Optimization method and system for static gear shifting impact of automatic transmission and vehicle

Abstract

The invention discloses an optimization method for static gear shifting impact of an automatic transmission, and belongs to the technical field of automatic transmission control. The method comprises the steps that when a static gear shifting signal is triggered, the rotating speed of a turbine is monitored to obtain the actual fast charging duration and the actual pre-charging duration, the actual fast charging duration is the duration from the moment when static gear shifting is triggered to the moment when the rotating speed of the turbine changes, and the actual pre-charging duration is the duration from the moment when static gear shifting is triggered to the moment when the rotating speed of the turbine changes; the actual pre-charging duration is the duration from the moment when the rotating speed of the turbine changes to the moment when the rotating speed of the turbine is a target value; respectively calculating a first difference value between the actual fast charging duration and the target fast charging duration and a second difference value between the actual pre-charging duration and the target pre-charging duration; and according to whether the first difference value and the second difference value are respectively in a first preset difference value range and a second preset difference value range, carrying out self-learning adjustment on the rapid oil charging time and / or the pressure value of the pre-oil-charging KP point. The problem that obvious vibration and pause sense are generated in the static gear shifting process of the vehicle can be effectively solved.

Description

Technical Field

[0001] The present application belongs to the technical field of automatic transmission control, and specifically relates to an optimization method for static shift shock of an automatic transmission, an optimization system for static shift shock of an automatic transmission, a vehicle and a readable storage medium. Background Art

[0002] Automatic transmission plays an indispensable role in static gear shifting. When the vehicle is stationary, the automatic transmission provides convenience and safety for gear shifting operations, and can accurately and quickly complete the gear shifting according to the driver's operating instructions. When the automatic transmission is in static gear shifting, it mainly switches between different gears by controlling the engagement and release of the clutch. The transmitted torque will change during the engagement and release of the clutch. However, there may be certain dispersion in the production and assembly process of the automatic transmission clutch, such as the installation clearance of the clutch and the elastic coefficient of the clutch butterfly spring. These dispersions may make the clutch transmission torque value unreasonable or the transmission torque suddenly change, thereby causing static gear shifting shock problems, causing the driver and passengers to feel obvious vibration and frustration.

[0003] At present, most cars on the market are equipped with corresponding shock absorbers in each forward gear of the automatic transmission, which are connected to the oil circuit from the shift valve to the shift actuator. When shifting, the pressure oil enters the shift actuator and the shock absorber at the same time. By controlling the oil pressure, the shift actuator is engaged in a pattern of first fast and then slow, thereby reducing the shift shock. However, the shock absorber is easily affected by the environment and is easily affected by factors such as temperature, oil, and sunlight, resulting in performance degradation and aging. In addition, the resistance performance of the shock absorber is limited, and it cannot effectively solve the problem of obvious vibration and frustration of the vehicle during static shifting. Summary of the invention

[0004] The purpose of the embodiments of the present application is to provide a method, system, vehicle and readable storage medium for optimizing the static shift impact of an automatic transmission, which can solve the problem of obvious vibration and jerkiness generated in the vehicle during static shifting.

[0005] In order to solve the above technical problems, this application is implemented as follows: In a first aspect, an embodiment of the present application provides a method for optimizing static shift shock of an automatic transmission, the method comprising: When a static shift signal is triggered, the turbine speed is monitored to obtain the actual fast charging duration and the actual pre-charging duration, respectively. The actual fast charging duration is the duration from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging duration is the duration from the moment the turbine speed changes to the moment the turbine speed reaches the target value. Calculate a first difference between the actual fast charge duration and the target fast charge duration, and a second difference between the actual pre-charge duration and the target pre-charge duration; According to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range, the rapid oil filling time and / or the pressure value of the pre-oil filling KP point are adjusted by self-learning.

[0006] Further, in the step of self-learning and adjusting the fast oil filling time or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range, it specifically includes: If the first difference is smaller than the first preset difference range, and the second difference is smaller than the second preset difference range, the rapid oil filling time is reduced and the pressure value of the pre-oil filling KP point is reduced.

[0007] Further, in the step of self-learning and adjusting the fast oil filling time or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range, it specifically includes: If the first difference is greater than the first preset interpolation range, and the second difference is greater than the second preset difference range, the rapid oil filling time is increased to increase the pressure value of the pre-oil filling KP point.

[0008] Further, in the step of self-learning and adjusting the fast oil filling time or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range, it specifically includes: Based on the first difference not being within the first preset difference range and the second difference being within the second preset range, the pressure value of the pre-filling oil KP point is kept unchanged, and the rapid filling oil time is adjusted by self-learning; If the first difference is greater than the first preset difference range, the rapid oil filling time is increased; If the first difference is smaller than the first preset difference range, the rapid oil filling time is reduced.

[0009] Further, in the step of self-learning and adjusting the fast oil filling time or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range, it specifically includes: Based on the first difference being within the first preset difference range and the second difference being outside the second preset difference range, the rapid oil filling time is kept unchanged, and the pressure value of the pre-filling oil KP point is adjusted by self-learning; If the second difference is greater than the second preset difference range, the pressure value of the pre-fill oil KP point is increased; If the second difference is smaller than the second preset difference range, the pressure value of the pre-filling oil KP point is reduced.

[0010] Furthermore, before the step of monitoring the turbine speed to obtain the actual fast charging time and the actual pre-charging time respectively when the static shift signal is triggered, the method further includes: Collect real-time lever signals; Receive a real-time gear lever signal, and determine a current gear position and a target gear position through the real-time gear lever signal; Based on the current gear being neutral, a static shift signal is triggered, and the clutch is driven to switch to the target gear.

[0011] Further, when the clutch is switched to the target gear, the friction coefficient of the clutch is monitored so that the friction coefficient is converted between the static friction coefficient and the dynamic friction coefficient; Calculate the ratio of the coefficient of static friction to the coefficient of dynamic friction; Determine whether the ratio is greater than a preset threshold; optimizing the clutch based on the ratio being greater than a preset threshold; The optimized clutch is tested and verified to ensure that the ratio is less than or equal to the preset threshold.

[0012] In a second aspect, an embodiment of the present application provides an optimization system for static shift shock of an automatic transmission, the system comprising: A monitoring and acquisition module is used to monitor the turbine speed when a static shift signal is triggered to obtain the actual fast charging duration and the actual pre-charging duration respectively, wherein the actual fast charging duration is the time period from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging duration is the time period from the moment the turbine speed changes to the moment the turbine speed reaches the target value; A difference calculation module, used to calculate a first difference between an actual fast charge duration and a target fast charge duration, and a second difference between an actual pre-charge duration and a target pre-charge duration; The self-learning module is used to perform self-learning adjustment on the rapid oil filling time and / or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range.

[0013] In a third aspect, an embodiment of the present application provides a vehicle comprising a processor, a memory, and a program or instruction stored in the memory and executable on the processor, wherein the program or instruction, when executed by the processor, implements the steps of the method described in the first aspect.

[0014] In a fourth aspect, an embodiment of the present application provides a readable storage medium, on which a program or instruction is stored, and when the program or instruction is executed by a processor, the steps of the method described in the first aspect are implemented.

[0015] In a fifth aspect, an embodiment of the present application provides a chip, the chip including a processor and a communication interface, the communication interface and the processor are coupled, and the processor is used to run programs or instructions to implement the method described in the first aspect.

[0016] In an embodiment of the present application, when a static shift signal is triggered, the turbine speed is monitored to obtain the actual fast charging duration and the actual pre-charging duration, respectively, wherein the actual fast charging duration is the duration from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging duration is the duration from the moment the turbine speed changes to the moment the turbine speed reaches the target value. The first difference between the actual fast charging duration and the target fast charging duration, and the second difference between the actual pre-charging duration and the target pre-charging duration are calculated respectively, and then the fast filling time and / or the pressure value of the pre-filling KP point are self-learned and adjusted according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range. This application takes the time from the moment the static gear shift is triggered to the time when the turbine speed changes, and the time from the time the turbine speed changes to the target value as learning targets. After the actual execution time deviates from the target time during the static gear shift, the clutch performs self-learning adjustments to the quick oil filling time and the pressure value of the pre-oil filling KP point, so as to reduce the impact of the dispersion generated during the production and assembly process of the clutch, avoid unreasonable transmission torque values ​​of the clutch or sudden changes in torque during static gear shifting, thereby effectively solving the problem of obvious vibration and frustration of the vehicle during static gear shifting. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A flow chart showing an implementation method of a method for optimizing static shift shock of an automatic transmission provided by an embodiment of the present invention; Figure 2 A self-learning logic block diagram of an optimization method for static shift shock of an automatic transmission provided by an embodiment of the present invention is shown; Figure 3 Another self-learning logic block diagram of the optimization method for static shift shock of an automatic transmission provided by an embodiment of the present invention is shown; Figure 4 A schematic diagram showing the structure of an optimization system for static shift shock of an automatic transmission provided by an embodiment of the present invention is shown; Figure 5 A schematic diagram of the vehicle structure to which the optimization method for static shift shock of an automatic transmission provided by an embodiment of the present invention is applied is shown. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0019] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than those illustrated or described here. In addition, the "and / or" in the specification and claims represents at least one of the connected objects, and the character " / " generally represents that the objects associated with each other are in an "or" relationship.

[0020] In conjunction with the accompanying drawings, the optimization method for static shift shock of an automatic transmission, the optimization system for static shift shock of an automatic transmission, the vehicle and the readable storage medium provided in the embodiments of the present application are described in detail through specific embodiments and their application scenarios.

[0021] It is worth noting that the optimization method of static shift shock of automatic transmission disclosed in this application is used to maintain smoothness when the vehicle switches from parking gear to forward gear or reverse gear, avoid vehicle setbacks, and make the driving experience more comfortable. In some special operation vehicles, such as garbage trucks, postal delivery vehicles and other vehicles that need to start and stop frequently, the optimization method of static shift shock of automatic transmission can extend the life of the transmission, improve work efficiency, and ensure stable and reliable operation of the vehicle in complex working scenarios. In addition, in cold weather, when the transmission system and hydraulic system of the vehicle change due to low temperature performance, this method can still effectively reduce the shift shock and ensure the normal starting and driving of the vehicle.

[0022] See also Figures 1 to 3 , which is an implementation method of the method for optimizing the static shift shock of an automatic transmission provided by an embodiment of the present invention, the method comprises steps S101 to S103, wherein: Step S101, when the static shift signal is triggered, the turbine speed is monitored to obtain the actual fast charging duration and the actual pre-charging duration respectively, wherein the actual fast charging duration is the duration from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging duration is the duration from the moment the turbine speed changes to the moment the turbine speed reaches the target value.

[0023] In some embodiments of the present application, before triggering a static shift, the real-time gear lever signal of the vehicle is first collected, and the current gear and the target gear are determined by the real-time gear lever signal. When the current gear is neutral, the static shift signal is triggered and the clutch is driven to switch to the target gear.

[0024] In this embodiment, the physical position of the gear lever is detected by the gear lever position sensor of the vehicle, and the real-time gear lever signal is collected, and then these signals are transmitted to the electronic control unit (Engine Control Unit, hereinafter referred to as ECU) of the vehicle. The ECU analyzes the received real-time gear lever signal to determine the gear currently selected by the driver. By analyzing the real-time gear lever signal, the ECU can identify the current gear of the vehicle. At the same time, the ECU can also predict the target gear according to the driving state of the vehicle (such as the driving speed of the vehicle, the engine speed, etc.) and the intention of the driver. The ECU will check whether the current gear is neutral. Neutral refers to the state where the transmission system of the vehicle is disconnected from the engine. At this time, the vehicle is usually stopped or driving at a low speed. After the ECU determines that the current gear is neutral, it triggers a static shift signal. The static shift signal is preset to guide the vehicle to safely switch to the target gear in the neutral state. The static shift signal activates the clutch control unit, which is responsible for controlling the engagement and release of the clutch. During the gear shift process, the clutch is released, the gear starts to move, and the ECU drives the gear to move to the target gear through the actuator in the transmission (such as a solenoid valve or a servo motor). After completing the gear shift, the ECU will receive feedback signals from the transmission to confirm whether the gear has been correctly moved to the target gear. If the gear shift does not achieve the expected effect, the ECU will make adjustments based on the feedback and optimize the gear shift strategy to improve the efficiency of the gear shift and the performance of the vehicle.

[0025] It is worth mentioning that in addition to collecting real-time gear lever signals, the engine's idle stability and torque signals need to be monitored. During the static shifting process, the clutch's pre-oil filling and rapid oil filling stages have a direct impact on idle stability. The pre-oil filling stage refers to the process of quickly filling the clutch oil chamber before the clutch is actually engaged. The purpose of this stage is to reduce the delay and impact during the gear shift and ensure the smoothness of the gear shift. The rapid oil filling stage refers to the clutch oil circuit being quickly filled with oil to prepare for the next gear shift operation. Idle instability will directly affect the static shifting quality of the vehicle. At the same time, the engine's torque signal is used as the control target for controlling the current, and the torque will be referenced for open-loop control of the clutch during the control process.

[0026] In this embodiment, the input shaft of the clutch is rigidly connected to the turbine through a spline, ensuring that there is no relative slip between the input shaft and the turbine, so the speed of the input shaft and the turbine are the same. Since the two are rigidly connected, any change in the speed of the input shaft will be immediately reflected in the speed of the turbine, and the turbine can quickly respond to the change in the speed of the input shaft. When the clutch is engaged, the spline connection allows torque to be directly transmitted from the input shaft to the turbine, ensuring high efficiency of power transmission and reducing energy loss. Since the speed of the input shaft and the turbine is the same, the design of the clutch is simplified because there is no need to consider the speed difference caused by slipping or sliding.

[0027] It is worth mentioning that there are corresponding speed sensors in the automatic transmission that can monitor the changes in turbine speed in real time, such as the input shaft speed sensor, also known as the turbine shaft speed sensor, which can detect the speed of the automatic transmission input shaft (i.e. turbine shaft). These sensors are usually fixed on the lower cover of the transmission, close to the signal trigger wheel on the input shaft, to sense the input shaft speed.

[0028] In this embodiment, the clutch control current is used to control the engagement and disengagement of the clutch and adjust the degree of engagement of the clutch. The appropriate control current can ensure that the input shaft and the output shaft speed maintain a stable fixed speed ratio relationship after synchronization, and the synchronization of the input shaft and the output shaft speed is the key to ensure efficient and smooth power transmission. For example, in a hydraulically controlled clutch system, the clutch engagement speed is adjusted by accurately controlling the pressure and flow of the hydraulic oil. When the speed synchronization is required, the electronic control unit or the transmission control unit issues an instruction based on the speed difference between the input shaft and the output shaft. If the input shaft speed is higher than the output shaft speed, the transmission control unit will control the hydraulic system so that the hydraulic oil enters the working chamber of the clutch at an appropriate flow rate and pressure, so that the clutch plate gradually engages. In this process, the friction between the clutch plates will transfer part of the input shaft speed to the output shaft, so that the output shaft speed gradually increases. By continuously monitoring the speed difference, the parameters of the hydraulic oil are dynamically adjusted until the desired fixed speed ratio is reached. When the input shaft speed is synchronized to a fixed speed ratio relationship with the output shaft speed, the impact and vibration of the vehicle during static gear shifting can be reduced, and the gear shifting smoothness can be improved.

[0029] In some embodiments of the present application, during the process of switching the clutch to the target gear, the friction coefficient of the clutch is converted between the static friction coefficient and the dynamic friction coefficient, and the static-to-dynamic ratio of the clutch, that is, the ratio of the static friction coefficient to the dynamic friction coefficient, is calculated, and it is determined whether the static-to-dynamic ratio is greater than a preset threshold. If the static-to-dynamic ratio is greater than the preset threshold, the clutch is optimized and the optimized clutch is tested again to ensure that the static-to-dynamic ratio is less than or equal to the preset threshold.

[0030] It is worth mentioning that during the static gear shifting process, the clutch friction plate experiences a conversion between static and dynamic friction, and the gear shifting control pressure increases from small to large until a gear is formed. If the static and dynamic friction coefficient ratio of the clutch is very large during the conversion process, the transmitted torque will also change significantly, resulting in a static gear shifting shock problem.

[0031] In this embodiment, the ratio of the static-dynamic friction coefficient of the clutch shall not be greater than 1.5. In the starting experiment, the acceleration change of the vehicle during the clutch engagement process, the engine speed change and the torque fluctuation of the transmission system were measured by precise sensors, and it was found that when the static-dynamic ratio gradually increased from 1.2 to above 1.5, the shaking and impact of the vehicle at the start were significantly aggravated. Through statistical analysis of these experimental data, it was determined that when the static-dynamic ratio was greater than 1.5, the smoothness of the start would exceed the acceptable range for most users.

[0032] In this embodiment, the static and dynamic friction coefficients of the clutch will also change under different oil temperatures. The clutch can be optimized by selecting suitable friction materials, optimizing the clutch design, using lubricating oil at a certain temperature, performing temperature sensitivity tests, etc., so as to keep the static-dynamic ratio of the clutch less than or equal to a preset threshold.

[0033] S102, respectively calculating a first difference between an actual fast charging duration and a target fast charging duration, and a second difference between an actual pre-charging duration and a target pre-charging duration.

[0034] In some embodiments of the present application, the target fast charging duration is the time from the moment the static shift is triggered to the moment the turbine speed changes, and the target pre-charging duration is the time from the moment the turbine speed changes to the moment the turbine speed reaches the target value, and the target duration is different at different temperatures.

[0035] In this embodiment, the target duration at different temperatures is obtained through a gearbox bench test. Bench testing is a method for testing and evaluating products, components or systems in a controlled environment. The gearbox bench test box provides a wide temperature range, which can meet the performance test requirements of the gearbox at different temperatures. In this embodiment, the temperature range is 20°C to 120°C, as shown in Table 1. This is an example rather than a limitation. The specific values ​​of the time in the table are modified according to the actual performance of the gearbox and are not limited to the values ​​in the table.

[0036] Table 1 Target duration at different oil temperatures Step S103, performing self-learning adjustment on the rapid oil filling time and / or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range.

[0037] In some embodiments of the present application, when the difference between the actual fast charging time and the target fast charging time is within the first preset difference range, the actual fast filling time is considered to be reasonable, and no self-learning adjustment is performed; when the difference between the actual pre-filling time and the target pre-filling time is within the second preset difference range, the pressure value of the pre-filling KP point is considered to be reasonable, and no self-learning adjustment is performed; when the difference between the actual fast charging time and the target fast charging time is not within the first preset difference range, the actual fast charging time is considered to be unreasonable, and a self-learning adjustment is performed on the fast filling time; when the difference between the actual pre-filling time and the target pre-filling time is not within the second preset difference range, the actual pre-filling time is considered to be unreasonable, and a self-learning adjustment is performed on the pressure value of the pre-filling KP point.

[0038] By way of example and not limitation, the first preset difference range and the second preset difference range may be selected based on specific circumstances. For example, the preset difference range may be ±4ms, ±5ms, ±6ms, etc., and specific values ​​thereof will not be described in detail herein.

[0039] In this embodiment, if Figure 2 As shown, when the first difference is smaller than the first preset difference range and the second difference is smaller than the second preset difference range, the rapid oil filling time is reduced and the pressure value of the pre-oil filling KP point is reduced.

[0040] In this embodiment, if Figure 2 As shown, when the first difference is greater than the first preset difference range and the second difference is greater than the second preset difference range, the rapid oil filling time is increased and the pressure value of the pre-oil filling KP point is increased.

[0041] In this embodiment, if Figure 2 As shown, based on the fact that the first difference is not within the first preset difference range and the second difference is within the second preset difference range, the pressure value of the pre-filling oil KP point is kept unchanged, and the fast filling oil time is self-learning adjusted; if the first difference is greater than the first preset difference range, the fast filling oil time is increased; if the first difference is less than the first preset difference range, the fast filling oil time is reduced.

[0042] In this embodiment, if Figure 3 As shown, based on the fact that the first difference is within the first preset difference range and the second difference is not within the second preset difference range, the rapid oil filling time is kept unchanged, and the pressure value of the pre-filling oil KP point is self-learning adjusted; if the second difference is greater than the second preset difference range, the pressure value of the pre-filling oil KP point is increased; if the second difference is less than the second preset difference range, the pressure value of the pre-filling oil KP point is reduced.

[0043] In some embodiments of the present application, the fast filling time and the pressure value of the pre-filling KP point are self-learned and adjusted multiple times according to the self-learning step until the first difference is within a first preset difference range and the second difference is within a second preset range.

[0044] In this embodiment, the determination of the self-learning step length is a key link in the automatic transmission control strategy, which involves the fast oil filling and pre-oil filling process of the clutch, and the self-learning step length is usually not a fixed value. The best self-learning step length can be determined by bench testing and a calibration table can be generated, as shown in Table 2, and then the corresponding self-learning step length can be determined by looking up the table based on the first difference and the second difference.

[0045] Table 2 Self-learning step length calibration table In practical applications, the determination of the self-learning step length needs to comprehensively consider factors such as the characteristics of the clutch, oil temperature, driving habits, vehicle load, etc. Through continuous adjustment and optimization, it is ensured that the automatic transmission can provide the best shifting performance and driving experience under different working conditions.

[0046] It is worth noting that in addition to obtaining the calibration table of self-learning step length through bench testing, it can also be obtained through professional software and diagnostic tools, technical manuals and training manuals, and manufacturer's technical support.

[0047] In an embodiment of the present application, when a static shift signal is triggered, the turbine speed is monitored to obtain the actual fast charging duration and the actual pre-charging duration, respectively, wherein the actual fast charging duration is the duration from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging duration is the duration from the moment the turbine speed changes to the moment the turbine speed reaches the target value. The first difference between the actual fast charging duration and the target fast charging duration, and the second difference between the actual pre-charging duration and the target pre-charging duration are calculated respectively, and then the fast filling time and / or the pressure value of the pre-filling KP point are self-learned and adjusted according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range. This application takes the time from the moment the static gear shift is triggered to the time when the turbine speed changes, and the time from the time the turbine speed changes to the target value as learning targets. After the actual execution time deviates from the target time during the static gear shift, the clutch performs self-learning adjustments to the quick oil filling time and the pressure value of the pre-oil filling KP point, so as to reduce the impact of the dispersion generated during the production and assembly process of the clutch, avoid unreasonable transmission torque values ​​of the clutch or sudden changes in torque during static gear shifting, thereby effectively solving the problem of obvious vibration and frustration of the vehicle during static gear shifting.

[0048] It should be noted that the optimization method for static shift shock of automatic transmission provided in the embodiment of the present application can be executed by the optimization system for static shift shock of automatic transmission, or a control module in the system for executing the optimization method for adding static shift shock of automatic transmission. In the embodiment of the present application, the optimization method for static shift shock of automatic transmission provided in the embodiment of the present application is explained by taking the optimization system for static shift shock of automatic transmission executing the optimization method for adding static shift shock of automatic transmission as an example.

[0049] The optimization system for static shift shock of automatic transmission in the embodiment of the present application can be a system, or a component, integrated circuit, or chip in a terminal. The device can be a mobile electronic device or a non-mobile electronic device. For example, the mobile electronic device can be an in-vehicle electronic device, a wearable device, etc., and the non-mobile electronic device can be a server, a network attached storage (NAS), a personal computer (PC), etc., which is not specifically limited in the embodiment of the present application.

[0050] The optimization system for static shift shock of an automatic transmission in the embodiment of the present application may be a device having an operating system. The operating system may be an Android operating system, an iOS operating system, or other possible operating systems, which are not specifically limited in the embodiment of the present application.

[0051] The optimization method system of the static shift shock of the automatic transmission provided in the embodiment of the present application can achieve Figures 1 to 3 To avoid repetition, the various processes implemented in the method embodiment are not described here.

[0052] See also Figure 4 , which is a schematic diagram of the structure of an optimization system for static shift shock of an automatic transmission provided by an embodiment of the second aspect of the present invention, the system comprises: The monitoring and acquisition module 201 is used to monitor the turbine speed when the static shift signal is triggered to obtain the actual fast charging duration and the actual pre-charging duration respectively, wherein the actual fast charging duration is the time period from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging duration is the time period from the moment the turbine speed changes to the moment the turbine speed reaches the target value.

[0053] In this embodiment, when the automatic transmission triggers a static shift signal, the monitoring and acquisition module 201 starts working, which is responsible for accurately monitoring the change in turbine speed in order to obtain two key time parameters: the actual fast charge duration and the actual pre-charge duration. The actual fast charge duration refers to the time from the moment the static shift is triggered to the moment the turbine speed changes. This time period is crucial to the response speed and shifting efficiency of the transmission because it is directly related to the execution speed of the shift instruction. Subsequently, the actual pre-charge duration refers to the time period from the beginning of the turbine speed change to the preset target speed value. This time period is crucial to ensuring the smoothness and accuracy of the shift because it involves the dynamic adjustment of the transmission oil and the synchronization of the gears to adapt to the new working state. By accurately measuring these two time periods, the monitoring and acquisition module 201 can help the transmission control unit optimize the shift strategy and reduce the impact and delay during the shift process, thereby improving driving comfort and the life of the transmission.

[0054] The difference calculation module 202 is used to calculate a first difference between the actual fast charging duration and the target fast charging duration, and a second difference between the actual pre-charging duration and the target pre-charging duration.

[0055] In this embodiment, the difference calculation module 202 is a high-precision calculation tool. After receiving the actual fast charging duration and the actual pre-charging duration and their respective target durations from the monitoring and acquisition module 201, the difference calculation module 202 calculates the first difference and the second difference respectively. The first difference is the difference between the actual fast charging duration and the target fast charging duration, and the second difference is the difference between the actual pre-charging duration and the target pre-charging duration. These two differences are crucial for the precise control of the gearbox because they directly affect the smoothness and efficiency of the gear shift.

[0056] The self-learning module 203 is used to perform self-learning adjustment on the fast oil filling time and / or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range.

[0057] In this embodiment, the self-learning module 203 first receives the first difference and the second difference from the difference calculation module 202. If the first difference and the second difference are respectively within the first preset difference range and the second preset difference range, the self-learning module 203 will not make any adjustments. If the difference is not within the preset difference range, the self-learning module 203 will start the self-learning algorithm to adjust the fast filling time and / or the pressure value of the pre-filling KP point to optimize the performance of the gearbox. The self-learning adjustment of the 203 module is a continuous process, which can continuously optimize the control parameters of the gearbox according to real-time data to adapt to different driving conditions and oil temperature changes. Through this self-learning mechanism, the self-learning module 203 can improve the response speed and gear shifting smoothness of the gearbox, reduce the impact and delay during the gear shifting process, thereby improving driving comfort and the life of the gearbox.

[0058] In an embodiment of the present application, when a static shift signal is triggered, the turbine speed is monitored to obtain the actual fast charging duration and the actual pre-charging duration, respectively, wherein the actual fast charging duration is the duration from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging duration is the duration from the moment the turbine speed changes to the moment the turbine speed reaches the target value. The first difference between the actual fast charging duration and the target fast charging duration, and the second difference between the actual pre-charging duration and the target pre-charging duration are calculated respectively, and then the fast filling time and / or the pressure value of the pre-filling KP point are self-learned and adjusted according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range. This application takes the time from the moment the static gear shift is triggered to the time when the turbine speed changes, and the time from the time the turbine speed changes to the target value as learning targets. After the actual execution time deviates from the target time during the static gear shift, the clutch performs self-learning adjustments to the quick oil filling time and the pressure value of the pre-oil filling KP point, so as to reduce the impact of the dispersion generated during the production and assembly process of the clutch, avoid unreasonable transmission torque values ​​of the clutch or sudden changes in torque during static gear shifting, thereby effectively solving the problem of obvious vibration and frustration of the vehicle during static gear shifting.

[0059] The third aspect of the present application also provides a vehicle, such as Figure 5 As shown, it includes a processor 301, a memory 302, and a program or instruction 303 stored in the memory and executable on the processor. When the program or instruction is executed by the processor, each process of the above-mentioned automatic transmission static shift shock optimization method embodiment is implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.

[0060] An embodiment of the present application also provides a readable storage medium, on which a program or instruction is stored. When the program or instruction is executed by a processor, each process of the above-mentioned automatic transmission static shift shock optimization method embodiment is implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.

[0061] The processor is the processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0062] An embodiment of the present application further provides a chip, which includes a processor and a communication interface, wherein the communication interface is coupled to the processor, and the processor is used to run programs or instructions to implement the various processes of the above-mentioned automatic transmission static shift shock optimization method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0063] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0064] It should be noted that, in this article, the terms "comprise", "include" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise one..." do not exclude the presence of other identical elements in the process, method, article or device including the element. In addition, it should be pointed out that the scope of the methods and devices in the embodiments of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in reverse order according to the functions involved, for example, the described method may be performed in an order different from that described, and various steps may also be added, omitted, or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0065] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, a magnetic disk, or an optical disk), and includes a number of instructions for a terminal (which can be a mobile phone, a computer, a server, an air conditioner, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0066] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present application, ordinary technicians in this field can also make many forms without departing from the purpose of the present application and the scope of protection of the claims, all of which are within the protection of the present application.

Claims

1. A method for optimizing static shift shock of an automatic transmission, characterized in that: The method comprises: When a static shift signal is triggered, the turbine speed is monitored to obtain an actual fast-charging duration and an actual pre-charging duration, respectively, wherein the actual fast-charging duration is the duration from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging duration is the duration from the moment the turbine speed changes to the moment the turbine speed reaches a target value; Calculating a first difference between the actual fast charge duration and the target fast charge duration, and a second difference between the actual pre-charge duration and the target pre-charge duration respectively; According to whether the first difference and the second difference are respectively within a first preset difference range and a second preset difference range, a self-learning adjustment is performed on the rapid oil filling time and / or the pressure value of the pre-oil filling KP point.

2. The method for optimizing static shift shock of an automatic transmission according to claim 1, characterized in that: The step of self-learning and adjusting the fast oil filling time and / or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range specifically includes: If the first difference is smaller than the first preset difference range, and the second difference is smaller than the second preset difference range, the rapid oil filling time is reduced and the pressure value of the pre-oil filling KP point is reduced.

3. The method for optimizing static shift shock of an automatic transmission according to claim 1, characterized in that: The step of self-learning and adjusting the fast oil filling time and / or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range specifically includes: If the first difference is greater than the first preset difference range, and the second difference is greater than the second preset difference range, the rapid oil filling time is increased and the pressure value of the pre-oil filling KP point is increased.

4. The method for optimizing static shift shock of an automatic transmission according to claim 1, characterized in that: The step of self-learning and adjusting the fast oil filling time and / or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range specifically includes: Based on the fact that the first difference is not within the first preset difference range and the second difference is within the second preset difference range, the pressure value of the pre-filling oil KP point is kept unchanged, and the fast filling oil time is adjusted by self-learning; If the first difference is greater than the first preset difference range, increasing the rapid oil filling time; If the first difference is smaller than the first preset difference range, the rapid oil filling time is reduced.

5. The method for optimizing static shift shock of an automatic transmission according to claim 1, characterized in that: The step of self-learning and adjusting the fast oil filling time and / or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range specifically includes: Based on the fact that the first difference is within the first preset difference range and the second difference is not within the second preset difference range, the rapid oil filling time is kept unchanged, and the pressure value of the pre-oil filling KP point is adjusted by self-learning; If the second difference is greater than the second preset difference range, increasing the pressure value of the pre-filling oil KP point; If the second difference is smaller than the second preset difference range, the pressure value of the pre-filling oil KP point is reduced.

6. The method for optimizing static shift shock of an automatic transmission according to claim 1, characterized in that: Before the step of monitoring the turbine speed to obtain the actual fast charging time and the actual pre-charging time respectively when the static shift signal is triggered, the method further includes: Collect real-time lever signals; receiving the real-time gear lever signal, and determining a current gear position and a target gear position according to the real-time gear lever signal; Based on the current gear being neutral, the static shift signal is triggered, and the clutch is driven to switch to the target gear.

7. The method for optimizing static shift shock of an automatic transmission according to claim 6, characterized in that: When the clutch is switched to the target gear, the friction coefficient of the clutch is monitored and the friction coefficient is converted between a static friction coefficient and a dynamic friction coefficient; Calculating the ratio of the static friction coefficient to the dynamic friction coefficient; Determining whether the ratio is greater than a preset threshold; optimizing the clutch based on the ratio being greater than the preset threshold; The optimized clutch is tested and verified to ensure that the ratio is less than or equal to the preset threshold.

8. An optimization system for static shift shock of an automatic transmission, characterized in that: The system comprises: A monitoring and acquisition module, for monitoring the turbine speed to obtain the actual fast-charging duration and the actual pre-charging duration respectively when the static shift signal is triggered, wherein the actual fast-charging duration is the time period from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging duration is the time period from the moment the turbine speed changes to the moment the turbine speed reaches the target value; a difference calculation module, used to respectively calculate a first difference between the actual fast charge duration and the target fast charge duration, and a second difference between the actual pre-charge duration and the target pre-charge duration; The self-learning module is used to perform self-learning adjustment on the rapid oil filling time and / or the pressure value of the pre-oil filling KP point according to whether the first difference and the second difference are respectively within a first preset difference range and a second preset difference range.

9. A vehicle, characterized in that: It includes a processor, a memory, and a program or instruction stored in the memory and executable on the processor. When the program or instruction is executed by the processor, the steps of the method for optimizing the static shift shock of the automatic transmission as described in claims 1-7 are implemented.

10. A readable storage medium, characterized in that: The readable storage medium stores a program or instruction, and when the program or instruction is executed by the processor, the steps of the method for optimizing the static shift shock of the automatic transmission as described in claims 1-7 are implemented.

Images