A vehicle torque reversal control method, apparatus, system, and medium

Abstract

This application provides a vehicle torque reversing control method, device, system, and medium. When the vehicle is in a torque reversing condition, it is determined that the vehicle is in a static shifting condition. When the vehicle is in a static shifting condition, and the current gear clutch is locked, the speed difference of the current gear clutch and the rate of change of the turbine speed are determined. If the speed difference of the current gear clutch is less than a first threshold and the rate of change of the turbine speed is less than a second threshold, the pre-charge target of the target gear clutch is set below the half-engagement point. If the speed difference of the current gear clutch is greater than a third threshold, the pre-charge target is set at the half-engagement point to pre-charge the target gear clutch. This strategy of first setting the pre-charge target below the half-engagement point and then updating the pre-charge target to the half-engagement point avoids the shock caused by simultaneous torque transmission from the current gear clutch and the target gear clutch, shortens the shifting time, and improves the user's driving experience.

Description

Technical Field

[0001] This application relates to the field of computer technology, and in particular to a method, apparatus, system and medium for controlling vehicle torque commutation. Background Technology

[0002] Currently, when the vehicle is in torque reversal mode (the driver moves the lever through DNR or RND gears in sequence), where D is the forward gear, R is the reverse gear, and N is neutral, the direction of the torque transmitted by the starting clutch changes in a very short time. At the same time, there are gaps between the various components of the transmission chain. When the direction of the transmitted torque changes, a shock will be generated at the moment the gaps are eliminated.

[0003] In the torque reversal conditions described above, when the driver shifts the lever to D or R, if the clutch is pre-charged immediately, a shock may occur. If the clutch waits for a period of time before pre-charging, the shifting time will be longer, affecting the driving experience. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a vehicle torque reversal control method, device, system and medium that can avoid the shock caused by the simultaneous transmission of torque by the current gear clutch and the target gear clutch, and also shorten the shift time and improve the user's driving experience.

[0005] This summary section is provided to briefly introduce the concepts, which will be described in detail in the detailed description section below. This summary section is not intended to identify key or essential features of the claimed technical solution, nor is it intended to limit the scope of the claimed technical solution.

[0006] To achieve the above objectives, this application provides the following technical solution:

[0007] In a first aspect, embodiments of this application provide a vehicle torque commutation control method, including:

[0008] When the vehicle is in torque reversal mode, acquire the accelerator pedal opening, brake switch signal and vehicle speed;

[0009] When the accelerator pedal opening is 0, the brake switch signal is set, and the vehicle speed is 0, the vehicle is determined to be in a static shifting condition.

[0010] When the vehicle is in a static shifting condition, determine whether the clutch of the current gear is locked.

[0011] When the current gear clutch is locked, determine the magnitude of the speed difference of the current gear clutch and the rate of change of the turbine speed;

[0012] When the speed difference of the current gear clutch is less than a first threshold and the rate of change of the turbine speed is less than a second threshold, the pre-charge target of the target gear clutch is set below the half engagement point. When the speed difference of the current gear clutch is greater than a third threshold, the pre-charge target is set at the half engagement point to pre-charge the target gear clutch.

[0013] One possible implementation also includes:

[0014] When the speed difference of the current gear clutch is greater than the third threshold, and the rate of change of the turbine speed is greater than zero and greater than the fourth threshold, the target gear clutch is precharged.

[0015] One possible implementation also includes:

[0016] When the accelerator pedal opening is not 0, the brake switch signal is not set, or the vehicle speed is not 0, the vehicle is determined to be in the starting condition.

[0017] When the vehicle is in the starting condition, the target gear clutch precharge target is set below the half engagement point for precharge. When the speed difference of the current gear clutch is greater than the third threshold, the precharge target is updated to the half engagement point for precharge.

[0018] One possible implementation also includes:

[0019] When the current gear clutch is not locked, the target gear clutch sets the pre-charge target below the half engagement point;

[0020] After a preset time period, the magnitude of the speed difference of the clutch in the current gear and the rate of change of the turbine speed are determined.

[0021] When the speed difference of the current gear clutch is greater than the third threshold, and the rate of change of the turbine speed is greater than zero and greater than the fourth threshold, the pre-charge target is updated to the half engagement point for pre-charge.

[0022] Secondly, embodiments of this application provide a vehicle torque commutation control device, comprising:

[0023] The acquisition unit is used to acquire the accelerator pedal opening, brake switch signal and vehicle speed when the vehicle is in torque reversal condition;

[0024] The static shift condition determination unit is used to determine that the vehicle is in a static shift condition when the accelerator pedal opening is 0, the brake switch signal is set, and the vehicle speed is 0.

[0025] The first judgment unit is used to determine whether the clutch of the current gear is locked when the vehicle is in a static shifting condition.

[0026] The second judgment unit is used to judge the speed difference of the current gear clutch and the rate of change of the turbine speed when the current gear clutch is locked.

[0027] The first pre-charge unit is used to set the target pre-charge target of the target gear clutch below the half-engagement point when the speed difference of the current gear clutch is less than a first threshold and the rate of change of the turbine speed is less than a second threshold, and to set the pre-charge target at the half-engagement point to pre-charge the target gear clutch when the speed difference of the current gear clutch is greater than a third threshold.

[0028] One possible implementation also includes:

[0029] The second pre-charge unit is used to pre-charge the target gear clutch when the speed difference of the current gear clutch is greater than a third threshold, and the rate of change of the turbine speed is greater than zero and greater than a fourth threshold.

[0030] One possible implementation also includes:

[0031] The starting condition determination unit is used to determine that the vehicle is in the starting condition when the accelerator pedal opening is not 0, the brake switch signal is not set, or the vehicle speed is not 0.

[0032] The third pre-charge unit is used to set the target gear clutch pre-charge target below the half engagement point when the vehicle is in the starting condition, and to update the pre-charge target to the half engagement point when the speed difference of the current gear clutch is greater than a third threshold.

[0033] One possible implementation also includes:

[0034] The setting unit is used to set the precharge target to below the half engagement point when the current gear clutch is not locked;

[0035] The judgment unit is used to determine the magnitude of the speed difference of the clutch in the current gear and the rate of change of the turbine speed after a preset time period;

[0036] The fourth pre-charge unit is used to update the pre-charge target to the half engagement point for pre-charge when the speed difference of the current gear clutch is greater than the third threshold and the rate of change of the turbine speed is greater than zero and greater than the fourth threshold.

[0037] Thirdly, this application provides a vehicle torque reversing control system, including:

[0038] Memory, used to store computer programs;

[0039] A processor is used to implement the steps of the vehicle torque commutation control method as described above when executing the computer program.

[0040] Fourthly, embodiments of this application provide a computer-readable medium storing a computer program that, when processed and executed, implements the steps of the vehicle torque commutation control method described above.

[0041] Compared with the prior art, the embodiments of this application have the following beneficial effects:

[0042] This application provides a vehicle torque reversing control method, device, system, and medium. The method includes: when the vehicle is in a torque reversing condition, acquiring the accelerator pedal opening, brake switch signal, and vehicle speed; when the accelerator pedal opening is 0, the brake switch signal is set, and the vehicle speed is 0, determining that the vehicle is in a static shifting condition; when the vehicle is in a static shifting condition, determining whether the current gear clutch is locked; when the current gear clutch is locked, determining the speed difference of the current gear clutch and the rate of change of the turbine speed; when the speed difference of the current gear clutch is less than a first threshold and the rate of change of the turbine speed is less than a second threshold, setting the target pre-charge target of the target gear clutch below the half-engagement point; when the speed difference of the current gear clutch is greater than a third threshold, setting the pre-charge target at the half-engagement point to pre-charge the target gear clutch. Therefore, this strategy of first setting the pre-charge target below the half-engagement point and then updating the pre-charge target to the half-engagement point avoids the shock caused by the simultaneous transmission of torque by the current gear clutch and the target gear clutch, and also shortens the shift time, thus improving the user's driving experience. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0045] Figure 1A flowchart of a vehicle torque commutation control method provided in an embodiment of this application is shown;

[0046] Figure 2 A schematic diagram of a vehicle torque reversing control device provided in an embodiment of this application is shown. Detailed Implementation

[0047] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the specific embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0048] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0049] As described in the background section, the applicant has discovered that a continuously variable transmission (CVT) is an automatic transmission that allows for continuous variation of the transmission ratio within a certain range by changing the working radii of two pulleys. A CVT typically uses a planetary gear mechanism and a starting clutch (including a D-gear clutch and an R-gear clutch) to switch between forward gears (D, Drive), reverse gears (R, Reverse), and neutral (N, Neutral). After the driver shifts to D or R, the transmission control module (TCM) calculates the clutch control pressure and then calculates the control current of the clutch solenoid valve based on the clutch's hydraulic characteristic curve (pressure-current characteristic), thus engaging the clutch.

[0050] Because continuously variable transmissions (CVTs) are typically equipped with a torque converter, under static shifting conditions, the starting clutch completes full engagement through pre-charge control, slip control, and lock-up control. During this process, the turbine speed gradually separates from the engine speed and is eventually pulled down to 0. When the vehicle is in torque reversal mode (the driver shifts the lever through DNR or RND gears in sequence), the direction of torque transmission from the starting clutch changes in a very short time. Simultaneously, there are gaps between the components of the transmission chain. When the direction of the transmitted torque changes, a jolt is felt at the moment the gaps are eliminated.

[0051] The common torque reversal control strategy currently involves forcing the clutch to wait for a certain period after the driver shifts the gear lever to D or R (the pressure relief protection time, i.e., the maximum time for the clutch to complete pressure relief at different oil temperatures, obtained through bench testing) before initiating pre-charge control. This is to avoid the shock caused by the simultaneous transmission of torque by both clutches. However, this strategy is not flexible enough in real-world applications and can easily result in longer shift times during torque reversal, affecting the overall drivability of the vehicle.

[0052] Common pre-charge control strategies typically consist of two stages. The first stage applies a high target pressure to quickly fill the empty oil chamber and eliminate clutch free travel. The second stage targets the clutch's semi-engaged point, enabling it to transmit torque and laying the foundation for subsequent slip control. In the torque reversal conditions described above, if the driver shifts the lever to D or R, immediate pre-charge of the clutch may cause a shock. Conversely, if the clutch waits for a period before pre-charging, the shifting time is prolonged, impacting the driving experience.

[0053] To address the above technical problems, this application provides a vehicle torque reversing control method, device, system, and medium. The method includes: when the vehicle is in a torque reversing condition, acquiring the accelerator pedal opening, brake switch signal, and vehicle speed; when the accelerator pedal opening is 0, the brake switch signal is set, and the vehicle speed is 0, determining that the vehicle is in a static shifting condition; when the vehicle is in a static shifting condition, determining whether the current gear clutch is locked; when the current gear clutch is locked, determining the speed difference of the current gear clutch and the rate of change of the turbine speed; when the speed difference of the current gear clutch is less than a first threshold and the rate of change of the turbine speed is less than a second threshold, setting the target pre-charge target of the target gear clutch below the half-engagement point; when the speed difference of the current gear clutch is greater than a third threshold, setting the pre-charge target at the half-engagement point to pre-charge the target gear clutch. Therefore, this strategy of first setting the pre-charge target below the half-engagement point and then updating the pre-charge target to the half-engagement point avoids the shock caused by the simultaneous transmission of torque by the current gear clutch and the target gear clutch, and also shortens the shift time, thus improving the user's driving experience.

[0054] Exemplary methods

[0055] See Figure 1 The flowchart shown is a process for a vehicle torque commutation control method provided in an embodiment of this application, including:

[0056] S101: When the vehicle is in torque reversal mode, acquire the accelerator pedal opening, brake switch signal and vehicle speed.

[0057] S102: When the accelerator pedal opening is 0, the brake switch signal is set, and the vehicle speed is 0, it is determined that the vehicle is in a static shifting condition.

[0058] In this embodiment, when the vehicle is in torque reversal mode, i.e., when the driver shifts the lever to D or R, the lever position changes according to DNR or RND. The control objective of the continuously variable transmission (CVT) starting clutch is to fully engage the clutch's driving and driven ends by properly controlling the clutch's target oil pressure. This means that under the torque transmitted by the clutch, the turbine speed gradually separates from the engine speed and eventually synchronizes with the clutch output speed (in static shifting conditions, the turbine speed is completely pulled down to 0; in starting conditions, the turbine speed synchronizes with the clutch input speed and then rises together). The starting clutch transmits forward torque in D, reverse torque in R, and interrupts the transmission chain in P / N by releasing clutch pressure.

[0059] Taking DNR as an example, the driver's intention is to change the vehicle's direction of travel from forward to reverse. For ease of description, in DNR mode, the D gear clutch is called the Offgoing clutch, and the R gear clutch is called the Oncoming clutch. Similarly, in RND mode, the R gear clutch is called the Offgoing clutch, and the D gear clutch is called the Oncoming clutch.

[0060] When the vehicle is in torque reversal mode, the driver's intention can be identified by acquiring the accelerator pedal opening, brake switch signal and vehicle speed to determine whether the driver's intention is a static shifting mode or a starting shifting mode.

[0061] When the accelerator pedal opening is 0, the brake switch signal is set, and the vehicle speed is 0, the vehicle is determined to be in a static shifting condition. In one possible implementation, when the accelerator pedal opening is not 0, the brake switch signal is not set, or the vehicle speed is not 0, the vehicle is determined to be in a starting condition.

[0062] S103: When the vehicle is in a static shifting condition, determine whether the clutch of the current gear is locked.

[0063] In this embodiment, since the starting clutch in a continuously variable transmission (CVT) is generally not equipped with a clutch actual pressure sensor, it is impossible to intuitively determine the actual pressure level of the clutch. The actual clutch pressure can only be determined indirectly by the change in the clutch's speed.

[0064] Under static shift conditions, when the clutch is fully depressurized, the turbocharger speed should be released to a position close to the engine speed; when the clutch is fully engaged, the turbocharger speed should be 0. In DNR static shift torque reversal conditions, due to the uncertainty of driver intention and actual clutch operating conditions, the following situations may occur:

[0065] 1. After the clutch is locked in D gear, first move the lever to N gear, and then move the lever to R gear;

[0066] 2. When the clutch is not locked in D gear, first move the lever to N gear, and then move it to R gear.

[0067] Different vehicle torque shifting control methods can be used for different situations. Therefore, when the vehicle is in a static shifting condition, it can be determined first whether the clutch of the current gear is locked.

[0068] S104: When the current gear clutch is locked, determine the magnitude of the speed difference of the current gear clutch and the magnitude of the rate of change of the turbine speed;

[0069] S105: When the speed difference of the current gear clutch is less than a first threshold and the rate of change of the turbine speed is less than a second threshold, the pre-charge target of the target gear clutch is set below the half engagement point. When the speed difference of the current gear clutch is greater than a third threshold, the pre-charge target is set at the half engagement point to pre-charge the target gear clutch.

[0070] In this embodiment of the application, when the current gear clutch is locked, the magnitude of the speed difference of the current gear clutch and the rate of change of the turbine speed can be determined.

[0071] For example, if the clutch in D gear is locked, the lever is first moved to N gear, and then to R gear. In this situation, since the clutch in D gear is already locked, the turbo speed will start to rise from 0. After shifting to R gear, the speed difference of the clutch in D gear and the rate of change of the turbo speed can be judged.

[0072] Specifically, when the speed difference of the current gear clutch is less than the first threshold and the rate of change of the turbine speed is less than the second threshold, the pre-charge target of the target gear clutch can be set below the half engagement point. When the speed difference of the current gear clutch is greater than the third threshold, the pre-charge target is set at the half engagement point to pre-charge the target gear clutch.

[0073] This strategy of first setting the pre-charge target below the half-engagement point and then updating the pre-charge target to the half-engagement point avoids the shock caused by the simultaneous transmission of torque by the current gear clutch and the target gear clutch, and also shortens the shift time.

[0074] For example, when the lever is shifted from DN to R, if the speed difference of the D gear clutch is small or there is no speed difference (i.e., the speed difference of the current gear clutch is less than the first threshold), and the turbo speed does not change or changes only slightly (i.e., the rate of change of the turbo speed is less than the second threshold), it can be predicted that the D gear clutch is still transmitting torque. Therefore, the R gear clutch cannot activate normal pre-charge control. Instead, the pre-charge target is first set below the half engagement point, and then the pre-charge target is set to the half engagement point when it is detected that the D gear clutch is no longer transmitting torque.

[0075] In one possible implementation, the target gear clutch is pre-charged when the speed difference of the current gear clutch is greater than a third threshold, and the rate of change of the turbine speed is greater than zero and greater than a fourth threshold. That is, if the speed difference of the current gear clutch is large and the turbine speed changes rapidly (at which point the current gear clutch is rapidly depressurizing), it can be predicted that the current gear clutch will no longer transmit torque or will soon stop transmitting torque; therefore, the target gear clutch can begin normal pre-charge control.

[0076] In one possible implementation, when the speed difference of the current gear clutch is large and the turbine speed change is small (at which point the turbine speed has been fully released), it can be considered that the current gear clutch no longer transmits torque or is about to stop transmitting torque. Therefore, the target gear clutch can begin normal pre-charge control.

[0077] For example, when the lever is shifted from DN to R, if the speed difference of the D gear clutch is large and the turbine speed change rate is a large positive value, it can be predicted that the D gear clutch is no longer transmitting torque, so the R gear clutch can perform normal pre-charge control.

[0078] In one possible implementation, when the current gear clutch is not locked, the target gear clutch sets the precharge target to below the half engagement point. After a preset time, the speed difference of the current gear clutch and the rate of change of the turbine speed are determined. When the speed difference of the current gear clutch is greater than the third threshold, and the rate of change of the turbine speed is greater than zero and greater than the fourth threshold, the precharge target is updated to the half engagement point for precharge.

[0079] For example, if the clutch in D gear is not locked, and the lever is first shifted to N gear and then to R gear, in this situation, because the lever is switched to N gear while the clutch in D gear is not locked, pressure begins to release before the speed difference of the clutch in D gear is eliminated. At this time, it is very easy to make a misjudgment based on the size of the speed difference of the clutch in D gear and the rate of change of turbine speed. Therefore, in this situation, it is necessary to wait for a period of time before starting to judge the pre-charge timing.

[0080] Specifically, when the lever is in D gear and the D gear clutch is not fully engaged, the driver can quickly move the lever to N and then to R. At this time, the R gear clutch first sets the precharge target to below the half engagement point. After waiting for a period of time, it will activate normal precharge control based on the speed difference of the D gear clutch, the rate of change of turbo speed, and the pressure relief protection time, and update the precharge target to the half engagement point.

[0081] In one possible implementation, in this embodiment of the application, the vehicle is determined to be in a starting condition when the accelerator pedal opening is not 0, the brake switch signal is not set, or the vehicle speed is not 0.

[0082] The starting condition is also known as the starting torque reversal condition. When the driver releases the brake, the engine speed will change with the size of the accelerator pedal opening, and the speed of the clutch will also change unpredictably. Therefore, in the starting condition, the actual pressure can only be judged based on the speed difference of the clutch in the target gear.

[0083] If the clutch in the current gear still has the ability to transmit torque (the residual actual pressure is relatively high), the clutch in the target gear will begin to precharge and slip. At this time, a large impact will often occur. This is because the clutch in the target gear and the clutch in the current gear transmit torque in opposite directions, which can easily cause a shock to the actual vehicle.

[0084] Meanwhile, when the current gear clutch is fully depressurized and the target gear clutch independently transmits torque, due to the gaps in the various components of the transmission chain, when the transmission torque is reversed, the transmission components rotate in the opposite direction to eliminate the transmission gaps (such as the tooth backlash of gears). The elimination of the gaps will produce an impact sound and a sense of impact at the moment, and the sense of impact will intensify as the rate of change of the torque transmitted by the target gear clutch increases.

[0085] Therefore, during the start-up phase, since engine speed, turbo speed and other speed signals are affected by the throttle opening, and the demand for overall vehicle power exceeds the demand for smoothness, the target gear clutch can start pre-charging directly. However, different pre-charging targets should be set according to the speed difference of the current gear clutch.

[0086] Specifically, when the vehicle is starting, the target pre-charge of the clutch in the target gear can be set below the half-engagement point for pre-charge. This is to fill the hydraulic chamber with hydraulic oil first, saving time for subsequent control. When the speed difference of the current gear clutch exceeds the third threshold, the pre-charge target is updated to the half-engagement point for pre-charge.

[0087] For example, when the lever position is switched from DN to R, the R clutch directly enters precharge control, with the precharge target initially set below the half-engagement point. Once the offgoing clutch speed difference is detected to be greater than a threshold, the oncoming clutch precharge control target is updated to the half-engagement point.

[0088] In one possible implementation, under static shift torque reversal conditions, when the target gear clutch enters slip control, an impact sensation will be generated when the clutch just transmits torque due to the change in power transmission direction and the presence of gaps in the transmission chain.

[0089] Since continuously variable transmissions (CVTs) typically do not have a pressure sensor for their starting clutch, it is necessary to identify the moment when the clutch transmits torque based on changes in engine speed. Under static shifting conditions, when the clutch is not transmitting torque, the turbine speed is maintained near the engine speed due to the hydraulic transmission of the torque converter. Moreover, the engine speed at this time is determined by the engine's target idle speed. Therefore, the difference between the engine's target idle speed and the turbine speed is used to identify whether the clutch has started transmitting torque.

[0090] When the difference between the engine target idle speed and the turbine speed begins to decrease to a preset threshold, it is detected that the clutch has started to transmit torque. At this time, the target oil pressure of the clutch can be compensated based on factors such as transmission oil temperature and turbine speed change rate to reduce the clutch torque transmission rate and alleviate the reversing shock. The specific compensation value can be obtained by bench testing. For example, when the transmission oil temperature is high, the compensation value of the target oil pressure of the clutch can be less; when the turbine speed change rate is high, the compensation value of the target oil pressure of the clutch can be more.

[0091] Specifically, under static shift torque reversal conditions, after the clutch completes pre-charge and enters slip control, the difference between the turbine speed and the engine target idle speed is used to predict whether the clutch has started to transmit torque, thereby slowing down the rate of increase of the target pressure within a certain speed difference range (reversal control area) to alleviate reversal shock.

[0092] In one possible implementation, when the target gear clutch is locked or the vehicle's lever position returns to P / N, it can be determined that the torque reversing control is complete, and the torque reversing control strategy provided in this application embodiment exits.

[0093] This application provides a vehicle torque reversing control method. The method includes: when the vehicle is in a torque reversing condition, acquiring the accelerator pedal opening, brake switch signal, and vehicle speed; when the accelerator pedal opening is 0, the brake switch signal is set, and the vehicle speed is 0, determining that the vehicle is in a static shifting condition; when the vehicle is in a static shifting condition, determining whether the current gear clutch is locked; when the current gear clutch is locked, determining the speed difference of the current gear clutch and the rate of change of the turbine speed; when the speed difference of the current gear clutch is less than a first threshold, and the rate of change of the turbine speed is less than a second threshold, setting the target pre-charge target for the target gear clutch below the half-engagement point; when the speed difference of the current gear clutch is greater than a third threshold, setting the pre-charge target at the half-engagement point to pre-charge the target gear clutch. This strategy of first setting the pre-charge target below the half-engagement point and then updating the pre-charge target to the half-engagement point avoids the shock caused by simultaneous torque transmission from the current gear clutch and the target gear clutch, shortens shift time, and improves the user's driving experience.

[0094] Exemplary device

[0095] See Figure 2 As shown, a vehicle torque commutation control device provided in an embodiment of this application includes:

[0096] The acquisition unit 201 is used to acquire the accelerator pedal opening, brake switch signal and vehicle speed when the vehicle is in torque reversal condition;

[0097] The static shift condition determination unit 202 is used to determine that the vehicle is in a static shift condition when the accelerator pedal opening is 0, the brake switch signal is set, and the vehicle speed is 0.

[0098] The first judgment unit 203 is used to determine whether the clutch of the current gear is locked when the vehicle is in a static shifting condition.

[0099] The second judgment unit 204 is used to judge the speed difference of the current gear clutch and the rate of change of the turbine speed when the current gear clutch is locked.

[0100] The first pre-charge unit 205 is used to set the target pre-charge target of the target gear clutch below the half engagement point when the speed difference of the current gear clutch is less than a first threshold and the rate of change of the turbine speed is less than a second threshold, and to set the pre-charge target at the half engagement point to pre-charge the target gear clutch when the speed difference of the current gear clutch is greater than a third threshold.

[0101] One possible implementation also includes:

[0102] The second pre-charge unit is used to pre-charge the target gear clutch when the speed difference of the current gear clutch is greater than a third threshold, and the rate of change of the turbine speed is greater than zero and greater than a fourth threshold.

[0103] One possible implementation also includes:

[0104] The starting condition determination unit is used to determine that the vehicle is in the starting condition when the accelerator pedal opening is not 0, the brake switch signal is not set, or the vehicle speed is not 0.

[0105] The third pre-charge unit is used to set the target gear clutch pre-charge target below the half engagement point when the vehicle is in the starting condition, and to update the pre-charge target to the half engagement point when the speed difference of the current gear clutch is greater than a third threshold.

[0106] One possible implementation also includes:

[0107] The setting unit is used to set the precharge target to below the half engagement point when the current gear clutch is not locked;

[0108] The judgment unit is used to determine the magnitude of the speed difference of the clutch in the current gear and the rate of change of the turbine speed after a preset time period;

[0109] The fourth pre-charge unit is used to update the pre-charge target to the half engagement point for pre-charge when the speed difference of the current gear clutch is greater than the third threshold and the rate of change of the turbine speed is greater than zero and greater than the fourth threshold.

[0110] This application provides a vehicle torque reversing control device. The method using this device includes: when the vehicle is in a torque reversing condition, acquiring the accelerator pedal opening, brake switch signal, and vehicle speed; when the accelerator pedal opening is 0, the brake switch signal is set, and the vehicle speed is 0, determining that the vehicle is in a static shifting condition; when the vehicle is in a static shifting condition, determining whether the current gear clutch is locked; when the current gear clutch is locked, determining the speed difference of the current gear clutch and the rate of change of the turbine speed; when the speed difference of the current gear clutch is less than a first threshold, and the rate of change of the turbine speed is less than a second threshold, setting the target pre-charge target for the target gear clutch below the half-engagement point; when the speed difference of the current gear clutch is greater than a third threshold, setting the pre-charge target at the half-engagement point to pre-charge the target gear clutch. This strategy of first setting the pre-charge target below the half-engagement point and then updating the pre-charge target to the half-engagement point avoids the shock caused by simultaneous torque transmission from the current gear clutch and the target gear clutch, shortens shift time, and improves the user's driving experience.

[0111] Based on the above embodiments, this application provides a vehicle torque reversing control system, including:

[0112] Memory, used to store computer programs;

[0113] A processor is used to implement the steps of the vehicle torque reversing control method described above when executing the computer program.

[0114] Based on the above embodiments, this application also provides a computer-readable medium storing a computer program, which, when processed and executed, implements the steps of the vehicle torque reversing control method described above.

[0115] It should be noted that the computer-readable medium described in this disclosure can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this disclosure, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in connection with an instruction execution system, apparatus, or device. In this disclosure, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.

[0116] The aforementioned computer-readable medium may be included in the aforementioned system, or it may exist independently and not be assembled into the system.

[0117] In particular, according to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this disclosure include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts.

[0118] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on its differences from other embodiments. In particular, the apparatus embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0119] The above description is merely a preferred embodiment of this application. Although this application has disclosed preferred embodiments above, it is not intended to limit this application. Any person skilled in the art can make many possible variations and modifications to the technical solutions of this application using the methods and techniques disclosed above, or modify them into equivalent embodiments with equivalent changes, without departing from the scope of the technical solutions of this application. Therefore, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solutions of this application shall still fall within the protection scope of the technical solutions of this application.

Claims

1. A vehicle torque reversal control method characterized by, The method comprises the steps of: When the vehicle is in a torque reversal working condition, obtaining an accelerator pedal opening degree, a brake switch signal and a vehicle speed; When the accelerator pedal opening degree is 0, the brake switch signal is set and the vehicle speed is 0, it is determined that the vehicle is in a static gear shifting working condition; When the vehicle is in the static gear shifting working condition, it is judged whether a current gear clutch is locked; When the current gear clutch is locked, it is judged a speed difference size of the current gear clutch and a change rate size of a turbine speed; When the speed difference size of the current gear clutch is less than a first threshold value and the change rate size of the turbine speed is less than a second threshold value, a target gear clutch pre-charging target is set below a half engagement point, and when the speed difference size of the current gear clutch is greater than a third threshold value, the pre-charging target is set at the half engagement point to pre-charge a target gear clutch.

2. The method of claim 1, wherein, Further comprising: When the speed difference size of the current gear clutch is greater than the third threshold value and the change rate size of the turbine speed is greater than zero and greater than a fourth threshold value, the target gear clutch is pre-charged.

3. The method of claim 1, wherein, Further comprising: When the accelerator pedal opening degree is not 0, the brake switch signal is not set or the vehicle speed is not 0, it is determined that the vehicle is in a starting working condition; When the vehicle is in the starting working condition, the target gear clutch pre-charging target is set below the half engagement point for pre-charging, and when the speed difference size of the current gear clutch is greater than the third threshold value, the pre-charging target is updated to the half engagement point for pre-charging.

4. The method of claim 1, wherein, Further comprising: When the current gear clutch is not locked, the target gear clutch sets the pre-charging target below the half engagement point; After a preset time length, it is judged the speed difference size of the current gear clutch and the change rate size of the turbine speed; When the speed difference size of the current gear clutch is greater than the third threshold value and the change rate size of the turbine speed is greater than zero and greater than the fourth threshold value, the pre-charging target is updated to the half engagement point for pre-charging.

5. A vehicle torque reversal control device characterized by comprising: The method comprises the steps of: An obtaining unit is configured to obtain an accelerator pedal opening degree, a brake switch signal and a vehicle speed when a vehicle is in a torque reversal working condition; A static gear shifting working condition determining unit is configured to determine that the vehicle is in a static gear shifting working condition when the accelerator pedal opening degree is 0, the brake switch signal is set and the vehicle speed is 0; A first judging unit is configured to judge whether a current gear clutch is locked when the vehicle is in the static gear shifting working condition; A second judging unit is configured to judge a speed difference size of the current gear clutch and a change rate size of a turbine speed when the current gear clutch is locked; A first pre-charging unit is configured to set a target gear clutch pre-charging target below a half engagement point when the speed difference size of the current gear clutch is less than a first threshold value and the change rate size of the turbine speed is less than a second threshold value, and set the pre-charging target at the half engagement point to pre-charge the target gear clutch when the speed difference size of the current gear clutch is greater than a third threshold value.

6. The apparatus of claim 5, wherein, Further comprising: The second pre-filling unit is configured to pre-fill the target gear clutch when the speed difference of the current gear clutch is greater than a third threshold value, and the change rate of the turbine speed is greater than zero and greater than a fourth threshold value.

7. The apparatus of claim 5, wherein, Further comprising: The start-up working condition determination unit is configured to determine that the vehicle is in a start-up working condition when the accelerator pedal opening degree is not 0, the brake switch signal is not set, or the vehicle speed is not 0. The third pre-filling unit is configured to pre-fill the target gear clutch at a pre-filling target below the half engagement point when the vehicle is in the start-up working condition, and update the pre-filling target to the half engagement point when the speed difference of the current gear clutch is greater than the third threshold value.

8. The apparatus of claim 5, wherein, Further comprising: The setting unit is configured to set the pre-filling target to be below the half engagement point when the current gear clutch is not locked. The judging unit is configured to judge the speed difference of the current gear clutch and the change rate of the turbine speed after a preset time period. The fourth pre-filling unit is configured to update the pre-filling target to the half engagement point when the speed difference of the current gear clutch is greater than the third threshold value, and the change rate of the turbine speed is greater than zero and greater than the fourth threshold value.

9. A vehicle torque reversal control system characterized by, Comprising: A memory for storing a computer program; A processor for executing the computer program to implement the steps of the vehicle torque reversal control method according to any one of claims 1-4.

10. A computer readable medium characterized by The computer readable medium stores a computer program, and the computer program is executed by the processor to implement the steps of the vehicle torque reversal control method according to any one of claims 1-4.

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