque limit value; and when the timing result is greater than or equal to the maintenance duration threshold, calculating the corresponding maximum torque limit value based on the basic transmission torque limit value and the calibration gradient.

[0010] In some embodiments, the control method further includes: determining whether the maximum torque limit value is greater than the maximum allowable input torque of the transmission corresponding to the shift gear information; and when the maximum torque limit value is greater than the maximum allowable input torque of the transmission corresponding to the shift gear information, ending the limitation of the maximum torque of the transmission based on the maximum torque limit value of the transmission.

[0011] In some embodiments, calculating the minimum requested torque of the clutch based on the vehicle status information includes: calculating the total requested torque of the clutch and the minimum torque limit value of the clutch based on the vehicle status information; and taking the maximum value between the total requested torque of the clutch and the minimum torque limit value of the clutch as the minimum requested torque of the clutch.

[0012] In some embodiments, the total torque requested by the clutch is calculated according to the following formula:

[0013] Trq_Sum=Trq_Input-Trq_J+Trq_PI

[0014] Wherein, Trq_Sum represents the total torque requested by the clutch, Trq_Input represents the input torque of the transmission, Trq_J represents the inertial torque, and Trq_PI represents the shift closed-loop adjustment torque.

[0015] In some embodiments, the vehicle status information includes transmission input torque, shift gear information, the difference between the target speed and the transmission input speed, speed synchronization progress, and transmission input speed gradient. Calculating the clutch minimum torque limit based on the vehicle status information includes: querying a fourth preset parameter table based on the transmission input torque and the shift gear information to obtain the corresponding clutch minimum base torque; querying a fifth preset parameter table based on the difference between the target speed and the transmission input speed and the shift gear information to obtain the corresponding first minimum torque compensation coefficient; and querying a sixth preset parameter table based on the speed synchronization progress and the transmission input speed gradient to obtain the corresponding second minimum torque compensation coefficient; summing the first minimum torque compensation coefficient and the second minimum torque compensation coefficient, and multiplying the sum by the clutch minimum base torque as the clutch minimum torque compensation torque; and using the sum of the clutch minimum base torque and the clutch minimum torque compensation torque as the clutch minimum torque limit.

[0016] Secondly, embodiments of the present invention provide a computer-readable storage medium storing a wet clutch automatic transmission control program thereon, which, when executed by a processor, implements the wet clutch automatic transmission control method as described above.

[0017] According to an embodiment of the present invention, a computer-readable storage medium stores a wet clutch automatic transmission control program, which enables a processor to implement the wet clutch automatic transmission control method described above when executing the wet clutch automatic transmission control program. This allows for dynamic adjustment of the wet clutch automatic transmission based on the vehicle status, avoiding overshooting of shift speeds and shift shock, and improving the driving experience.

[0018] Thirdly, embodiments of the present invention provide a vehicle including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the wet clutch automatic transmission control method as described above.

[0019] According to an embodiment of the present invention, the vehicle stores a wet clutch automatic transmission control program in a memory, so that when the processor executes the wet clutch automatic transmission control program, it implements the wet clutch automatic transmission control method as described above, thereby realizing dynamic adjustment of the wet clutch automatic transmission according to the vehicle status, avoiding overshoot of shift speed and shift shock, and improving the driving experience.

[0020] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] Figure 1 This is a schematic flowchart of a wet clutch automatic transmission control method according to an embodiment of the present invention;

[0022] Figure 2 This is a block diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0023] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein 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 with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0024] The wet clutch automatic transmission control method of the present invention is described below with reference to the accompanying drawings.

[0025] Please see Figure 1 , Figure 1 This is a flowchart illustrating the wet clutch automatic transmission control method according to an embodiment of the present invention, as shown below. Figure 1 As shown, the wet clutch automatic transmission control method includes the following steps:

[0026] S101, obtain vehicle status information, and determine whether the vehicle is currently in a shift state from coasting to power shifting, and whether it is in a power shifting state.

[0027] In some embodiments, the vehicle status information includes shift status information, transmission input torque signal, and throttle opening information. Determining whether the vehicle is currently undergoing a shift from coasting to power shifting, and is in a power shifting state, based on the vehicle status information includes: determining whether the vehicle is in the process of shifting based on the shift status information; determining whether the transmission input torque is greater than a preset input torque calibration value based on the transmission input torque signal; and determining whether the throttle opening is greater than a first throttle opening calibration value based on the throttle opening information. When the vehicle is in the process of shifting, the transmission input torque is greater than the preset input torque calibration value, and the throttle opening is greater than the first throttle opening calibration value, it is determined that the vehicle is currently undergoing a shift from coasting to power shifting, and is in a power shifting state.

[0028] In some embodiments, the vehicle status information includes shift status information and throttle opening information. Determining whether the vehicle is currently in a shift state transitioning from coasting to power, and is in a power shift state, based on the vehicle status information includes: determining whether the vehicle is in the process of shifting based on the shift status information, and determining whether the throttle opening is greater than a second throttle opening calibration value based on the throttle opening information; when the vehicle is in the process of shifting and the throttle opening is greater than the second throttle opening calibration value, it is determined that the vehicle is currently in a shift state transitioning from coasting to power, and is in a power shift state.

[0029] As an example, the TCU (Automatic Transmission Control Unit) monitors the shift status, transmission input torque signal and throttle opening in real time. When conditions 1, 2 and 3 or conditions 1, 2 and 4 are met simultaneously, the shift power type flag is set from 0 to 1. When the shift power type flag is 1, it indicates that the vehicle has changed from coasting to power shifting and is in a power shifting state.

[0030] The judgment conditions include:

[0031] 1. The TCU is in the process of shifting gears, that is, the shifting state is the oil filling stage, the torque interaction stage, or the speed synchronization stage.

[0032] 2. The current shift power type flag is 0.

[0033] 3. The transmission input torque is greater than the preset input torque calibration value (preferably, the preset input torque calibration value is 10 Nm), and the throttle opening is greater than the first throttle opening calibration value (preferably, the first throttle opening calibration value is 1.5%).

[0034] 4. The throttle opening is greater than the second throttle opening calibration value (preferably, the second throttle opening calibration value is 10%).

[0035] S102, when the vehicle is in a shift state from coasting to power shifting and is in a power shift state, calculates the maximum torque limit value of the transmission based on the vehicle state information, and limits the maximum torque of the transmission based on the maximum torque limit value of the transmission.

[0036] In some embodiments, the vehicle status information includes gear shift information, speed synchronization process, and throttle opening information. Calculating the maximum torque limit value of the transmission based on the vehicle status information includes: querying a first preset parameter table based on the gear shift information and speed synchronization process to obtain the corresponding basic transmission torque limit value; querying a second preset parameter table based on the speed synchronization process and gear shift information to obtain the corresponding maintenance duration threshold; and querying a third preset parameter table based on the throttle opening information and gear shift information to obtain the corresponding calibration gradient. Timing is then performed to obtain the corresponding timing result. When the timing result is less than the maintenance duration threshold, the basic transmission torque limit value is used as the maximum torque limit value. When the timing result is greater than or equal to the maintenance duration threshold, the corresponding maximum torque limit value is calculated based on the basic transmission torque limit value and the calibration gradient.

[0037] In some embodiments, the control method further includes: determining whether the maximum torque limit value is greater than the maximum allowable input torque of the transmission corresponding to the shift gear information; and when the maximum torque limit value is greater than the maximum allowable input torque of the transmission corresponding to the shift gear information, ending the limitation of the maximum torque of the transmission based on the maximum torque limit value of the transmission.

[0038] As an example, the TCU monitors the shift power type flag in real time. When the shift power type flag changes from 0 to 1, it triggers the transmission's maximum torque limiting strategy. First, the TCU looks up Table 1 based on the shift gear information (including the previous and next gears) and the speed synchronization process to obtain the corresponding transmission basic limit torque value Trq_Limt.

[0039]

[0040] Table 1

[0041] As shown in Table 1, the horizontal axis represents the speed synchronization process P, and the vertical axis represents the gear shift information. Thus, the corresponding basic limit torque value Trq_Limt of the transmission can be obtained based on the gear shift information and the speed synchronization process.

[0042] Next, based on the speed synchronization process and gear shift information, Table 2 is consulted to obtain the corresponding maintenance duration threshold.

[0043]

[0044]

[0045] Table 2

[0046] As shown in Table 2, the horizontal axis represents the speed synchronization process P, and the vertical axis represents the gear shift information. By referring to Table 2 based on the gear shift information and the speed synchronization process, the corresponding maintenance duration threshold T_Limt can be obtained.

[0047] Then, based on the throttle opening information and gear shift information, Table 3 is consulted to obtain the corresponding calibration gradient.

[0048]

[0049]

[0050] Table 3

[0051] As shown in Table 3, the horizontal axis represents the throttle opening information, and the vertical axis represents the gear shift information. Thus, the corresponding calibration gradient can be obtained based on the throttle opening information and the gear shift information.

[0052] Next, when the shift power type flag changes from 0 to 1, the TCU obtains the corresponding transmission basic limit torque value by looking up Table 1 and sends this value to the ECU in real time via the CAN bus. Simultaneously, a timer starts to obtain the timing result. When the timing result is less than the maintenance duration threshold obtained from Table 2, the maximum torque limit value is the transmission basic limit torque value. When the timing result is greater than or equal to the maintenance duration threshold, the maximum torque limit value is obtained by increasing from the transmission basic limit torque value using a calibration gradient (i.e., when the timing result is greater than or equal to the maintenance duration threshold, the maximum torque limit value is obtained based on the transmission basic limit torque value and the calibration gradient). Then, when the maximum torque limit value reaches the maximum allowable input torque of the transmission for the current gear, the maximum torque limit function exits. It should be noted that during the entire activation period of the maximum torque limit function, the ECU is required to respond to the TCU's maximum torque limit request; that is, the transmission input torque cannot exceed the maximum torque limit value.

[0053] S103 calculates the minimum requested torque of the clutch based on the vehicle status information, and limits the torque of the clutch based on the minimum requested torque of the clutch.

[0054] In some embodiments, calculating the minimum requested torque of the clutch based on vehicle status information includes: calculating the total requested torque of the clutch and the minimum torque limit of the clutch based on the vehicle status information respectively; and taking the maximum value between the total requested torque of the clutch and the minimum torque limit of the clutch as the minimum requested torque of the clutch.

[0055] In some embodiments, the total clutch torque is calculated according to the following formula:

[0056] Trq_Sum=Trq_Input-Trq_J+Trq_PI

[0057] Wherein, Trq_Sum represents the total torque requested by the clutch, Trq_Input represents the input torque of the transmission, Trq_J represents the inertial torque, and Trq_PI represents the shift closed-loop adjustment torque.

[0058] In some embodiments, the vehicle status information includes transmission input torque, shift gear information, the difference between the target speed and the transmission input speed, speed synchronization progress, and transmission input speed gradient. Calculating the clutch minimum torque limit based on the vehicle status information includes: querying a fourth preset parameter table based on the transmission input torque and shift gear information to obtain the corresponding clutch minimum base torque; querying a fifth preset parameter table based on the difference between the target speed and the transmission input speed and the shift gear information to obtain the corresponding first minimum torque compensation coefficient; and querying a sixth preset parameter table based on the speed synchronization progress and the transmission input speed gradient to obtain the corresponding second minimum torque compensation coefficient. The first and second minimum torque compensation coefficients are summed, and the product of the summation result and the clutch minimum base torque is used as the clutch minimum torque compensation torque. The clutch minimum base torque and clutch minimum torque compensation torque are used as the clutch minimum torque limit.

[0059] As an example, during the coasting or braking downshifting speed synchronization phase, the engine outputs negative torque, and the transmission master clutch is engaged. At this time, the engaged clutch torque Trq_OC is equal to the total clutch request torque Trq_Sum; the disengaged clutch pressure drops to the critical pressure point (Kisspoint) where the clutch transmits torque and does not transmit torque, and no more torque is transmitted.

[0060] At this moment, when the accelerator pedal is pressed instantly, the engine torque starts to rise from negative torque to positive torque. During this process, when the shift power type flag changes from 0 to 1, the main control clutch for shifting changes from an engaged clutch to a disengaged clutch. The torque of the engaged clutch begins to decrease at a calibrable gradient to the oil-filled torque, and then, during the speed synchronization phase, its value remains unchanged at the oil-filled torque. The torque of the disengaged clutch, Trq_OG, increases from Kisspoint at a calibrable gradient, and theoretically, its value is equal to the total clutch request torque, Trq_Sum.

[0061] The total clutch torque request Trq_Sum is determined by the transmission input torque Trq_InPut, the inertial torque Trq_J, and the shift closed-loop adjustment torque Trq_PI. The total clutch torque request is calculated according to the following formula:

[0062] Trq_Sum=Trq_Input-Trq_J+Trq_PI

[0063] Wherein, Trq_Sum represents the total torque requested by the clutch, Trq_Input represents the input torque of the transmission, Trq_J represents the inertial torque, and Trq_PI represents the shift closed-loop adjustment torque.

[0064] Under normal operating conditions, the transmission input torque is low while the inertial torque is high. Therefore, the total clutch request torque Trq_Sum is small, or even negative. The disengaged clutch is the master clutch, and its torque value Trq_OG is equal to the total clutch request torque Trq_Sum. According to the hydraulic characteristics of the clutch valve body, when the clutch rapidly increases from a small requested torque, there is a delay in the actual pressure rise. The speed is not easy to control during the shift process, resulting in the transmission input speed N_Input exceeding the speed of the next gear N_Next, causing shift shock. Therefore, the clutch minimum torque limit Trq_MinLimt strategy is introduced. That is, the disengaged clutch torque Trq_OG will take the larger value between the total clutch request torque Trq_Sum and the clutch minimum torque limit value Trq_MinLimt, thereby increasing the disengaged clutch torque level, improving the actual clutch pressure follow-up, and thus improving the shift quality.

[0065] The clutch minimum torque limit value Trq_MinLimt is a dynamically adjusted torque during gear shifting. The TCU monitors changes in parameters such as transmission input torque, gear position information, the difference between the target speed and the transmission input speed, speed synchronization progress, and transmission input speed gradient in real time during gear shifting to calculate the minimum torque in real time to control the entire gear shifting process. The clutch minimum torque limit value Trq_MinLimt consists of the clutch minimum base torque Trq_MinLimt_Basic and the clutch minimum torque compensation torque Trq_MinLimt_Ofs. The clutch minimum torque limit value Trq_MinLimt is calculated according to the following formula:

[0066] Trq_MinLimt=Trq_MinLimt_Basic+Trq_MinLimt_Ofs

[0067] The minimum basic torque of the clutch, Trq_MinLimt_Basic, can be obtained by looking up Table 4.

[0068]

[0069] Table 4

[0070] As shown in Table 4, the horizontal axis represents the transmission input torque, and the vertical axis represents the gear shift information. Thus, the corresponding minimum basic torque of the clutch can be obtained based on the transmission input torque and the gear shift information. It should be noted that linear interpolation can be used to obtain the values ​​between two adjacent torque breakpoints.

[0071] Next, the minimum torque compensation torque of the clutch can be calculated using the following formula:

[0072] Trq_MinLimt_Ofs=Trq_MinLimt_Basic*(Trq_MinLimt_Fac1+Trq_MinLimt_Fac2)

[0073] Wherein, Trq_MinLimt_Ofs represents the minimum torque compensation torque of the clutch, Trq_MinLimt_Basic represents the minimum basic torque of the clutch, Trq_MinLimt_Fac1 represents the first minimum torque compensation coefficient, and Trq_MinLimt_Fac2 represents the second minimum torque compensation coefficient.

[0074] The first minimum torque compensation coefficient can be obtained by referring to Table 5.

[0075]

[0076] Table 5

[0077] As shown in Table 5, the horizontal axis represents the difference between the target speed and the transmission input speed, and the vertical axis represents the gear shift information. Thus, the corresponding first minimum torque compensation coefficient can be obtained by referring to Table 5 based on the difference between the target speed and the transmission input speed and the gear shift information. It should be noted that the values ​​between two adjacent breakpoints (e.g., Fac11 and Fac12) can be obtained by using a linear difference method.

[0078] The second minimum torque compensation coefficient can be obtained by referring to Table 6.

[0079]

[0080]

[0081] Table 6

[0082] As shown in Table 6, the horizontal axis represents the speed synchronization process, and the vertical axis represents the transmission input speed gradient. Thus, the corresponding second minimum torque compensation coefficient can be obtained by referring to Table 6 based on the speed synchronization process and the transmission input speed gradient.

[0083] Therefore, the corresponding minimum torque compensation torque of the clutch can be obtained by calculating according to the above formula.

[0084] As a specific embodiment of the present invention, taking coasting to power downshift as an example, during vehicle testing, the calibration engineer found that the transmission input speed synchronization rate was too fast during the above shifting process, causing the transmission input speed to exceed the speed of the next gear at the end of the speed synchronization phase, i.e., speed overshoot. At this time, the calibration engineer can adjust the transmission maximum torque limit value by sending a maximum torque limit request to the ECU through the TCU, thereby slowing down the magnitude or rate of increase of the transmission input torque T_Input. That is, according to the moment when the speed synchronization rate is too fast, the maximum torque limit value Trq_Limt calibration value is appropriately reduced or the maintenance time T_Limt is appropriately increased at the breakpoint in Table 1 or 2 corresponding to the speed synchronization process P at that moment. Then, according to the current throttle opening corresponding to the table... At the breakpoint 3, appropriately reduce the calibration gradient setting value; or adjust the clutch minimum torque limit to increase the clutch disengagement request torque during this process to reduce the speed synchronization rate. Specifically, based on the transmission input torque Trq_Input at the moment of excessive speed synchronization, increase the transmission basic limit torque value Trq_MinLimt_Basic at the corresponding breakpoint in Table 4. Alternatively, based on the difference between the target speed N_Tgt and the transmission input speed N_Input at the moment of excessive speed synchronization, increase the first minimum torque compensation coefficient at the corresponding breakpoint in Table 5. Or, based on the speed synchronization process P and the transmission input speed gradient N_Input_Grdt ​​at the moment of rapid speed synchronization, increase the second minimum torque compensation coefficient corresponding to the breakpoint in Table 6. The calibration process adjusts the transmission's maximum torque limit value, or the clutch's minimum torque limit value, or both simultaneously, based on the vehicle's actual shifting performance. The purpose of this adjustment is to reduce the transmission input speed gradient, thereby improving shift shock and enhancing the vehicle's driving experience.

[0085] In summary, the wet clutch automatic transmission control method according to embodiments of the present invention first acquires vehicle status information and determines whether the vehicle is currently undergoing a shift from coasting to power shifting and is in a power shifting state based on the vehicle status information; then, when the vehicle is currently undergoing a shift from coasting to power shifting and is in a power shifting state, the maximum torque limit value of the transmission is calculated based on the vehicle status information, and the maximum torque of the transmission is limited according to the maximum torque limit value; then, the minimum requested torque of the clutch is calculated based on the vehicle status information, and the torque of the clutch is limited according to the minimum requested torque of the clutch; thereby achieving dynamic adjustment of the wet clutch automatic transmission according to the vehicle status, avoiding shift speed overshoot and shift shock phenomena, and improving the driving experience.

[0086] To implement the above embodiments, this invention provides a computer-readable storage medium storing a wet clutch automatic transmission control program thereon, which, when executed by a processor, implements the wet clutch automatic transmission control method as described above.

[0087] In summary, the computer-readable storage medium according to embodiments of the present invention stores a wet clutch automatic transmission control program, enabling the processor to implement the wet clutch automatic transmission control method described above when executing the wet clutch automatic transmission control program. This allows for dynamic adjustment of the wet clutch automatic transmission based on vehicle conditions, avoiding shift speed overshoot and shift shock, and improving the driving experience.

[0088] To implement the above embodiments, this invention proposes a vehicle, such as... Figure 2 As shown, the vehicle 200 includes a memory 201, a processor 202, and a computer program stored in the memory 201 and executable on the processor 202. When the processor 202 executes the program, it implements the wet clutch automatic transmission control method as described above.

[0089] In summary, the vehicle according to the present invention stores the wet clutch automatic transmission control program in a memory, so that when the processor executes the wet clutch automatic transmission control program, it implements the wet clutch automatic transmission control method as described above, thereby realizing dynamic adjustment of the wet clutch automatic transmission according to the vehicle status, avoiding overshoot of shift speed and shift shock, and improving the driving experience.

[0090] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0091] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0092] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," 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, the 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.

[0093] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0094] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0095] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0096] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0097] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A control method for a wet clutch automatic transmission, characterized in that, include: Obtain vehicle status information, and determine whether the vehicle is currently in a shift state from coasting to power based on the vehicle status information, and whether it is in a power shift state. When the vehicle is in a shift state from coasting to power shifting and is in a power shift state, the maximum torque limit value of the transmission is calculated based on the vehicle state information, so as to limit the maximum torque of the transmission according to the maximum torque limit value of the transmission. The minimum requested torque of the clutch is calculated based on the vehicle status information, so as to limit the torque of the clutch according to the minimum requested torque of the clutch; The minimum requested torque for the clutch is calculated based on the vehicle status information, including: Calculate the total clutch request torque and the minimum clutch torque limit value based on the vehicle status information; The maximum value between the total requested torque of the clutch and the minimum torque limit of the clutch is taken as the minimum requested torque of the clutch; The vehicle status information includes transmission input torque, shift gear information, the difference between the target speed and the transmission input speed, speed synchronization progress, and transmission input speed gradient. Calculating the minimum torque limit value of the clutch based on the vehicle status information includes: The corresponding minimum base torque of the clutch is obtained by querying the fourth preset parameter table according to the input torque of the transmission and the shift gear information, and the corresponding first minimum torque compensation coefficient is obtained by querying the fifth preset parameter table according to the difference between the target speed and the transmission input speed and the shift gear information, and the corresponding second minimum torque compensation coefficient is obtained by querying the sixth preset parameter table according to the speed synchronization process and the transmission input speed gradient. The first minimum torque compensation coefficient and the second minimum torque compensation coefficient are summed, and the product of the summation result and the minimum base torque of the clutch is taken as the minimum torque compensation torque of the clutch. The sum of the minimum base torque of the clutch and the minimum torque compensation torque of the clutch is used as the minimum torque limit value of the clutch.

2. The wet clutch automatic transmission control method as described in claim 1, characterized in that, The vehicle status information includes shift status information, transmission input torque signal, and throttle opening information. Specifically, determining whether the vehicle is currently in a shift state transitioning from coasting to power shifting based on the vehicle status information, and confirming that it is in a power shifting state, includes: The system determines whether the vehicle is in the process of shifting gears based on the shift status information, whether the transmission input torque is greater than the preset input torque calibration value based on the transmission input torque signal, and whether the throttle opening is greater than the first throttle opening calibration value based on the throttle opening information. When the vehicle is in the process of shifting gears, and the input torque of the transmission is greater than the preset input torque calibration value and the throttle opening is greater than the first throttle opening calibration value, it is determined that the vehicle is currently undergoing a shift from coasting to power shifting and is in a power shifting state.

3. The wet clutch automatic transmission control method as described in claim 1, characterized in that, The vehicle status information includes shift status information and throttle opening information. Specifically, determining whether the vehicle is currently in a shift state transitioning from coasting to power shifting based on the vehicle status information, and confirming that it is in a power shifting state, includes: Based on the shift status information, it is determined whether the vehicle is in the process of shifting gears, and based on the throttle opening information, it is determined whether the throttle opening is greater than the second throttle opening calibration value. When the vehicle is in the process of shifting gears and the throttle opening is greater than the second throttle opening calibration value, it is determined that the vehicle is currently in a shifting state from coasting to power shifting and is in a power shifting state.

4. The wet clutch automatic transmission control method as described in claim 1, characterized in that, The vehicle status information includes gear shift information, engine speed synchronization process, and throttle opening information. Calculating the maximum torque limit of the transmission based on the vehicle status information includes: The corresponding basic torque limit value of the transmission is obtained by querying the first preset parameter table according to the shift gear information and the speed synchronization process, and the corresponding maintenance duration threshold is obtained by querying the second preset parameter table according to the speed synchronization process and the shift gear information, and the corresponding calibration gradient is obtained by querying the third preset parameter table according to the throttle opening information and the shift gear information. And time it to obtain the corresponding timing result; When the timing result is less than the duration threshold, the basic torque limit value of the transmission is taken as the maximum torque limit value; When the timing result is greater than or equal to the maintenance duration threshold, the corresponding maximum torque limit value is calculated based on the transmission basic limit torque value and the calibration gradient.

5. The wet clutch automatic transmission control method as described in claim 4, characterized in that, Also includes: Determine whether the maximum torque limit value is greater than the maximum allowable input torque of the transmission corresponding to the shift gear information; When the maximum torque limit value is greater than the maximum allowable input torque of the transmission corresponding to the shift gear information, the limitation of the maximum torque of the transmission based on the maximum torque limit value of the transmission is terminated.

6. The wet clutch automatic transmission control method as described in claim 1, characterized in that, The total torque requested by the clutch is calculated according to the following formula: in, This indicates that the clutch is requesting total torque. Indicates the input torque of the transmission. Indicates inertial torque, This indicates the torque for closed-loop gear shift adjustment.

7. A computer-readable storage medium, characterized in that, It stores a wet clutch automatic transmission control program, which, when executed by a processor, implements the wet clutch automatic transmission control method as described in any one of claims 1-6.

8. A vehicle, characterized in that, The system includes a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, when the processor executes the program, it implements the wet clutch automatic transmission control method as described in any one of claims 1-6.

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