Method and system for controlling torque compensation of hydraulic torque converter

Abstract

The present invention discloses a method and system for controlling torque compensation in a torque converter, comprising: obtaining turbine speed, engine speed, and vehicle speed information of the torque converter; calculating the speed ratio between the turbine speed and the engine speed; and comparing the vehicle speed information with a set threshold. If the vehicle speed is less than the threshold, a first compensation coefficient is obtained using a first calibration curve based on the speed ratio; and an output torque value is calculated using the first compensation coefficient. If the vehicle speed is greater than the threshold, a second compensation coefficient is obtained using a second calibration curve based on the speed ratio; and an output torque value is calculated using the second compensation coefficient. Under the same speed ratio, the first compensation coefficient is greater than the second compensation coefficient. The present invention compensates for output torque by setting different compensation coefficients for different vehicle states, whether the vehicle is stationary or in motion.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a method and system for controlling torque compensation of a hydraulic torque converter. Background Art

[0002] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

[0003] The torque converter is a crucial component of automotive powertrains, consisting of three basic components: a rotating pump and turbine, and a stationary stator. Installed between the engine and transmission, the torque converter not only transmits torque but also automatically varies the output torque as the turbine speed changes, while maintaining constant pump torque.

[0004] In the prior art, the torque output by the engine is determined based on the turbine-to-engine speed ratio. Since the engine responds slowly to rapidly changing torque demands, at the same turbine-to-engine speed ratio, in order to provide a good driving experience both when the vehicle is in static gear and while driving, the torque required when the vehicle is in static gear is often greater than the torque required when the vehicle is driving normally.

[0005] Traditional torque output methods don't differentiate between different driving conditions. The engine's torque output is essentially the same when the vehicle is in gear and in normal driving. This can cause a driver to be shocked by the engine speed drop when the vehicle is in gear, or experience vehicle jerkiness during normal driving due to gear changes, impacting the driving experience. Summary of the Invention

[0006] In order to solve the above problems, the present invention proposes a method and system for controlling the torque compensation of a torque converter, which can prevent the driver from feeling any unpleasant sensations such as impact or a significant drop in engine speed when the vehicle is started; and at the same time, avoid vibration when the vehicle is driving.

[0007] In a first aspect, the present invention discloses a method for controlling a torque converter to compensate for torque, comprising:

[0008] Obtain turbine speed of the torque converter, engine speed and vehicle speed information; calculate the speed ratio of the turbine speed to the engine speed;

[0009] Compare the vehicle speed information with the set threshold:

[0010] If the vehicle speed is less than the threshold, a first compensation coefficient is obtained using a first calibration curve based on the speed ratio; and an output torque value is calculated using the first compensation coefficient;

[0011] If the vehicle speed is greater than the threshold, a second compensation coefficient is obtained using a second calibration curve based on the speed ratio; and an output torque value is calculated using the second compensation coefficient;

[0012] At the same speed ratio, the first compensation coefficient is greater than the second compensation coefficient.

[0013] In a second aspect, the present invention discloses a system for controlling a torque converter to compensate for torque, comprising:

[0014] A data acquisition module is used to obtain turbine speed of the torque converter, engine speed and vehicle speed information; and calculate the speed ratio between the turbine speed and the engine speed;

[0015] The speed comparison module is used to compare the vehicle speed information with the set threshold:

[0016] The torque output module is configured to obtain a first compensation coefficient using a first calibration curve based on the speed ratio when the vehicle speed is less than the threshold value; and calculate an output torque value using the first compensation coefficient; and obtain a second compensation coefficient using a second calibration curve based on the speed ratio when the vehicle speed is greater than the threshold value; and calculate an output torque value using the second compensation coefficient; at the same speed ratio, the first compensation coefficient is greater than the second compensation coefficient.

[0017] In a third aspect, the present invention discloses a terminal device comprising a processor and a memory, wherein the processor is used to implement instructions; the memory is used to store a plurality of instructions, wherein the instructions are suitable for being loaded by the processor and executing the above-mentioned method for controlling the torque compensation torque of the torque converter.

[0018] In a fourth aspect, the present invention discloses a computer-readable storage medium storing a plurality of instructions, wherein the instructions are suitable for being loaded and executed by a processor of a terminal device to perform the above-mentioned method of controlling the torque compensation torque of a torque converter.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] (1) The present invention compensates for the output torque by setting different compensation coefficients when the vehicle is stationary and in different states during operation. When the vehicle is in static gear, the torque compensation can compensate for the large load caused by the rigid engagement of the torque converter, so that the driver will not feel the impact and the obvious drop in engine speed and other bad driving experience; when the vehicle is driving, the torque compensation can avoid the vehicle shaking caused by excessive torque.

[0021] Other features and advantages of additional aspects of the present invention will be given in part in the following description and in part will be obvious from the following description or learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 Schematic diagram of a method for controlling torque compensation of a hydraulic torque converter according to an embodiment of the present invention;

[0023] Figure 2 This is a control logic diagram for controlling the torque compensation of the torque converter in an embodiment of the present invention. DETAILED DESCRIPTION

[0024] It should be noted that the following detailed description is illustrative and is intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used in the present invention have the same meaning as commonly understood by those skilled in the art to which the present application belongs.

[0025] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0026] Example 1

[0027] In one or more embodiments, a method for controlling a torque converter compensation torque is disclosed, in combination with Figure 1 and Figure 2 , specifically including the following process:

[0028] (1) Obtaining turbine speed of the torque converter, engine speed, and vehicle speed information; calculating the speed ratio between the turbine speed and the engine speed;

[0029] (2) Compare the vehicle speed information with a set threshold. In this embodiment, the threshold is selected in the range of 1-2 km / h.

[0030] ① If the vehicle speed is less than the threshold, it means that the vehicle is at a standstill. When the vehicle is statically shifted from P or N to D or R, based on the current speed ratio, the first compensation coefficient corresponding to the current speed ratio is obtained by checking the first calibration curve cur1; the torque value output after compensation is calculated by using the first compensation coefficient, the square of the engine speed, and the product of the torque characteristic parameter of the torque converter; the torque characteristic coefficient of the torque converter is known and will be marked by the manufacturer. For example, a torque converter with MP2000=181Nm has a torque characteristic coefficient=181 / (2000*2000).

[0031] At this time, when the vehicle is stationary and in gear, the first compensation coefficient can be used to compensate for the engine torque when the torque converter load increases. By appropriately increasing the torque, it can play a role similar to pre-loading at the current speed ratio to compensate for the large load brought by the torque converter's rigid engagement. This can well ensure the smooth operation of the engine speed, improve the comfort of static gear shifting, and reduce the impact.

[0032] In this embodiment, the abscissa of the first calibration curve cur1 is the ratio of the turbine speed to the engine speed, and the ordinate is the first compensation coefficient. The first calibration curve cur1 is calibrated based on the principle of ensuring stable engine operation without pit stops or overshoot when the vehicle is in a static gear. The specific calibration process is as follows:

[0033] At different times, locations and scenarios, various operating condition experiments were conducted in normal idle mode, including switching from P to D, N to D, P to R, N to R, D to R, and R to D. The test data for each time was collected, and the engine speed change curve and the engine torque change curve were analyzed. If the engine speed drops, the first compensation coefficient under the speed ratio and the speed ratio of the previous moment is increased, and the torque will increase; if the engine speed goes up, the first compensation coefficient under the speed ratio and the speed ratio of the previous moment is decreased. The test was repeated; finally, the first compensation coefficient was obtained so that the engine speed has no obvious increase or decrease and the whole vehicle has no impact.

[0034] In this embodiment, the resulting first compensation coefficient is a relatively smooth gradient from 1 to 0 corresponding to different speed ratios. That is, the first compensation coefficient changes slowly and steadily with the speed ratio, with the maximum change in the compensation coefficients not exceeding 0.4 for every 0.1 increase in the speed ratio. A larger compensation coefficient value results in a greater compensated torque value, enabling earlier compensation of the engine's operating torque.

[0035] Table 1 shows the numerical results of the actual vehicle calibration of a certain model when the vehicle is statically engaged in gear.

[0036] Table 1

[0037]

[0038] ② If the vehicle speed is greater than the threshold, it means that the vehicle is in motion and the friction between the engine and the torque converter is relatively small. At this time, the output torque cannot be too large. If it is too large, in special circumstances such as turning around on the spot, braking while turning, or braking while driving in a straight line, the torque accuracy will be reduced, which may easily cause vehicle shaking.

[0039] Based on the speed ratio, the second compensation coefficient corresponding to the current speed ratio is obtained by checking the second calibration curve cur2; the torque value output after compensation is calculated by using the product of the second compensation coefficient, the square of the engine speed, and the torque characteristic parameter of the torque converter; at the same speed ratio, the first compensation coefficient is greater than the second compensation coefficient.

[0040] In this embodiment, the vehicle has a speed when turning, turning in place, braking while turning, or braking while driving in a straight line. At the same time, there is a relative friction between the turbine speed and the engine speed. The output torque is compensated by the second compensation coefficient. Under the same speed ratio, the second compensation coefficient is smaller and more realistic. This can make the torque accuracy more precise and the engine control more stable. In particular, the engine will not shake when creeping with the brakes on, cornering with the brakes on, and cornering without the brakes on.

[0041] The abscissa of the second calibration curve cur2 is the speed ratio of the turbine speed to the engine speed, and the ordinate is the second compensation coefficient. The second calibration curve cur2 is obtained by calibration during driving of an actual vehicle. The specific calibration process is as follows:

[0042] At different times, locations and scenarios, various working condition experiments were conducted, including turning on the air conditioner, steering, turning on sensitive loads (headlights, turn signals, etc.), lightly pressing the brakes but not stopping the vehicle, etc., while the vehicle was driving. The test data for each time was collected, and the engine speed change curve and the engine torque change curve were analyzed. If the engine speed drops, the second compensation coefficient under the speed ratio and the speed ratio of the previous moment is increased, and the torque will increase. If the engine speed goes up, the second compensation coefficient under the speed ratio and the speed ratio of the previous moment is decreased. If the engine speed fluctuates, the torque needs to be reduced. Repeated tests are carried out to ensure that the engine does not shake or rush up and down under any combination of conditions. Finally, the second compensation coefficient is obtained.

[0043] In this embodiment, the second compensation coefficient is a small, smooth transition value from 1 to 0 corresponding to different speed ratios. That is, the second compensation coefficient has a large change trend with the speed ratio. For every 0.1 increase in the speed ratio, the maximum change in the front and rear compensation coefficients exceeds 0.5. Table 2 shows the numerical results of the actual vehicle calibration of a certain model when it is in driving state.

[0044] Table 2

[0045]

[0046] This embodiment uses a method of compensating output torque according to different vehicle states. When the vehicle is in static gear, torque compensation can compensate for the large load caused by the rigid engagement of the torque converter, so that the driver will not feel any impact or noticeable drop in engine speed, which is a bad driving experience. During vehicle driving, torque compensation can avoid vehicle shaking caused by excessive torque.

[0047] Example 2

[0048] In one or more embodiments, a system for controlling compensatory torque of a torque converter is disclosed, comprising:

[0049] A data acquisition module is used to obtain turbine speed of the torque converter, engine speed and vehicle speed information; and calculate the speed ratio between the turbine speed and the engine speed;

[0050] The speed comparison module is used to compare the vehicle speed information with the set threshold:

[0051] The torque output module is configured to obtain a first compensation coefficient using a first calibration curve based on the speed ratio when the vehicle speed is less than the threshold value; and calculate an output torque value using the first compensation coefficient; and obtain a second compensation coefficient using a second calibration curve based on the speed ratio when the vehicle speed is greater than the threshold value; and calculate an output torque value using the second compensation coefficient; at the same speed ratio, the first compensation coefficient is greater than the second compensation coefficient.

[0052] It should be noted that the specific implementation of each of the above modules has been described in detail in Example 1 and will not be described in detail here.

[0053] Example 3

[0054] In one or more embodiments, a terminal device is disclosed, including a server. The server includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the method for controlling the torque converter compensation torque of Example 1 is implemented. For the sake of brevity, detailed description is omitted here.

[0055] It should be understood that in this embodiment, the processor may be a central processing unit (CPU), or may be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), off-the-shelf field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc.

[0056] The memory may include a read-only memory and a random access memory, and provides instructions and data to the processor. A portion of the memory may also include a non-volatile random access memory. For example, the memory may also store information about the device type.

[0057] During implementation, each step of the above method may be completed by an integrated logic circuit of hardware in a processor or by instructions in the form of software.

[0058] Example 4

[0059] In one or more embodiments, a computer-readable storage medium is disclosed, in which a plurality of instructions are stored. The instructions are suitable for being loaded and executed by a processor of a terminal device to perform the method for controlling the torque compensation torque of a torque converter described in the first embodiment.

[0060] Although the above describes the specific embodiments of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without any creative work are still within the scope of protection of the present invention.

Claims

1. A method for controlling the compensation torque of a torque converter, characterized in that: include: Obtaining torque converter turbine speed, engine speed, and vehicle speed information; Calculate the speed ratio of turbine speed to engine speed; Compare the vehicle speed information with the set threshold: If the vehicle speed is less than the threshold, a first compensation coefficient is obtained based on the speed ratio using a first calibration curve; and an output torque value is calculated using the first compensation coefficient; If the vehicle speed is greater than the threshold, a second compensation coefficient is obtained using a second calibration curve based on the speed ratio; and an output torque value is calculated using the second compensation coefficient; At the same speed ratio, the first compensation coefficient is greater than the second compensation coefficient.

2. The method for controlling the torque compensation of a hydraulic torque converter according to claim 1, wherein: The horizontal axis of the first calibration curve is the speed ratio of the turbine speed to the engine speed, and the vertical axis is the first compensation coefficient; the first calibration curve is calibrated by the actual vehicle when it is in static gear; the first compensation coefficient is a gradual value with a large smooth transition from 1 to 0 corresponding to different speed ratios.

3. The method for controlling the torque compensation of a hydraulic torque converter according to claim 1, wherein: The horizontal axis of the second calibration curve is the speed ratio of the turbine speed to the engine speed, and the vertical axis is the second compensation coefficient; the second calibration curve is obtained by calibrating the actual vehicle during driving; the second compensation coefficient is a gradual value with a small smooth transition from 1 to 0 corresponding to different speed ratios.

4. The method for controlling the torque compensation of a hydraulic torque converter according to claim 1, wherein: The output torque value is calculated using the first compensation coefficient, specifically: The output torque value is equal to the product of the first compensation coefficient, the square of the engine speed, and the characteristic parameter of the torque converter.

5. The method for controlling the torque compensation of a hydraulic torque converter according to claim 1, wherein: The output torque value is calculated using the second compensation coefficient, specifically: The output torque value is equal to the product of the second compensation coefficient, the square of the engine speed, and the characteristic parameter of the torque converter.

6. The method for controlling the compensation torque of a hydraulic torque converter according to claim 1, characterized in that: The threshold value ranges from 1 to 2 km / h.

7. A system for controlling the compensation torque of a hydraulic torque converter, characterized in that: include: A data acquisition module for acquiring turbine speed of the torque converter, engine speed and vehicle speed information; Calculate the speed ratio of turbine speed to engine speed; The speed comparison module is used to compare the vehicle speed information with the set threshold: a torque output module, configured to obtain a first compensation coefficient based on the speed ratio and using a first calibration curve when the vehicle speed is less than the threshold; and calculate an output torque value using the first compensation coefficient; When the vehicle speed is greater than the threshold, based on the speed ratio, a second compensation coefficient is obtained using a second calibration curve; and an output torque value is calculated using the second compensation coefficient; At the same speed ratio, the first compensation coefficient is greater than the second compensation coefficient.

8. A terminal device comprising a processor and a memory, wherein the processor is used to implement instructions; the memory is used to store multiple instructions, characterized in that: The instructions are suitable for being loaded by a processor and executing the method for controlling the torque compensation of a torque converter according to any one of claims 1 to 6.

9. A computer-readable storage medium storing a plurality of instructions, characterized in that: The instructions are suitable for being loaded by a processor of a terminal device and executing the method for controlling the torque compensation torque of a torque converter according to any one of claims 1 to 6.

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