Clutch coordinated control method, device, equipment and storage medium
By pre-setting the oil filling and torque interaction of the OC clutch under low-gear heavy braking driving conditions, the problem of slow gear shifting in DCT transmission vehicles has been solved, achieving faster and more stable gear shifting and improving the driving experience.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- SHANGHAI AUTOMOBILE GEAR WORKS
- Filing Date
- 2023-01-31
- Publication Date
- 2026-07-07
AI Technical Summary
In the existing technology, due to hydraulic lag and driving requirements, vehicles equipped with DCT transmissions have slow gear shifts, which can easily cause the engine speed to drop or even stall.
When the vehicle is in a low-gear, heavy braking driving condition, the OC clutch is preset to fill with oil by acquiring the gear status of the target gear shift, and after filling with oil, it is processed with torque interaction with the OG clutch. Finally, the gear is updated when the OG clutch is fully open.
It improves the speed and stability of gear shifting, prevents engine speed drop and stalling, and enhances the driving experience.
Smart Images
Figure CN116353601B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicle control technology, and in particular to a clutch coordination control method, device, equipment, and storage medium. Background Technology
[0002] With the development of the national economy, vehicles are ubiquitous in people's lives, and changing gears is a routine operation during vehicle operation.
[0003] In vehicles equipped with a DCT (Dual Clutch Transmission), shifting gears requires engaging the shift fork to the corresponding target gear and simultaneously transmitting engine torque through the clutch engagement. Under heavy braking conditions, gear shifting typically involves three stages: pre-charge, torque exchange, and speed synchronization. Due to hydraulic lag and drivability requirements, gear shifting can be relatively slow, potentially leading to issues such as delayed gear changes causing the engine speed to drop or even stalling.
[0004] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention
[0005] The main objective of this invention is to provide a clutch coordination control method, device, equipment, and storage medium, which aims to solve the technical problem in the prior art where slow gear shifting due to hydraulic lag and drivability requirements easily leads to untimely gear changes that reduce engine speed or even stall the engine.
[0006] To achieve the above objectives, the present invention provides a clutch coordination control method, the method comprising the following steps:
[0007] When the vehicle is in a low-gear, heavy braking driving condition, obtain the gear status corresponding to the target gear shift position;
[0008] When the gear position is in the target gear position, the OC clutch corresponding to the target gear shift is subject to preset oil filling control.
[0009] When the OC clutch is filled with oil, a preset torque interaction process is performed on the OC clutch and the OG clutch corresponding to the current gear of the vehicle.
[0010] When the OG clutch is in the fully open state, the gear state corresponding to the OG clutch is switched to update the current gear to the target shift gear.
[0011] Optionally, the step of obtaining the gear state corresponding to the target gear shift when the vehicle is in a low-gear heavy braking driving condition includes:
[0012] When the vehicle is in a low gear and under heavy braking, determine whether the vehicle's current gear and the target gear to be changed are equal;
[0013] If so, then obtain the initial torque of the OG clutch corresponding to the current gear, the engagement torque of the OG clutch, the target timing time, and the target switching time to switch the initial torque to the engagement torque;
[0014] The OG clutch is torque-switched based on the initial torque, the engagement point torque, the target timing time, and the target switching time.
[0015] Upon completion of the shift, it is detected whether the vehicle's transmission has downshifted.
[0016] If so, obtain the gear status corresponding to the target gear shift.
[0017] Optionally, the step of switching the torque of the OG clutch based on the initial torque, the engagement point torque, the target timing time, and the target switching time includes:
[0018] Based on the initial torque, the engagement point torque, the target timing time, and the target switching time, the current torque of the OG clutch is determined by a preset torque switching formula;
[0019] The OG clutch is switched based on the current torque.
[0020] in ， The preset torque switching formula is:
[0021]
[0022] In the formula, T offg For the current torque, T Offg_Ini For the initial torque, Tp Offg T is the torque at the connection point. Ct The time T is the time to measure the target. Rt The target switching time is [time].
[0023] Optionally, after the step of obtaining the gear state corresponding to the target gear shift when the vehicle is in a low-gear heavy braking driving condition, the method further includes:
[0024] When the gear position is not in the target gear position, the target shift fork corresponding to the target gear shift position is subject to preset shift control, and the current torque is maintained during the shift process.
[0025] Optionally, the step of performing preset torque interaction processing on the OC clutch and the OG clutch corresponding to the current gear of the vehicle when the OC clutch is filled with oil includes:
[0026] When the OC clutch is fully charged, the current torque and the target torque of the OC clutch are maintained.
[0027] When the holding time reaches the preset holding time, the target torque continues to be maintained, and the OG clutch is segmented until the OG clutch is in a fully open state.
[0028] Optionally, after the step of switching the gear state corresponding to the OG clutch when the OG clutch is in the fully open state to update the current gear to the target gear, the method further includes:
[0029] The vehicle's speed is monitored;
[0030] When the driving speed reaches a preset speed threshold, the target engagement gear is determined, and the target clutch corresponding to the target engagement gear is subjected to preset engagement control.
[0031] Optionally, after the steps of determining the target engagement gear when the driving speed reaches a preset speed threshold and performing preset engagement control on the target clutch corresponding to the target engagement gear, the method further includes:
[0032] Obtain the speed difference between the target clutch and the vehicle's engine;
[0033] When the speed difference meets the preset speed condition, the engagement gear of the target clutch is obtained, and it is determined whether the engagement gear is the target engagement gear.
[0034] If so, obtain the engine torque, PI adjustment compensation torque, minimum torque for clutch engagement compensation, and engine torque coefficient;
[0035] Based on the engine torque, the PI adjustment compensation torque, the minimum torque of the clutch clamping compensation, and the engine torque coefficient, the torque of the target clutch under lock-up conditions is determined by a preset torque calculation formula in order to perform steady-state control of the target clutch.
[0036] The preset torque calculation formula is as follows:
[0037] T Lck =T e +T PISlp +max{T offset_min ,K×T e};
[0038] In the formula, T Lck T represents the torque of the target clutch during the lock-up condition. e T represents the engine torque. offset_min K is the minimum torque for clutch clamping compensation, and K is the engine torque coefficient.
[0039] Furthermore, to achieve the above objectives, the present invention also proposes a clutch coordination control device, the device comprising:
[0040] The gear position status acquisition module is used to acquire the gear position status corresponding to the target gear shift when the vehicle is in a low gear and under heavy braking driving condition.
[0041] The oil filling control module is used to perform preset oil filling control on the OC clutch corresponding to the target gear shift when the gear state is in the target gear state.
[0042] The torque interaction module is used to perform preset torque interaction processing on the OC clutch and the OG clutch corresponding to the current gear of the vehicle when the OC clutch is filled with oil.
[0043] The gear update module is used to switch the gear state corresponding to the OG clutch when the OG clutch is in the fully open state, so as to update the current gear to the target shift gear.
[0044] Furthermore, to achieve the above objectives, the present invention also proposes a clutch coordination control device, the device comprising: a memory, a processor, and a clutch coordination control program stored in the memory and executable on the processor, the clutch coordination control program being configured to implement the steps of the clutch coordination control method as described above.
[0045] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a clutch coordination control program, which, when executed by a processor, implements the steps of the clutch coordination control method described above.
[0046] This invention discloses a method for acquiring the gear state corresponding to a target gear shift when the vehicle is in a low-gear, heavy-braking driving condition; when the gear state is in the target gear state, performing preset oil filling control on the OC clutch corresponding to the target gear shift; when the OC clutch is fully filled, performing preset torque interaction processing on the OC clutch and the OG clutch corresponding to the vehicle's current gear; and when the OG clutch is fully open, switching the gear state corresponding to the OG clutch to update the current gear to the target gear shift; because this invention achieves this effect when the vehicle is in a low-gear, heavy-braking driving condition... Furthermore, when the target gear is in the desired gear position, the OC clutch is pre-filled with oil. Once the oil filling is complete, the OC and OG clutches undergo pre-set torque interaction processing. Finally, when the OG clutch is fully open, the OG clutch is switched to change the gear position, thus updating the vehicle from the current gear to the target gear. This solves the technical problem in existing technologies where slow gear changes due to hydraulic lag and driving requirements can easily lead to engine speed drops or even stalling due to untimely gear changes, thereby improving the driving experience. Attached Figure Description
[0047] Figure 1 This is a schematic diagram of the clutch coordination control device in the hardware operating environment involved in the embodiments of the present invention;
[0048] Figure 2 This is a flowchart illustrating the first embodiment of the clutch coordination control method of the present invention;
[0049] Figure 3 This is a flowchart illustrating the second embodiment of the clutch coordination control method of the present invention;
[0050] Figure 4 This is a flowchart illustrating the third embodiment of the clutch coordination control method of the present invention;
[0051] Figure 5 This is a structural block diagram of the first embodiment of the clutch coordination control device of the present invention.
[0052] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation
[0053] It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the invention.
[0054] Reference Figure 1 , Figure 1 This is a schematic diagram of the clutch coordination control device structure in the hardware operating environment involved in the embodiments of the present invention.
[0055] like Figure 1 As shown, the clutch coordination control device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen and an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be high-speed random access memory (RAM) or stable non-volatile memory (NVM), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.
[0056] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the clutch coordination control device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.
[0057] like Figure 1 As shown, the memory 1005, which serves as a storage medium, may include an operating system, a network communication module, a user interface module, and a clutch coordination control program.
[0058] exist Figure 1 In the clutch coordination control device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the clutch coordination control device of the present invention can be set in the clutch coordination control device. The clutch coordination control device calls the clutch coordination control program stored in the memory 1005 through the processor 1001 and executes the clutch coordination control method provided in the embodiment of the present invention.
[0059] This invention provides a clutch coordination control method, referring to... Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the clutch coordination control method of the present invention.
[0060] In this embodiment, the clutch coordination control method includes the following steps:
[0061] Step S10: When the vehicle is in a low gear and under heavy braking driving condition, obtain the gear status corresponding to the target gear shift position.
[0062] It should be noted that the execution subject of the method in this embodiment can be a clutch coordination control device for shifting gears in a vehicle equipped with a DCT automatic transmission, or other clutch coordination control system that includes such a clutch coordination control device and can achieve the same or similar functions. Here, the clutch coordination control method provided in this embodiment and the following embodiments will be specifically described using a clutch coordination control system (hereinafter referred to as the system).
[0063] It should be understood that the aforementioned vehicles can be those equipped with a DCT automatic transmission, and the aforementioned low-gear heavy braking driving condition refers to the operation of using engine braking to control vehicle speed when the vehicle is in a low gear. In practical applications, it is first necessary to identify whether the vehicle is in the aforementioned low-gear heavy braking driving condition. If the vehicle meets the preset conditions simultaneously, it indicates that the vehicle is currently in the low-gear heavy braking driving condition. The preset conditions include: brake pressure greater than 15 bar; actual gear less than or equal to 4th gear; accelerator pedal opening less than 1%; vehicle speed above 10 km / h; driver applying the brakes, and the acceleration of the transmission output shaft less than -6 rad / s^2, maintained for a certain period of time; engine speed lower than idle speed or the input shaft speed corresponding to the target gear less than 700 rpm; actual pressure of the odd-numbered clutch or even-numbered clutch (odd-numbered clutch and even-numbered clutch are the two clutches in the DCT) greater than the Tp point (reflecting the physical point of clutch hardware engagement); and the gear lever position is not in P or N gear.
[0064] It is understood that the aforementioned target gear shift can refer to the final gear shift for the vehicle, and this embodiment does not limit the specific gear shift.
[0065] It should be noted that the above gear position status refers to the position of the shift fork corresponding to the gear.
[0066] Furthermore, in order to switch the torque of the clutch corresponding to the vehicle's current gear, the above steps include: when the vehicle is in a low-gear heavy braking driving condition, determining whether the vehicle's current gear and the target gear shift are equal; if so, obtaining the initial torque of the OG clutch corresponding to the current gear, the engagement point torque of the OG clutch, the target timing time, and the target switching time for switching the initial torque to the engagement point torque; performing torque switching on the OG clutch based on the initial torque, the engagement point torque, the target timing time, and the target switching time; upon completion of the switching, detecting whether the vehicle's transmission has downshifted; if so, obtaining the gear status corresponding to the target gear shift.
[0067] It should be understood that the aforementioned current gear can be the gear that the vehicle is currently in.
[0068] It is understandable that the initial torque mentioned above can be the torque of the clutch (the OG clutch mentioned above) corresponding to the current gear of the vehicle when entering a low gear and heavy braking condition, where the OG clutch is the Offgoing clutch.
[0069] It should be noted that the engagement point is the aforementioned Tp point, and correspondingly, the engagement point torque can be the Tp point torque of the clutch corresponding to the current gear of the vehicle.
[0070] It should be understood that the aforementioned target timing time can be the timing time from the initial time of entering the low-gear heavy braking control logic to the current time.
[0071] It is understandable that the target switching time mentioned above can be the time it takes for the clutch torque corresponding to the current gear of the vehicle to switch from the current torque value to the target torque at point Tp.
[0072] It should be noted that the downshifting process described above refers to the operation of downshifting the gearbox. In practical applications, when the vehicle's transmission downshifts, the first step is to confirm the gear status of the target gear, i.e., whether the shift fork corresponding to the target gear is in position.
[0073] Furthermore, in order to obtain the current torque of the clutch corresponding to the current gear when the vehicle is shifting gears and to switch the torque of the clutch, the above steps of switching the torque of the OG clutch based on the initial torque, the engagement point torque, the target timing time, and the target switching time specifically include: determining the current torque of the OG clutch based on the initial torque, the engagement point torque, the target timing time, and the target switching time using a preset torque switching formula; and switching the torque of the OG clutch using the current torque.
[0074] The preset torque switching formula is as follows:
[0075]
[0076] In the formula, T offg For the current torque, T Offg_Ini For the initial torque, Tp Offg T is the torque at the connection point. Ct The time T is the time to measure the target. Rt The target switching time is [time].
[0077] In the specific implementation, the system first checks whether the vehicle's brake pressure, actual gear position, and accelerator pedal opening meet preset conditions to determine if the vehicle is currently in a low-gear heavy braking driving condition. This ensures that the low-gear heavy braking control logic is entered when the vehicle is in this condition. When the vehicle enters the low-gear heavy braking control logic, if the target gear shift is equal to the current gear, the clutch torque corresponding to the current gear needs to be changed from its current value to the clutch torque at point Tp within a certain time. This causes the engine to enter idle speed control, at which point... The system acquires the following data: the torque of the clutch corresponding to the vehicle's current gear when entering a low-gear heavy braking condition; the torque of the clutch at point Tp corresponding to the vehicle's current gear; the time elapsed from the initial time of entering the low-gear heavy braking control logic to the current time; and the time taken for the clutch corresponding to the vehicle's current gear to switch from its current torque value to the target torque at point Tp. Based on this data, the system performs torque switching on the clutch corresponding to the vehicle's current gear. When the torque switching of the clutch is completed, if the vehicle's transmission is detected to be downshifting, the system acquires the gear status corresponding to the target gear shift.
[0078] Step S20: When the gear position is in the target gear position, perform preset oil filling control on the OC clutch corresponding to the target gear shift.
[0079] It should be noted that the above target gear position status can be the shift fork position corresponding to the gear being in place.
[0080] It should be understood that the above-mentioned preset oil filling control can quickly and stably fill the clutch cavity with oil.
[0081] It should be noted that when the gear position is not in the target gear position, the target shift fork corresponding to the target gear shift position is subject to preset shift control, and the current torque is maintained during the shift process.
[0082] It should be understood that the aforementioned target shift fork is the shift fork corresponding to the target gear shift.
[0083] It is understandable that the aforementioned preset gear shift control can be used to control the corresponding clutch to shift gears via the aforementioned target shift fork.
[0084] It should be noted that due to the clearance between the gear shafts, NVH noise may occur probabilistically during gear shifting. NVH refers to noise, vibration, and harshness. To mitigate this, the OG clutch maintains torque at point Tp (i.e., the aforementioned current torque) during gear shifting, pre-tightening the gear shaft. The OC clutch remains open, i.e., T... offg =Tpoffg .
[0085] It should be understood that when the gear position is in the target gear position, i.e., the shift fork corresponding to the target gear shift is engaged and the clutch corresponding to the target gear shift is disengaged, the OC clutch needs to undergo the aforementioned preset oil filling control to fill its oil chamber with oil and reach the pressure value corresponding to point Tp. During this process, the torque of the OG clutch is maintained at the torque at point Tp, and the shaft vibration caused by the OC clutch during the oil filling process is reduced, i.e., T... offg =Tp offg T onc_End =Tp onc , among which, T Onc_End T is the torque at which the OC clutch completes filling. ponc The torque at point Tp of the OC clutch.
[0086] In practical implementation, when the vehicle's transmission downshifts, the first step is to confirm the gear position of the target gear shift, i.e., whether the shift fork corresponding to the target gear shift is in position. If the shift fork corresponding to the target gear shift is in position, the OC clutch corresponding to the target gear shift can be oil-filled. If the shift fork corresponding to the target gear shift is in position, the target shift fork corresponding to the target gear shift can be preset to engage. At the same time, in order to alleviate NVH noise problems during engagement, the OG clutch can be maintained at the Tp point torque during engagement, and the OC clutch can be kept open. When the target shift fork is engaged and the clutch corresponding to the target gear shift is open, the OC clutch is oil-filled. During the oil-filling process, the torque of the OG clutch is maintained at the Tp point torque.
[0087] Step S30: When the OC clutch is filled with oil, a preset torque interaction process is performed on the OC clutch and the OG clutch corresponding to the current gear of the vehicle.
[0088] It should be noted that the aforementioned preset torque interaction processing can be used to process the torque of the two clutches. In practical applications, after the OC clutch is pre-filled with oil, the torque interaction transmission between the clutches needs to begin.
[0089] Step S40: When the OG clutch is in the fully open state, switch the gear state corresponding to the OG clutch to update the current gear to the target shift gear.
[0090] It should be understood that the above fully open state can be the state of the OG clutch when the torque of the OG clutch is in the fully open position.
[0091] In practice, when the torque of the OG clutch is fully open, the shift fork corresponding to the OG clutch can be pushed from the gear position to the middle position (i.e., the middle position where the shift fork is not engaged) to reduce drag loss. In addition, the setting of the OC clutch corresponding to the target gear shift position is updated to the setting of the OG clutch to update the current gear position of the vehicle to the target gear shift position.
[0092] This embodiment discloses a method for acquiring the gear state corresponding to a target gear shift when the vehicle is in a low-gear, heavy-braking driving condition; when the gear state is in the target gear state, performing preset oil filling control on the OC clutch corresponding to the target gear shift; when the OC clutch is fully filled, performing preset torque interaction processing on the OC clutch and the OG clutch corresponding to the vehicle's current gear; and when the OG clutch is fully open, switching the gear state corresponding to the OG clutch to update the current gear to the target gear shift; because this embodiment achieves this when the vehicle is in a low-gear, heavy-braking driving condition... Furthermore, when the gear state corresponding to the target gear shift is in the target gear state, the OC clutch is pre-controlled to fill with oil. When the oil filling is complete, the OC clutch and OG clutch are pre-controlled to interact with each other with torque. Finally, when the OG clutch is fully open, the OG clutch is switched to change the gear state to update the vehicle from the current gear to the target gear shift. This solves the technical problem in the prior art where the gear shift is relatively slow due to hydraulic lag and driving requirements, which can easily lead to the engine speed dropping or even stalling due to untimely gear shifts, thereby improving the driving experience.
[0093] refer to Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the clutch coordination control method of the present invention.
[0094] Based on the first embodiment described above, in order to perform torque interaction when the OC clutch is fully charged, step S30 in this embodiment includes:
[0095] Step S301: When the OC clutch is filled with oil, maintain the current torque and the target torque of the OC clutch.
[0096] It should be noted that when the OC clutch is filled with oil, the torque transfer of the clutch needs to begin.
[0097] In practical implementation, when transmitting torque between the clutches, it is first necessary to maintain the Tp point torque of the OG clutch (i.e., the current torque mentioned above) and the Tp point torque of the OC clutch (i.e., the target torque mentioned above) until a certain time requirement is met. This process can stabilize the shaft system and bring the Tp point oil pressure of the OC clutch to a stable state. The calculation formula can be:
[0098] T offg =Tp offg , t Swap ≤T Hld ;
[0099] T Onc_End =Tp onc , t Swap ≤T Hld ;
[0100] in, tSwap The accumulated time for entering the preset torque interaction processing, T Hld The set time for maintaining the Tp point torque of the OG clutch and OC clutch during clutch torque interaction processing.
[0101] Step S302: When the holding time reaches the preset holding time, continue to hold the target torque, and perform segmented processing on the OG clutch until the OG clutch is in a fully open state.
[0102] It should be understood that the aforementioned preset holding time is the set time for maintaining the Tp point torque of the OG clutch and OC clutch in the aforementioned torque interaction process.
[0103] It is understandable that the above segmented processing can be divided into two segments based on the target torque value of the OG clutch until the OG clutch is in a fully open state.
[0104] In the specific implementation, after maintaining the torque at point Tp of both the OG and OC clutches for a set time, the torque value of the OC clutch is maintained at point Tp. The OG clutch is then divided into two stages according to its target torque value until it is fully open. Due to the clutch return spring and frictional resistance, there is a delay in the opening process. Furthermore, full opening requires reducing the clutch pressure to 0 Bar, not the clutch position corresponding to a torque of 0 Nm. Therefore, the OG clutch first opens at a fixed slope to the position corresponding to the target torque of 0 Nm, and then from 0 Nm to the fully open position within a certain time. The torque calculation formula for the OG clutch during this process is as follows:
[0105]
[0106] T Onc_End =Tp onc ;
[0107] In the formula, Delta is the target torque value corresponding to the OG clutch mentioned above, and T poffg_Z1 The target torque corresponding to the OG clutch at the previous moment is the value of the decrease in the clutch during each operating cycle, T. Ct ′ represents the timing time, T Rt′ represents the target time for the OG clutch to fully open, and T represents the time when the clutch reaches the fully open state. poffg_Open The target torque value for the corresponding clutch to fully open is usually set to a virtual value of -100 Nm. The purpose is to allow the clutch to fully open within a certain time and to ensure controllability. The specific value can be set according to the clutch characteristics and the software algorithm.
[0108] This embodiment maintains the Tp torque of both the OG and OC clutches when the OC clutch is fully filled with oil. When the holding time reaches the preset holding time, the Tp torque of the OC clutch is maintained, and the OG clutch is segmented until it is fully open. This simplifies the torque interaction stage during vehicle gear shifting and improves shift quality.
[0109] refer to Figure 4 , Figure 4 This is a flowchart illustrating the third embodiment of the clutch coordination control method of the present invention.
[0110] Based on the above embodiments, in order to quickly engage the gear and smoothly start the vehicle when the driver disengages from a low gear and applies heavy braking, in this embodiment, after step S40, the method further includes:
[0111] Step S50: Monitor the vehicle's speed.
[0112] It should be noted that the above-mentioned driving speed refers to the vehicle's speed during operation. In practical applications, when the vehicle is in a low-gear heavy braking driving condition, the vehicle's driving speed and the driver's accelerator pedal opening can be monitored in real time. When the driver's accelerator pedal opening is greater than 1% or the vehicle's driving speed is less than 10 km / h, the low-gear heavy braking control logic can be disengaged. If the low-gear heavy braking control logic is disengaged due to the driver's accelerator pedal opening being greater than 1%, step S60 is executed. If the low-gear heavy braking control logic is disengaged due to the vehicle's driving speed being less than 10 km / h, normal gear shifting control can be performed. When the vehicle enters a low-speed state, the clutch is in a slip control state to prevent the engine speed from dropping.
[0113] Step S60: When the driving speed reaches the preset speed threshold, determine the target engagement gear and perform preset engagement control on the target clutch corresponding to the target engagement gear.
[0114] It should be understood that the aforementioned preset speed threshold can be a pre-set speed threshold for exiting the low-gear heavy braking control logic. In this embodiment, the preset speed threshold can be set to 10 km / h.
[0115] It is understandable that the above-mentioned target combined with the gear can be the new final gear to be switched after the low gear heavy braking control logic is disengaged when the driving speed reaches the preset speed threshold.
[0116] It should be noted that the above-mentioned preset engagement control can be used to control the engagement of the clutch.
[0117] In practical implementation, when the low-gear heavy braking control logic is disengaged due to the driver's accelerator pedal opening being greater than 1%, it is first necessary to determine the combination relationship between the current target engagement gear and the available gears. Based on the idea of the low-gear heavy braking control strategy, it can be ensured that at least one gear is in position and the transmitted torque is at point Tp. When the shift fork position corresponding to the new target engagement gear is already in position, the clutch corresponding to the target engagement gear is engaged, and engagement control is performed on the clutch corresponding to that gear. When the new target engagement gear is not in the gear corresponding to the current shift fork, if the gears corresponding to two shift forks on the two input shafts are in position, the low gear on the two input shafts is selected for clutch engagement control. If the gear corresponding to only one shift fork on the two input shafts is in position, engagement control is performed on the clutch corresponding to that gear. After identifying the target clutch corresponding to the gear to be engaged, preset engagement control is applied to that target clutch. This is divided into two cases based on the clutch's state: when the target clutch is fully disengaged, pre-filling control is required to fill the hydraulic chamber with oil; when the torque of the target clutch is already controlled near the Tp point, clutch speed regulation engagement control is directly applied. The algorithm for speed regulation engagement control is as follows:
[0118] T Onc =T e +T PISlp -sgn(N e -N offg )×T offg ;
[0119] Among them, T e T represents the actual torque of the engine. PISlp This is the torque compensation value for PI adjustment based on the difference between the input shaft speed corresponding to the target gear and the engine speed. `sgn` is a symbol definition; when the engine speed is above the OG clutch input shaft, this value is 1, otherwise it is -1. N e N is the engine speed. offg This refers to the speed of the clutch.
[0120] When the target clutch corresponding to the target engagement gear is engaged, the other clutch is fully open. If it is in Tp torque state when exiting the low-gear heavy braking control algorithm, it needs to be controlled to fully open within a set time. When the absolute value of the speed difference between the selected gear's clutch and the engine is less than the set value of 50 rpm, clutch engagement is completed, and the vehicle enters the steady-state driving phase. During clutch engagement, if the selected target engagement gear is inconsistent with the target gear, when the clutch corresponding to the target gear is fully open, the drive fork engages the driver's target gear. This optimizes gear selection during start-up, ensuring starting power.
[0121] Furthermore, in order to control the clutch in a steady state after the vehicle switches to the target engagement gear, after step S60, the method further includes: obtaining the speed difference between the target clutch and the vehicle's engine; when the speed difference meets a preset speed condition, obtaining the engagement gear of the target clutch and determining whether the engagement gear is the target engagement gear; if so, obtaining the engine torque, PI adjustment compensation torque, minimum clutch clamping compensation torque, and engine torque coefficient; based on the engine torque, the PI adjustment compensation torque, the minimum clutch clamping compensation torque, and the engine torque coefficient, determining the torque of the target clutch in the lock-up condition using a preset torque calculation formula, so as to perform steady-state control of the target clutch;
[0122] The preset torque calculation formula is as follows:
[0123] T Lck =T e +T PISlp +max{T offset_min ,K×T e};
[0124] In the formula, T Lck T represents the torque of the target clutch during the lock-up condition. e T represents the engine torque. offset_min K is the minimum torque for clutch clamping compensation, and K is the engine torque coefficient.
[0125] It should be noted that the aforementioned preset speed condition can be a pre-set condition that the speed difference between the target clutch and the engine must meet to ensure full clutch engagement. In practical applications, when the absolute value of the speed difference between the target clutch and the engine is less than the set speed difference threshold, the target clutch engages and enters the steady-state driving phase. In this embodiment, the speed difference threshold can be set to 50 rpm.
[0126] In practical implementation, if the aforementioned engagement gear is the target engagement gear, the clutch torque under lock-up conditions is calculated as engine torque plus PI-calculated torque plus the compensation value Offset during lock-up. The P-term torque is calculated by multiplying the current speed difference (minus the target speed difference of 3 rpm, set as a calibrable parameter) by a P-term coefficient, and the I-term torque is calculated by multiplying the current speed difference (minus the target speed difference of 3 rpm, set as a calibrable parameter) by an I-term coefficient and then performing discrete integration. The Offset is the maximum value obtained by multiplying the set minimum compensation value by the engine torque and the coefficient. Therefore, the engine torque, PI-adjusted compensation torque, minimum clutch clamping compensation torque, and engine torque coefficient can be obtained. The torque of the target clutch under lock-up conditions can then be obtained using the aforementioned preset torque calculation formula, thereby achieving steady-state control of the target clutch. Furthermore, if the aforementioned engagement gear is not the driver's target gear, the upshifting / downshifting can be divided into four modes based on the driver's operating conditions: power upshifting, non-power upshifting, power downshifting, and non-power downshifting. The clutch and shift fork gears are controlled in each of these four modes.
[0127] This embodiment monitors the vehicle's speed and, when the speed reaches a preset threshold, performs preset engagement control on the target clutch corresponding to the target engagement gear. This allows for rapid gear engagement and smooth vehicle start-up when the driver disengages from a low gear and applies heavy braking. Simultaneously, when the speed difference between the target clutch and the vehicle's engine meets a preset speed condition, it determines whether the target clutch's engagement gear is the target engagement gear. If so, based on engine torque, PI adjustment compensation torque, minimum clutch pressure compensation torque, and engine torque coefficient, a preset torque calculation formula is used to determine the target clutch torque under lock-up conditions. This allows for steady-state control of the target clutch, enabling optimized gear selection during start-up and ensuring starting power.
[0128] Furthermore, embodiments of the present invention also propose a storage medium storing a clutch coordination control program, which, when executed by a processor, implements the steps of the clutch coordination control method described above.
[0129] Reference Figure 5 , Figure 5 This is a structural block diagram of the first embodiment of the clutch coordination control device of the present invention.
[0130] like Figure 5 As shown, the clutch coordination control device proposed in this embodiment of the invention includes:
[0131] The gear position status acquisition module 501 is used to acquire the gear position status corresponding to the target gear shift when the vehicle is in a low gear heavy braking driving condition.
[0132] The oil filling control module 502 is used to perform preset oil filling control on the OC clutch corresponding to the target gear shift when the gear state is in the target gear state.
[0133] The torque interaction module 503 is used to perform preset torque interaction processing on the OC clutch and the OG clutch corresponding to the current gear of the vehicle when the OC clutch is filled with oil.
[0134] The gear update module 504 is used to switch the gear state corresponding to the OG clutch when the OG clutch is in the fully open state, so as to update the current gear to the target shift gear.
[0135] This embodiment of the clutch coordination control device discloses that when the vehicle is in a low-gear heavy braking driving condition, it acquires the gear state corresponding to the target gear shift; when the gear state is in the target gear state, it performs preset oil filling control on the OC clutch corresponding to the target gear shift; when the OC clutch is fully oiled, it performs preset torque interaction processing on the OC clutch and the OG clutch corresponding to the current gear of the vehicle; when the OG clutch is in the fully open state, it switches the gear state corresponding to the OG clutch to update the current gear to the target gear shift; because this embodiment achieves this by acquiring the gear state corresponding to the target gear shift when the vehicle is in a low-gear heavy braking driving condition; when the OG clutch is in the fully open state, it switches the gear state corresponding to the OG clutch to update the current gear to the target gear shift; because this embodiment achieves this by acquiring the gear state corresponding to the target gear shift when the vehicle is in a low-gear heavy braking driving condition. When the vehicle is in dynamic driving condition and the gear corresponding to the target gear is in the target gear state, the OC clutch is pre-controlled to fill with oil. When the oil filling is complete, the OC clutch and OG clutch are pre-controlled to interact with each other with torque. Finally, when the OG clutch is fully open, the OG clutch is switched to change the gear state to update the vehicle from the current gear to the target gear. This solves the technical problem in the prior art that the gear shift is relatively slow due to hydraulic lag and driving requirements, which can easily lead to the engine speed dropping or even stalling due to untimely gear changes, thereby improving the driving experience.
[0136] Other embodiments or specific implementations of the clutch coordination control device of the present invention can be referred to the above-described method embodiments, and will not be repeated here.
[0137] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.
[0138] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.
[0139] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory / random access memory, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.
[0140] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.
Claims
1. A clutch coordination control method, characterized in that, The clutch coordination control method includes: When the vehicle is in a low-gear, heavy braking driving condition, obtain the gear status corresponding to the target gear shift position; When the gear position is in the target gear position, the OC clutch corresponding to the target gear shift is subject to preset oil filling control. When the OC clutch is filled with oil, a preset torque interaction process is performed on the OC clutch and the OG clutch corresponding to the current gear of the vehicle. When the OG clutch is in the fully open state, the gear state corresponding to the OG clutch is switched to update the current gear to the target shift gear. After the step of switching the gear state corresponding to the OG clutch when the OG clutch is in the fully open state to update the current gear to the target gear, the method further includes: The vehicle's speed is monitored; Obtain the speed difference between the target clutch and the vehicle's engine; When the speed difference meets the preset speed condition, the engagement gear of the target clutch is obtained, and it is determined whether the engagement gear is the target engagement gear. The preset speed condition is the condition that the speed difference between the target clutch and the engine needs to meet in order to make the clutch fully engage. If so, obtain the engine torque, PI adjustment compensation torque, minimum torque for clutch engagement compensation, and engine torque coefficient; Based on the engine torque, the PI adjustment compensation torque, the minimum torque of the clutch clamping compensation, and the engine torque coefficient, the torque of the target clutch under lock-up conditions is determined by a preset torque calculation formula in order to perform steady-state control of the target clutch. The preset torque calculation formula is as follows: In the formula, The torque of the target clutch during the lock-up condition. The engine torque is [value missing]. The minimum torque required for clutch clamping compensation. The torque coefficient of the engine is denoted as .
2. The clutch coordination control method as described in claim 1, characterized in that, The step of obtaining the gear state corresponding to the target gear shift when the vehicle is in a low-gear heavy braking driving condition includes: When the vehicle is in a low gear and under heavy braking, determine whether the vehicle's current gear and the target gear to be changed are equal; If so, then obtain the initial torque of the OG clutch corresponding to the current gear, the engagement torque of the OG clutch, the target timing time, and the target switching time to switch the initial torque to the engagement torque; The OG clutch is torque-switched based on the initial torque, the engagement point torque, the target timing time, and the target switching time. Upon completion of the shift, it is detected whether the vehicle's transmission has downshifted. If so, obtain the gear status corresponding to the target gear shift.
3. The clutch coordination control method as described in claim 2, characterized in that, The step of switching the torque of the OG clutch based on the initial torque, the engagement point torque, the target timing time, and the target switching time includes: Based on the initial torque, the engagement point torque, the target timing time, and the target switching time, the current torque of the OG clutch is determined by a preset torque switching formula; The OG clutch is switched based on the current torque. The preset torque switching formula is as follows: In the formula, T offg For the current torque, T Offg_Ini For the initial torque, Tp Offg The torque at the connection point, The timer is set for the target. The target switching time is [time].
4. The clutch coordination control method as described in claim 3, characterized in that, After the step of obtaining the gear state corresponding to the target gear shift when the vehicle is in a low-gear heavy braking driving condition, the method further includes: When the gear position is not in the target gear position, the target shift fork corresponding to the target gear shift position is subject to preset shift control, and the current torque is maintained during the shift process.
5. The clutch coordination control method as described in claim 3, characterized in that, The step of performing preset torque interaction processing on the OC clutch and the OG clutch corresponding to the current gear of the vehicle when the OC clutch is filled with oil includes: When the OC clutch is fully charged, the current torque and the target torque of the OC clutch are maintained. When the holding time reaches the preset holding time, the target torque continues to be maintained, and the OG clutch is segmented until the OG clutch is in a fully open state.
6. A clutch coordination control device, characterized in that, The device includes: The gear position status acquisition module is used to acquire the gear position status corresponding to the target gear shift when the vehicle is in a low gear and under heavy braking driving condition. The oil filling control module is used to perform preset oil filling control on the OC clutch corresponding to the target gear shift when the gear state is in the target gear state. The torque interaction module is used to perform preset torque interaction processing on the OC clutch and the OG clutch corresponding to the current gear of the vehicle when the OC clutch is filled with oil. The gear update module is used to switch the gear state corresponding to the OG clutch when the OG clutch is in the fully open state, so as to update the current gear to the target shift gear. The gear update module is also used to monitor the vehicle's driving speed; obtain the speed difference between the target clutch and the vehicle's engine; when the speed difference meets a preset speed condition, obtain the engagement gear of the target clutch and determine whether the engagement gear is the target engagement gear, wherein the preset speed condition is the condition that the speed difference between the target clutch and the engine must meet to fully engage the clutch; if so, obtain the engine torque, PI adjustment compensation torque, minimum clutch clamping compensation torque, and engine torque coefficient; based on the engine torque, the PI adjustment compensation torque, the minimum clutch clamping compensation torque, and the engine torque coefficient, determine the torque of the target clutch in the lock-up condition using a preset torque calculation formula to perform steady-state control of the target clutch; wherein the preset torque calculation formula is: In the formula, The torque of the target clutch during the lock-up condition. The engine torque is [value missing]. The minimum torque required for clutch clamping compensation. The torque coefficient of the engine is denoted as .
7. A clutch coordination control device, characterized in that, The device includes: a memory, a processor, and a clutch coordination control program stored in the memory and executable on the processor, the clutch coordination control being configured to implement the steps of the clutch coordination control method as described in any one of claims 1 to 5.
8. A storage medium, characterized in that, The storage medium stores a clutch coordination control program, which, when executed by a processor, implements the steps of the clutch coordination control method as described in any one of claims 1 to 5.