A method, apparatus, system, and medium for predicting vehicle turbine speed.

Abstract

The application provides a vehicle turbine rotating speed estimation method, device, system and medium. When the vehicle turbine rotating speed is less than a second preset threshold, any speed greater than or equal to the second preset threshold and less than a first preset threshold is selected as a first speed, the second preset threshold is less than the first preset threshold, a reference rotating speed is calculated according to the first speed, an average value of a vehicle turbine rotating speed change rate and a time length from the first speed to a current time, a compensation rotating speed is calculated according to a turbine end output torque, a torque capacity of a vehicle clutch and an input end moment of inertia of the vehicle clutch, and a vehicle turbine estimated rotating speed is obtained by adding the reference rotating speed and the compensation rotating speed. Therefore, the compensation rotating speed is calculated based on the characteristics of the vehicle clutch, the vehicle turbine estimated rotating speed can be more accurately calculated, the calculated rotating speed signal can better serve the control of dog-tooth clutches or hydraulic torque converters and the like, the control is more accurate and effective, and customer experience is improved.

Description

Technical Field

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

[0002] A speed sensor is a common sensor in automatic transmissions. It is used to measure the actual speed of corresponding components, such as the speed of a vehicle's turbine, and then to control the gear shifting of components such as the dog clutch.

[0003] However, when the vehicle's turbine speed is below a certain value, the speed sensor cannot obtain accurate speed pulses. Therefore, it is necessary to predict the vehicle's turbine speed for the gear shifting control of components such as the dog clutch. However, the prediction accuracy of traditional vehicle turbine speed prediction methods is low, which may lead to situations such as large impact or jamming when the dog clutch shifts gears, making it impossible to shift gears.

[0004] Therefore, improving the accuracy of vehicle turbine speed prediction methods is a technical problem that needs to be solved in this field. Summary of the Invention

[0005] In view of this, the purpose of this application is to provide a method, device, system and medium for predicting vehicle turbine speed, which can improve the accuracy of the method for predicting vehicle turbine speed, better serve the control of dog clutches or hydraulic torque converters, make the control more precise and effective, and improve the customer experience.

[0006] 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.

[0007] To achieve the above objectives, this application provides the following technical solution:

[0008] In a first aspect, embodiments of this application provide a method for predicting vehicle turbine speed, including:

[0009] When the vehicle turbine speed is less than the first preset threshold, calculate the average rate of change of the vehicle turbine speed within the preset period;

[0010] When the vehicle turbine speed is less than the second preset threshold, any speed that is greater than or equal to the second preset threshold and less than the first preset threshold is selected as the first speed; the second preset threshold is less than the first preset threshold.

[0011] The reference speed is calculated based on the first speed, the average rate of change of the vehicle's turbine speed, and the time elapsed from the first speed to the present.

[0012] The compensation speed is calculated based on the turbine end output torque, the torque capacity of the vehicle clutch, and the moment of inertia of the input end of the vehicle clutch.

[0013] The estimated turbine speed of the vehicle is obtained by adding the reference speed and the compensated speed.

[0014] In one possible implementation, calculating the compensated speed based on the turbine end output torque, the torque capacity of the vehicle clutch, and the input end moment of inertia of the vehicle clutch includes:

[0015] N offset =(T Turb -T Tlch ) / J ClchInput ;

[0016] Where, N offset For the compensation speed, T Turb T is the output torque at the turbine end. Clch J is the torque capacity of the vehicle's clutch. ClchInput Let be the moment of inertia at the input end of the vehicle clutch.

[0017] In one possible implementation, the turbine-end output torque is specifically calculated using the following formula:

[0018] T Turb =K×C×N e 2 +T TCC ;

[0019] Where K is the torque ratio coefficient of the hydraulic torque converter, C is the capacity coefficient of the hydraulic torque converter, and N... e T represents the vehicle's engine speed. TCC This refers to the lock-up capacity of the hydraulic torque converter.

[0020] In one possible implementation, the torque capacity of the vehicle clutch is specifically calculated using the following formula:

[0021]

[0022] Where μ is the friction coefficient of the clutch friction plate, p is the clutch friction plate pressure, n is the number of clutch friction pairs, A is the effective friction area of ​​the clutch friction plate, R1 is the inner diameter of the clutch friction plate, and R2 is the outer diameter of the clutch friction plate.

[0023] Secondly, embodiments of this application provide a vehicle turbine speed prediction device, comprising:

[0024] The rate of change calculation unit is used to calculate the average rate of change of vehicle turbine speed within a preset period when the vehicle turbine speed is less than a first preset threshold.

[0025] The selection unit is used to select any speed that is greater than or equal to the second preset threshold and less than the first preset threshold as the first speed when the vehicle turbine speed is less than the second preset threshold; the second preset threshold is less than the first preset threshold.

[0026] A reference speed calculation unit is used to calculate a reference speed based on the first speed, the average rate of change of the vehicle turbine speed, and the time elapsed from the first speed to the present.

[0027] The compensation speed calculation unit is used to calculate the compensation speed based on the turbine end output torque, the torque capacity of the vehicle clutch, and the input end rotational inertia of the vehicle clutch.

[0028] The estimated speed calculation unit is used to add the reference speed and the compensated speed to obtain the estimated speed of the vehicle turbine.

[0029] In one possible implementation, the compensation speed calculation unit is specifically used to calculate N. offset ;

[0030] N offset =(T Turb -T Clch ) / J ClchInput ;

[0031] Where, N offset For the compensation speed, T Turb T is the output torque at the turbine end. Clch J is the torque capacity of the vehicle's clutch. ClchInput Let be the moment of inertia at the input end of the vehicle clutch.

[0032] In one possible implementation, the compensated speed calculation unit is specifically used to calculate T. Turb ;

[0033] T Turb =K×C×N e 2 +T TCC ;

[0034] Where K is the torque ratio coefficient of the hydraulic torque converter, C is the capacity coefficient of the hydraulic torque converter, and N... e T represents the vehicle's engine speed. TCC This refers to the lock-up capacity of the hydraulic torque converter.

[0035] In one possible implementation, the compensated speed calculation unit is specifically used to calculate T. Clch ;

[0036]

[0037] Where μ is the friction coefficient of the clutch friction plate, p is the clutch friction plate pressure, n is the number of clutch friction pairs, A is the effective friction area of ​​the clutch friction plate, R1 is the inner diameter of the clutch friction plate, and R2 is the outer diameter of the clutch friction plate.

[0038] Thirdly, this application provides a vehicle turbine speed prediction system, including:

[0039] Memory, used to store computer programs;

[0040] A processor is used to implement the steps of the vehicle turbine speed prediction method as described above when executing the computer program.

[0041] 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 turbine speed prediction method described above.

[0042] Compared with the prior art, the embodiments of this application have the following beneficial effects:

[0043] This application provides a method, apparatus, system, and medium for predicting vehicle turbine speed. The method includes: when the vehicle turbine speed is less than a first preset threshold, calculating the average rate of change of the vehicle turbine speed over a preset period; when the vehicle turbine speed is less than a second preset threshold, selecting any speed greater than or equal to the second preset threshold and less than the first preset threshold as a first speed, wherein the second preset threshold is less than the first preset threshold; calculating a reference speed based on the first speed, the average rate of change of the vehicle turbine speed, and the time elapsed from the first speed to the current position; calculating a compensation speed based on the turbine output torque, the torque capacity of the vehicle clutch, and the moment of inertia of the vehicle clutch input end; and adding the reference speed and the compensation speed to obtain the predicted vehicle turbine speed. This method calculates the compensation speed based on the characteristics of the vehicle clutch, thereby more accurately calculating the predicted vehicle turbine speed. The calculated speed signal better serves the control of dog clutches or torque converters, making the control more precise and effective, and improving the customer experience. Attached Figure Description

[0044] 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.

[0045] 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.

[0046] Figure 1 A structural diagram of a vehicle automatic transmission provided in an embodiment of this application is shown;

[0047] Figure 2 A flowchart of a vehicle turbine speed prediction method provided in an embodiment of this application is shown;

[0048] Figure 3 A schematic diagram of a vehicle turbine speed prediction device provided in an embodiment of this application is shown. Detailed Implementation

[0049] 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.

[0050] 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.

[0051] As described in the background section, the applicant has discovered through research that the speed sensor is a common sensor in automatic transmissions, used to measure the actual speed of corresponding components, which can then be used for transmission control unit (TCU) control.

[0052] Turbine speed sensors can be used to measure the actual speed of the turbine, which can then be used to control the dog clutch and torque converter.

[0053] See Figure 1 The diagram shows a simplified structure of an automatic transmission. The engagement of the dog clutch requires ensuring that the speed difference between its left and right sides is controlled within a certain range. However, the dog clutch itself does not have a speed adjustment function, so it needs to rely on the cooperation of other multi-plate clutches to adjust the speed difference.

[0054] Taking static gear engagement as an example, the output shaft speed is 0, and the speed difference between the two ends of the dog clutch is the same as that of the multi-plate clutch, both being equal to the turbine shaft rotation. That is, by slowly engaging the multi-plate clutch, the turbine shaft speed is gradually reduced, thus decreasing the speed difference between the two ends of the dog clutch, thereby achieving gear engagement control of the dog clutch.

[0055] Therefore, the accuracy of speed recognition is crucial. Insufficient speed control precision at low speeds can lead to inaccurate control of the dog clutch, resulting in issues such as gear jamming and inability to shift gears. Thus, achieving precise speed control at low speeds is extremely important.

[0056] The applicant's research found that when the rotational speed gradually decreases, that is, when it changes from a high-speed state to a low-speed state, it reaches a certain nominal value (which is calculated based on the number of teeth on the pulse wheel). After that, the rotational speed calculation cannot obtain a rotational speed pulse within a sampling period, so the true rotational speed value cannot be obtained. Therefore, it is necessary to predict and control the rotational speed value.

[0057] (1) Stage 1: Accurate calculation of rotational speed.

[0058] During this stage, when the rotational speed exceeds the nominal value, a real rotational speed pulse signal can be acquired. This is the actual rotational speed calculation, and the algorithm is as follows:

[0059]

[0060] In the formula:

[0061] N: Rotational speed value, in rpm;

[0062] n: The number of pulses in one sampling period;

[0063] n PPR : Number of teeth on the pulse wheel;

[0064] T diff A sampling period is measured in milliseconds (ms).

[0065] In this case, assuming there is exactly one real speed pulse in a sampling period, and assuming the turbine speed gear is 36 in this type of automatic transmission control, the calculated nominal speed value is:

[0066]

[0067] (2) Stage 2: Speed ​​estimation stage.

[0068] During this stage, when the rotational speed is less than or equal to the nominal value, meaning that a real rotational speed pulse may not arrive in the subsequent sampling period, predictive control is required.

[0069] 1) When there is no real rotational speed pulse within the sampling period, it is necessary to assume a virtual pulse at the end of the sampling period.

[0070] The first sampling period: N_①=N_nominal÷1=167rpm

[0071] The second sampling period: N_② = N_nominal ÷ 2 ≈ 84 rpm

[0072] The third sampling period: N_③=N_nominal÷3≈55rpm;

[0073] And so on.

[0074] The nth sampling period:

[0075] 2) When a real rotational speed pulse is detected within the sampling period, this real pulse value is input into the algorithm to correct the previously estimated rotational speed value. Assuming the difference between the timestamp of the previous real pulse and the timestamp of the current pulse is Δt, then the rotational speed calculated for this period is:

[0076]

[0077] (3) Stage 3: Zero rotation speed stage.

[0078] During this stage, when the rotational speed is less than the minimum value, no further estimation is performed, and the rotational speed is directly assigned to zero.

[0079] When accurate speed pulses are unavailable, the above speed prediction method is applicable to most situations. However, it has a drawback: it fails to consider the characteristics of the controlled object itself, using the same method to solve the speed problems of all different controlled objects. This is somewhat one-sided, especially for dog clutches, which require high control accuracy at low speeds.

[0080] When a dog clutch engages a gear, if the speed difference is too large, the engagement shock will be significant; if the speed difference is too small, the gears are prone to jamming. Therefore, the optimal range for a dog clutch to engage gears lies precisely in a narrow area between the nominal speed and the minimum speed. Given this, accurate speed prediction at low speeds is crucial, as it affects the engagement performance and probability of the dog clutch.

[0081] To address the aforementioned technical problems, this application provides a method, apparatus, system, and medium for predicting vehicle turbine speed. The method includes: when the vehicle turbine speed is less than a first preset threshold, calculating the average rate of change of the vehicle turbine speed over a preset period; when the vehicle turbine speed is less than a second preset threshold, selecting any speed greater than or equal to the second preset threshold and less than the first preset threshold as a first speed, wherein the second preset threshold is less than the first preset threshold; calculating a reference speed based on the first speed, the average rate of change of the vehicle turbine speed, and the time elapsed from the first speed to the current position; calculating a compensation speed based on the turbine output torque, the torque capacity of the vehicle clutch, and the moment of inertia of the vehicle clutch input end; and adding the reference speed and the compensation speed to obtain the predicted vehicle turbine speed. This method calculates the compensation speed based on the characteristics of the vehicle clutch, thereby enabling a more accurate calculation of the predicted vehicle turbine speed. The calculated speed signal better serves the control of dog clutches or torque converters, making control more precise and effective, and improving the customer experience.

[0082] Exemplary methods

[0083] See Figure 2 The flowchart shown is a method for predicting vehicle turbine speed according to an embodiment of this application, including:

[0084] S101: When the vehicle turbine speed is less than the first preset threshold, calculate the average rate of change of vehicle turbine speed within a preset period.

[0085] In the embodiments of this application, when the vehicle is in a static shifting condition, such as the process of switching from neutral to forward gear, and the engine is in a stable idling state (both the speed and torque are within a certain range with small fluctuations).

[0086] At this time, the speed sensor is fault-free and the vehicle's solenoid valve is also fault-free. At this time, the vehicle turbine speed estimation method provided in this application embodiment can be started. Specifically, when the vehicle turbine speed is less than the first preset threshold, the average value of the vehicle turbine speed change rate within the preset period can be calculated to ensure that the speed change rate is continuous and does not change abruptly.

[0087] For example, the rate of change of vehicle turbine speed It can be calculated using the following formula:

[0088]

[0089] Where dN / dt is the rate of change of rotational speed at the first x time, N(T-1) is the rotational speed at the (T-1)th sampling time, and N(T-1-x) is the rotational speed at the (T-1-x)th sampling time.

[0090] In addition, to improve the accuracy of the reference speed obtained in subsequent calculations, the average value of the vehicle turbine speed change rate within a preset period can be calculated. For example, the average value of the speed change rate of the first three periods can be used for subsequent prediction operations.

[0091] S102: When the vehicle turbine speed is less than the second preset threshold, select any speed that is greater than or equal to the second preset threshold and less than the first preset threshold as the first speed; the second preset threshold is less than the first preset threshold.

[0092] S103: The reference speed is calculated based on the first speed, the average rate of change of the vehicle turbine speed, and the time elapsed from the first speed to the present.

[0093] In this embodiment of the application, when the vehicle turbine speed is less than the second preset threshold, any speed that is greater than or equal to the second preset threshold and less than the first preset threshold can be selected as the first speed, wherein the second preset threshold is less than the first preset threshold.

[0094] The base speed is calculated based on the first speed, the average rate of change of the vehicle's turbine speed, and the time elapsed from the first speed to the current speed. Specifically, for example, the first preset threshold can be 1000 rpm, and the second preset threshold can be 200 rpm.

[0095] For example, the rotational speed at the (T-1)th sampling time within a preset period can be selected as the first speed. In this case, the specific formula for the reference rotational speed is as follows:

[0096]

[0097] Where N(T-1) is the rotational speed at the (T-1)th sampling time as the first speed, dN / dt is the average rate of change of the vehicle's turbine speed, and ΔT is the sampling period time (i.e., the time elapsed from the first speed to the current time). base This is the reference speed.

[0098] S104: The compensated speed is calculated based on the turbine end output torque, the torque capacity of the vehicle clutch, and the input end rotational inertia of the vehicle clutch.

[0099] In this embodiment of the application, after the reference speed is calculated, in order to achieve speed prediction based on the characteristics of the vehicle clutch, a compensation speed can also be calculated.

[0100] Specifically, during clutch slip control, the change in turbine speed can be predicted using the clutch input torque and clutch torque capacity. The compensation speed is calculated based on the turbine output torque, the vehicle clutch torque capacity, and the vehicle clutch input moment of inertia. This calculation includes:

[0101] N offset =(T Turb -T Clrb ) / J ClchInput (1)

[0102] Where, N offset To compensate for the rotational speed, T Turb T represents the output torque at the turbine end (i.e., the input torque at the clutch end). Clch J is the torque capacity of the vehicle's clutch. ClchInput This refers to the moment of inertia at the input end of the vehicle's clutch (a clutch hardware parameter).

[0103] Specifically, in a transmission equipped with a clutch pressure sensor, the clutch friction plate pressure p can be directly obtained from the pressure sensor value, and the compensation speed can be directly calculated using the above formula.

[0104] In one possible implementation, the turbine-end output torque T Turb The magnitude of is related to the hydraulic characteristics and lock-up capacity of the hydraulic torque converter, as shown in the following formula:

[0105] T Turb =K×C×N e 2 +T TCC (2)

[0106] Where K is the torque ratio coefficient of the hydraulic torque converter, a hydraulic characteristic parameter that can be obtained through bench testing; C is the capacity coefficient of the hydraulic torque converter, a hydraulic characteristic parameter that can be obtained through bench testing; N e The vehicle engine speed can be obtained from the vehicle's CAN (Controller Area Network) network signal; T TCC This is the lock-up capacity of the hydraulic torque converter, which is 0 during clutch slippage control.

[0107] In one possible implementation, the torque capacity of the vehicle clutch is specifically calculated using the following formula:

[0108]

[0109] Where μ is the friction coefficient of the clutch friction plate, which is a clutch hardware parameter; p is the clutch friction plate pressure; n is the number of clutch friction pairs, which is a clutch hardware parameter; A is the effective friction area of ​​the clutch friction plate, which is a clutch hardware parameter; R1 is the inner diameter of the clutch friction plate, which is a clutch hardware parameter; and R2 is the outer diameter of the clutch friction plate, which is a clutch hardware parameter.

[0110] Combining equations (1) to (3), we can obtain:

[0111]

[0112] As can be seen from equation (4), under the operating conditions described above (static shifting condition, and the engine is in a stable idling state), the change in turbine speed can be predicted by the change in clutch pressure p. At this time, the clutch pressure p can be directly obtained from the pressure sensor value.

[0113] In one possible implementation, on a transmission without a clutch pressure sensor, the actual clutch pressure cannot be directly obtained and can be replaced by the clutch target control pressure. Considering that there will be some deviation between the clutch target pressure and the actual pressure, and that the hydraulic characteristic parameters of the torque converter and the clutch hardware parameters (such as the friction coefficient, the inner and outer diameters of the friction plates, etc.) will also have certain errors, the turbine speed change rate calculated by equation (4) is appropriately corrected as follows:

[0114]

[0115] Wherein, λ is the correction coefficient for the estimated rate of change of turbine speed.

[0116] S105: Add the reference speed and the compensated speed to obtain the vehicle turbine estimated speed.

[0117] In the embodiments of this application, the reference speed and the compensation speed can be added together to obtain the vehicle turbine estimated speed. Specifically, in one possible implementation, equations (0) and (5) can be combined to obtain the vehicle turbine estimated speed.

[0118]

[0119] In one possible implementation, if an accurate pulse is captured in a subsequent step, the estimated turbine speed can be adjusted using the value of that accurate point to further refine the estimate. This process continues in the same manner.

[0120] In one possible implementation, the vehicle turbine speed prediction method provided in this application embodiment can be immediately terminated when any of the following conditions are met.

[0121] 1) When any activation condition is not met; activation conditions may include the operating conditions, fault conditions or speed conditions described above.

[0122] 2) When the rotational speed is less than or equal to zero.

[0123] This application provides a method for predicting vehicle turbine speed. The method includes: when the vehicle turbine speed is less than a first preset threshold, calculating the average rate of change of the vehicle turbine speed over a preset period; when the vehicle turbine speed is less than a second preset threshold, selecting any speed greater than or equal to the second preset threshold and less than the first preset threshold as a first speed, wherein the second preset threshold is less than the first preset threshold; calculating a reference speed based on the first speed, the average rate of change of the vehicle turbine speed, and the time elapsed from the first speed to the current position; calculating a compensation speed based on the turbine output torque, the torque capacity of the vehicle clutch, and the moment of inertia of the vehicle clutch input end; and adding the reference speed and the compensation speed to obtain the predicted vehicle turbine speed. This method calculates the compensation speed based on the characteristics of the vehicle clutch, thereby more accurately calculating the predicted vehicle turbine speed. The calculated speed signal better serves the control of dog clutches or torque converters, making control more precise and effective, and improving the customer experience.

[0124] Exemplary device

[0125] See Figure 3 The diagram shown is a schematic of a vehicle turbine speed prediction device provided in an embodiment of this application, comprising:

[0126] The rate of change calculation unit 201 is used to calculate the average rate of change of vehicle turbine speed within a preset period when the vehicle turbine speed is less than a first preset threshold.

[0127] The selection unit 202 is used to select any speed that is greater than or equal to the second preset threshold and less than the first preset threshold as the first speed when the vehicle turbine speed is less than the second preset threshold; the second preset threshold is less than the first preset threshold.

[0128] The reference speed calculation unit 203 is used to calculate the reference speed based on the first speed, the average rate of change of the vehicle turbine speed, and the time elapsed from the first speed to the present.

[0129] The compensation speed calculation unit 204 is used to calculate the compensation speed based on the turbine end output torque, the torque capacity of the vehicle clutch and the input end rotational inertia of the vehicle clutch.

[0130] The estimated speed calculation unit 205 is used to add the reference speed and the compensation speed to obtain the estimated speed of the vehicle turbine.

[0131] In one possible implementation, the compensation speed calculation unit is specifically used to calculate N. offset ;

[0132] N offset =(T Turb -T Clch ) / J ClchInput ;

[0133] Where, N offset For the compensation speed, T Turb T is the output torque at the turbine end. Clch J is the torque capacity of the vehicle's clutch. ClehInput Let be the moment of inertia at the input end of the vehicle clutch.

[0134] In one possible implementation, the compensated speed calculation unit is specifically used to calculate T. Turb ;

[0135] T Turb =K×C×N e 2 +T TCC ;

[0136] Where K is the torque ratio coefficient of the hydraulic torque converter, C is the capacity coefficient of the hydraulic torque converter, and N... e T represents the vehicle's engine speed. TCC This refers to the lock-up capacity of the hydraulic torque converter.

[0137] In one possible implementation, the compensated speed calculation unit is specifically used to calculate T. Clch ;

[0138]

[0139] Where μ is the friction coefficient of the clutch friction plate, p is the clutch friction plate pressure, n is the number of clutch friction pairs, A is the effective friction area of ​​the clutch friction plate, R1 is the inner diameter of the clutch friction plate, and R2 is the outer diameter of the clutch friction plate.

[0140] This application provides a vehicle turbine speed prediction device. The method using this device includes: when the vehicle turbine speed is less than a first preset threshold, calculating the average rate of change of the vehicle turbine speed over a preset period; when the vehicle turbine speed is less than a second preset threshold, selecting any speed greater than or equal to the second preset threshold and less than the first preset threshold as a first speed, wherein the second preset threshold is less than the first preset threshold; calculating a reference speed based on the first speed, the average rate of change of the vehicle turbine speed, and the time elapsed from the first speed to the current position; calculating a compensation speed based on the turbine output torque, the torque capacity of the vehicle clutch, and the moment of inertia of the vehicle clutch input end; and adding the reference speed and the compensation speed to obtain the vehicle turbine predicted speed. Therefore, by calculating the compensation speed based on the characteristics of the vehicle clutch, the vehicle turbine predicted speed can be calculated more accurately, allowing the calculated speed signal to better serve the control of dog clutches or torque converters, making the control more precise and effective, and improving the customer experience.

[0141] Based on the above embodiments, this application provides a vehicle turbine speed prediction system, including:

[0142] Memory, used to store computer programs;

[0143] A processor is used to implement the steps of the vehicle turbine speed prediction method described above when executing the computer program.

[0144] 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 turbine speed prediction method described above.

[0145] 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.

[0146] The aforementioned computer-readable medium may be included in the aforementioned system, or it may exist independently and not assembled into the system.

[0147] 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.

[0148] 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.

[0149] 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 turbo speed estimation method characterized by comprising: The method comprises the following steps: calculating an average value of a change rate of the vehicle turbine speed in a preset period when the vehicle turbine speed is less than a first preset threshold value; selecting any speed greater than or equal to a second preset threshold value and less than the first preset threshold value as a first speed when the vehicle turbine speed is less than the second preset threshold value; the second preset threshold value is less than the first preset threshold value; calculating a reference speed according to the first speed, the average value of the change rate of the vehicle turbine speed and a time length experienced from the first speed to the present; calculating a compensation speed according to a turbine end output torque, a torque capacity of a vehicle clutch and an input end moment of inertia of the vehicle clutch; adding the reference speed and the compensation speed to obtain a vehicle turbine estimated speed.

2. The method of claim 1, wherein, The compensation speed is calculated according to the turbine end output torque, the torque capacity of the vehicle clutch and the input end moment of inertia of the vehicle clutch, and the method comprises the following steps: N offset = (T Turb -T Clch ) / J ClchInput ; where N offset is the compensated rotational speed, T Turb is the turbine end output torque, T Clch is the torque capacity of the vehicle clutch, J ClchInput is the input end moment of inertia of the vehicle clutch.

3. The method of claim 2, wherein, The turbine end output torque is calculated by the following formula: T Turb = K x C x N e 2 + T TCC ; Wherein, K is the torque converter torque ratio coefficient, C is the torque converter capacity coefficient, N e is the vehicle engine speed, T TCC is the torque converter lockup capacity.

4. The method of claim 2, wherein, The torque capacity of the vehicle clutch is calculated by the following formula: Wherein, μ is the friction coefficient of the clutch friction plate, p is the clutch friction plate pressure, n is the number of clutch friction pairs, A is the effective friction area of the clutch friction plate, R1 is the inner diameter of the clutch friction plate, and R2 is the outer diameter of the clutch friction plate.

5. A vehicle turbo rotation speed estimation device characterized by comprising: The method comprises the following steps: a change rate calculation unit, configured to calculate an average value of a change rate of the vehicle turbine speed in a preset period when the vehicle turbine speed is less than a first preset threshold value; a selection unit, configured to select any speed greater than or equal to a second preset threshold value and less than the first preset threshold value as a first speed when the vehicle turbine speed is less than the second preset threshold value; the second preset threshold value is less than the first preset threshold value; a reference speed calculation unit, configured to calculate a reference speed according to the first speed, the average value of the change rate of the vehicle turbine speed and a time length experienced from the first speed to the present; a compensation speed calculation unit, configured to calculate a compensation speed according to a turbine end output torque, a torque capacity of a vehicle clutch and an input end moment of inertia of the vehicle clutch; an estimated speed calculation unit, configured to add the reference speed and the compensation speed to obtain a vehicle turbine estimated speed.

6. The apparatus of claim 5, wherein, The compensation rotating speed calculation unit is specifically configured to calculate N offset ; N offset = (T Turb -T Clch ) / J ClchInput ; where N offser is the compensated rotational speed, T Turb is the turbine end output torque, T Clch is the torque capacity of the vehicle clutch, J ClchInput is the input end moment of inertia of the vehicle clutch.

7. The apparatus of claim 6, wherein, The compensation rotating speed calculation unit is specifically configured to calculate T Turb ; T Turb = K x C x N e 2 + T TCC ; Wherein, K is the torque converter torque ratio coefficient, C is the torque converter capacity coefficient, N e is the vehicle engine speed, T TCC is the torque converter lockup capacity.

8. The apparatus of claim 6, wherein, The compensation rotating speed calculation unit is specifically configured to calculate T Clch ; Wherein, μ is the friction coefficient of the clutch friction plate, p is the clutch friction plate pressure, n is the number of clutch friction pairs, A is the effective friction area of the clutch friction plate, R1 is the inner diameter of the clutch friction plate, and R2 is the outer diameter of the clutch friction plate.

9. A vehicle turbo speed estimation system characterized by comprising: The method comprises the following steps: a memory, configured to store a computer program; a processor, configured to implement the steps of the vehicle turbine speed estimation method according to any one of claims 1-4 when the computer program is executed.

10. A computer readable medium characterized by The computer program stored on the computer readable medium is executed by the processor to implement the steps of the vehicle turbine speed estimation method according to any one of claims 1-4.

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