Method, system and vehicle for optimizing automatic transmission static shift shock

Abstract

The application discloses an automatic transmission static gear shifting impact optimization method, and belongs to the technical field of automatic transmission control. The method comprises the following steps: when a static gear shifting signal is triggered, the turbine rotating speed is monitored to obtain an actual fast filling time length and an actual pre-filling time length respectively, wherein the actual fast filling time length is the time length from the time when the static gear shifting is triggered to the time when the turbine rotating speed changes, and the actual pre-filling time length is the time length from the time when the turbine rotating speed changes to the time when the turbine rotating speed is a target value; a first difference value between the actual fast filling time length and a target fast filling time length is calculated, and a second difference value between the actual pre-filling time length and a target pre-filling time length is calculated; and the fast filling oil time and / or the pressure value of the pre-filling oil KP point are self-learned and adjusted according to whether the first difference value and the second difference value are respectively within a first preset difference value range and a second preset difference value range. The application can effectively solve the problem that obvious vibration and jerk feeling are generated in the static gear shifting process of a vehicle.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automatic transmission control, and particularly relates to an automatic transmission static gear shifting impact optimization method, an automatic transmission static gear shifting impact optimization system, a vehicle and a readable storage medium. BACKGROUND

[0002] The automatic transmission plays an indispensable role in static gear shifting. When the vehicle is in a static state, the automatic transmission provides convenience and safety for gear shifting operation, and can accurately and rapidly complete gear conversion according to the operation instruction of the driver. In the static gear shifting of the automatic transmission, different gears are switched mainly by controlling the combination and release of the clutch, and the transmission torque changes in the process of clutch combination and release. However, there may be certain dispersion in the production and assembly of the automatic transmission clutch, such as installation gap of the clutch and difference in the elastic coefficient of the clutch butterfly spring, which may cause unreasonable transmission torque value or sudden change of the transmission torque of the clutch, thereby causing the static gear shifting impact problem and making the driver feel obvious vibration and jerk.

[0003] At present, most of the vehicles on the market are provided with corresponding shock absorbers in each forward gear of the automatic transmission, which are communicated with the oil path from the gear shift valve to the gear shift actuator. During gear shifting, the pressure oil enters the gear shift actuator and the shock absorber at the same time, and the combination of the gear shift actuator is controlled according to the rule of fast first and slow later, so as to reduce the gear shifting impact. However, the shock absorber is easily affected by the environment, and is easily affected by factors such as temperature, oil and sunlight, which may cause performance decline and aging. Moreover, the resistance performance of the shock absorber is limited, and cannot effectively solve the problem of obvious vibration and jerk of the vehicle in the static gear shifting process. SUMMARY

[0004] The purpose of the embodiments of the application is to provide an automatic transmission static gear shifting impact optimization method, system, vehicle and readable storage medium, which can solve the problem of obvious vibration and jerk of the vehicle in the static gear shifting process.

[0005] In order to solve the above technical problems, the application is implemented as follows:

[0006] In a first aspect, the embodiments of the application provide an automatic transmission static gear shifting impact optimization method, which comprises the following steps:

[0007] When the static gear shifting 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 time when the static gear shifting is triggered to the time when the turbine speed changes, and the actual pre-charging duration is the duration from the time when the turbine speed changes to the time when the turbine speed is a target value.

[0008] respectively, and a second difference value between the actual pre-filling time length and the target pre-filling time length is calculated;

[0009] According to whether the first difference value and the second difference value are respectively within a first preset difference value range and a second preset difference value range, the pressure value of the fast filling time and / or the pre-filling KP point is self-learning adjusted.

[0010] Further, in the step of self-learning adjusting the pressure value of the fast filling time and / or the pre-filling KP point according to whether the first difference value and the second difference value are respectively within the first preset difference value range and the second preset difference value range, specifically comprising:

[0011] If the first difference value is less than the first preset difference value range, and the second difference value is less than the second preset difference value range, the fast filling time is reduced, and the pressure value of the pre-filling KP point is reduced.

[0012] Further, in the step of self-learning adjusting the pressure value of the fast filling time and / or the pre-filling KP point according to whether the first difference value and the second difference value are respectively within the first preset difference value range and the second preset difference value range, specifically comprising:

[0013] If the first difference value is greater than the first preset difference value range, and the second difference value is greater than the second preset difference value range, the fast filling time is increased, and the pressure value of the pre-filling KP point is increased.

[0014] Further, in the step of self-learning adjusting the pressure value of the fast filling time and / or the pre-filling KP point according to whether the first difference value and the second difference value are respectively within the first preset difference value range and the second preset difference value range, specifically comprising:

[0015] Based on that the first difference value is not within the first preset difference value range and the second difference value is within the second preset range, the pressure value of the pre-filling KP point is kept unchanged, and the fast filling time is self-learning adjusted;

[0016] If the first difference value is greater than the first preset difference value range, the fast filling time is increased.

[0017] If the first difference value is less than the first preset difference value range, the fast filling time is reduced.

[0018] Further, in the step of self-learning adjusting the pressure value of the fast filling time and / or the pre-filling KP point according to whether the first difference value and the second difference value are respectively within the first preset difference value range and the second preset difference value range, specifically comprising:

[0019] based on the first difference being within the first preset difference range and the second difference not being within the second preset difference range, keeping the fast oil filling time unchanged and self-learning and adjusting the pressure value of the pre-oil filling KP point;

[0020] if the second difference is greater than the second preset difference range, increasing the pressure value of the pre-oil filling KP point;

[0021] if the second difference is less than the second preset difference range, decreasing the pressure value of the pre-oil filling KP point.

[0022] Further, before the step of monitoring the turbine speed to obtain the actual fast filling time and the actual pre-filling time when the static shift signal is triggered, it further includes:

[0023] collecting a real-time gear lever signal;

[0024] receiving the real-time gear lever signal and determining the current gear and the target gear through the real-time gear lever signal;

[0025] based on the current gear being neutral, triggering the static shift signal and driving the clutch to switch to the target gear.

[0026] Further, when the clutch switches to the target gear, the friction coefficient of the clutch is monitored to make the friction coefficient switch between the static friction coefficient and the dynamic friction coefficient;

[0027] calculating the ratio of the static friction coefficient and the dynamic friction coefficient;

[0028] judging whether the ratio is greater than a preset threshold;

[0029] based on the ratio being greater than the preset threshold, optimizing the clutch;

[0030] testing and verifying the optimized clutch to ensure that the ratio is less than or equal to the preset threshold.

[0031] In a second aspect, the embodiments of the present application provide an automatic transmission static shift impact optimization system, which comprises:

[0032] a monitoring and collecting module configured to monitor the turbine speed to obtain the actual fast filling time and the actual pre-filling time when the static shift signal is triggered, wherein the actual fast filling time is a time period from the time when the static shift signal is triggered to the time when the turbine speed changes, and the actual pre-filling time is a time period from the time when the turbine speed changes to the time when the turbine speed is a target value;

[0033] a difference calculating module configured to calculate a first difference between the actual fast filling time and the target fast filling time, and a second difference between the actual pre-filling time and the target pre-filling time;

[0034] The self-learning module is configured to perform self-learning adjustment on the fast oil charging time and / or the pressure value of the pre-oil charging KP point according to whether the first difference and the second difference are within the first preset difference range and the second preset difference range, respectively.

[0035] In a third aspect, an embodiment of the present application provides a vehicle, which comprises a processor, a memory, and a program or instruction stored in the memory and executable on the processor, and the program or instruction is executed by the processor to implement the steps of the method according to the first aspect.

[0036] In a fourth aspect, an embodiment of the present application provides a readable storage medium, which stores a program or instruction, and the program or instruction is executed by a processor to implement the steps of the method according to the first aspect.

[0037] In a fifth aspect, an embodiment of the present application provides a chip, which comprises a processor and a communication interface, the communication interface is coupled to the processor, and the processor is configured to execute a program or instruction to implement the method according to the first aspect.

[0038] In the embodiment of the present application, when the static shifting signal is triggered, the turbine speed is monitored to obtain an actual fast oil charging time length and an actual pre-oil charging time length, respectively, the actual fast oil charging time length is a time length from a time point of triggering the static shifting to a time point of the turbine speed changing, the actual pre-oil charging time length is a time length from the time point of the turbine speed changing to a time point of the turbine speed being a target value, a first difference between the actual fast oil charging time length and a target fast oil charging time length is calculated, and a second difference between the actual pre-oil charging time length and a target pre-oil charging time length is calculated, and then self-learning adjustment is performed on the fast oil charging time and / or the pressure value of the pre-oil charging KP point according to whether the first difference and the second difference are within a first preset difference range and a second preset difference range, respectively. In the present application, the time length from the time point of triggering the static shifting to the time point of the turbine speed changing and the time length from the time point of the turbine speed changing to the time point of the turbine speed being the target value are learning targets, and after the actual execution time and the target time deviate from each other during the static shifting, the clutch performs self-learning adjustment on the fast oil charging time and the pressure value of the pre-oil charging KP point, so as to reduce the influence of the dispersion generated during the production and assembly of the clutch, and avoid the situation that the transmission torque value of the clutch is unreasonable or the torque suddenly changes during the static shifting, thereby effectively solving the problem that the vehicle produces obvious vibration and jerk during the static shifting. BRIEF DESCRIPTION OF DRAWINGS

[0039] Figure 1 A flow chart of an embodiment of the optimization method of the automatic transmission static shifting impact provided by the embodiment of the present application is shown;

[0040] Figure 2 A self-learning logic block diagram of the optimization method of the automatic transmission static shifting impact provided by the embodiment of the present application is shown;

[0041] Figure 3 Another self-learning logic block diagram of the automatic transmission static shift shock optimization method provided by the embodiment of the application is shown;

[0042] Figure 4 A structural schematic diagram of the automatic transmission static shift shock optimization system provided by the embodiment of the application is shown;

[0043] Figure 5 A vehicle structural schematic diagram applying the automatic transmission static shift shock optimization method provided by the embodiment of the application is shown. DETAILED DESCRIPTION

[0044] The technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0045] The terms "first", "second", and the like 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 interchanged under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than those illustrated or described herein. In addition, "and / or" in the specification and claims indicates at least one of the connected objects, and the character " / ", generally indicates that the front and rear associated objects are in a "or" relationship.

[0046] The automatic transmission static shift shock optimization method, the automatic transmission static shift shock optimization system, the vehicle and the readable storage medium provided by the embodiments of the present application will be described in detail below in conjunction with the drawings, through specific embodiments and their application scenarios.

[0047] It is worth noting that the automatic transmission static shift shock optimization method disclosed in the present application is used to maintain the smoothness of the vehicle when switching from the parking gear to the forward gear or the reverse gear, avoid the jerk of the vehicle, and make the driving experience more comfortable. In some special working vehicles, such as garbage collection vehicles, postal distribution vehicles and other vehicles that need to be frequently started and stopped, the automatic transmission static shift shock optimization method can prolong the service life of the transmission, improve the work efficiency, and ensure the stable and reliable operation of the vehicle in complex working scenarios. In addition, when the transmission system and the hydraulic system of the vehicle change due to low temperature performance in cold weather, this method can still effectively reduce the shift shock and ensure the normal starting and driving of the vehicle.

[0048] Please refer to Figures 1 to 3, and the automatic transmission static gear shifting impact optimization method provided by the embodiment of the application is shown, and the method comprises steps S101 to S103.

[0049] In step S101, when a static gear shifting 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 time when the static gear shifting is triggered to the time when the turbine speed changes, and the actual pre-charging duration is the duration from the time when the turbine speed changes to the time when the turbine speed is a target value.

[0050] In some embodiments of the present application, before the static gear shifting is triggered, the real-time gear lever signal of the vehicle is collected, the current gear and the target gear are determined through the real-time gear lever signal, and when the current gear is neutral, the static gear shifting signal is triggered and the clutch is switched to the target gear.

[0051] In this embodiment, the physical position of the gear lever is detected by the gear lever position sensor of the vehicle, the real-time gear lever signal is collected, and then the signals are transmitted to the electronic control unit (ECU) of the vehicle. The ECU analyzes the received real-time gear lever signal to determine the current gear selected by the driver. By analyzing the real-time gear lever signal, the ECU can identify the current gear of the vehicle, and 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, and neutral refers to the state in which the transmission system of the vehicle is disconnected from the engine, at which time the vehicle is usually in a stopped or low-speed driving state. After the ECU determines that the current gear is neutral, the static gear shifting signal is triggered, and the static gear shifting signal is pre-set to guide the vehicle to safely switch to the target gear in the neutral state. The static gear shifting signal will activate the clutch control unit, which is responsible for controlling the engagement and release of the clutch. During the gear shifting process, the clutch is released and the gear begins to move, and the ECU will push the gear to move to the target gear through the actuator (such as an electromagnetic valve or a servo motor) in the transmission. After the gear shifting is completed, the ECU will receive feedback signals from the transmission to confirm whether the gear has been correctly moved to the target gear, and if the gear shifting does not achieve the expected effect, the ECU will adjust and optimize the gear shifting strategy according to the feedback to improve the efficiency of the gear shifting and the performance of the vehicle.

[0052] It is worth mentioning that in addition to collecting real-time shift lever signals, the idle stability of the engine and the torque signal also need to be monitored. In the static shifting process, the pre-priming and rapid priming stages of the clutch have a direct impact on the idle stability. The pre-priming stage refers to the process of rapidly filling the clutch oil cavity before the clutch is actually engaged. The purpose of this stage is to reduce the delay and impact during shifting and ensure smooth shifting. The rapid priming stage refers to the process of rapidly filling the clutch oil circuit with oil in preparation for the next shifting operation. Idle instability will directly affect the static shifting quality of the vehicle. At the same time, the engine torque signal is used as the control target of the control current, and the torque will be referenced during the control process to control the opening of the clutch.

[0053] In this embodiment, the input shaft of the clutch is hard connected to the turbine through a spline, ensuring that there is no relative sliding between the input shaft and the turbine, so the rotational speed of the input shaft and the turbine is the same. Since the two are rigidly connected, any change in the rotational speed of the input shaft will be immediately reflected in the rotational speed of the turbine, and the turbine can quickly respond to changes in the rotational speed of the input shaft. In the engaged state of the clutch, the spline connection allows the torque to be directly transmitted from the input shaft to the turbine, ensuring high efficiency of power transmission and reducing energy loss. Since the rotational speed of the input shaft and the turbine is the same, the design of the clutch is simplified, as there is no need to consider the rotational speed difference caused by slipping or sliding.

[0054] It is worth mentioning that there are corresponding rotational speed sensors in the automatic transmission that can monitor the changes in the rotational speed of the turbine in real time, such as the input shaft rotational speed sensor, also known as the turbine shaft rotational speed sensor, which can detect the rotational speed of the input shaft of the automatic transmission (i.e. the turbine shaft). These sensors are usually fixed to the lower cover of the transmission and are close to the signal trigger wheel on the input shaft to sense the rotational speed of the input shaft.

[0055] In this embodiment, the clutch is controlled by the clutch control current to control the engagement and disengagement of the clutch and adjust the engagement degree of the clutch, and the appropriate control current can ensure that the input shaft and the output shaft maintain a stable fixed speed ratio relationship after synchronization, and the synchronization of the input shaft and the output shaft is the key to ensure efficient and smooth power transmission. As in the hydraulic control clutch system, the engagement speed of the clutch is adjusted by precisely controlling the pressure and flow of the hydraulic oil. When the speed needs to be synchronized, the electronic control unit or the transmission control unit issues an instruction according to 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 controls the hydraulic system to make the hydraulic oil enter the working chamber of the clutch at an appropriate flow rate and pressure, so that the clutch plates gradually engage. In this process, the friction between the clutch plates will transmit part of the speed of the input shaft to the output shaft, causing the output shaft speed to gradually increase. By continuously monitoring the speed difference and dynamically adjusting the parameters of the hydraulic oil, the desired fixed speed ratio is achieved. When the input shaft speed is synchronized to present a fixed speed ratio relationship with the output shaft speed, the impact and vibration during static gear shifting of the vehicle can be reduced, and the gear shifting smoothness can be improved.

[0056] In some embodiments of the present application, during the process of switching the clutch to the target gear, the friction coefficient of the clutch changes between the static friction coefficient and the dynamic friction coefficient, the static-dynamic ratio of the clutch, i.e. the ratio of the static friction coefficient to the dynamic friction coefficient, is calculated, and it is determined whether the static-dynamic ratio is greater than a preset threshold. If the static-dynamic ratio is greater than the preset threshold, the clutch is optimized and the optimized clutch is tested again to ensure that the static-dynamic ratio is less than or equal to the preset threshold.

[0057] It is worth noting that during the static gear shifting process, the static-dynamic friction of the clutch plate changes, the gear shifting control pressure increases from small to large, and finally forms a gear. If the ratio of the static-dynamic friction coefficient of the clutch is very large during the conversion process, the transmitted torque will also change greatly, thereby causing a static gear shifting impact problem.

[0058] In this embodiment, the ratio of the static-dynamic friction coefficient of the clutch should not be greater than 1.5. In the starting experiment, by accurately measuring the acceleration change of the vehicle during the engagement of the clutch, the change of the engine speed and the torque fluctuation of the transmission system, it is found that when the static-dynamic ratio gradually increases from 1.2 to more than 1.5, the shaking and impact of the vehicle during starting is significantly intensified. By statistically analyzing these experimental data, it is determined that when the static-dynamic ratio is greater than 1.5, the smoothness of the starting will exceed the range acceptable to most users.

[0059] In this embodiment, the static-dynamic friction coefficient of the clutch will also change at different oil temperatures, and the clutch can be optimized by selecting appropriate friction materials, optimizing the clutch design, using temperature-sensitive lubricating oil, and performing temperature sensitivity tests, so as to keep the static-dynamic ratio of the clutch less than or equal to the preset threshold.

[0060] S102, respectively calculate 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.

[0061] In some embodiments of the present application, the target fast charging duration is the duration from the time when the static gear shifting is triggered to the time when the turbine speed changes, and the target pre-charging duration is the duration from the time when the turbine speed changes to the time when the turbine speed is the target value. The target duration at different temperatures is different.

[0062] In this embodiment, the target duration at different temperatures is obtained through the transmission bench test. The transmission bench test is a method of testing and evaluating products, components or systems in a controlled environment. The transmission bench test box provides a wide temperature range to meet the performance test requirements of the transmission at different temperatures. In this embodiment, the temperature range is 20-120°C. As an example but not limitation, the specific values of the time in the table are modified according to the actual performance of the transmission, and are not limited to the values in the table.

[0063] Table 1. Target duration at different oil temperatures

[0064]

[0065] Step S103, according to whether the first difference value and the second difference value are respectively within a first preset difference value range and a second preset difference value range, the fast charging time and / or the pressure value of the pre-charging KP point are self-learning adjusted.

[0066] In some embodiments of the present application, when the difference between the actual fast charging duration and the target fast charging duration is within the first preset difference value range, it is considered that the actual fast charging time is reasonable, and no self-learning adjustment is performed. When the difference between the actual pre-charging duration and the target pre-charging duration is within the second preset difference value range, it is considered that the pressure value of the pre-charging KP point is reasonable, and no self-learning adjustment is performed. When the difference between the actual fast charging duration and the target fast charging duration is not within the first preset difference value range, it is considered that the actual fast charging time is unreasonable, and the fast charging time is self-learning adjusted. When the difference between the actual pre-charging duration and the target pre-charging duration is not within the second preset difference value range, it is considered that the actual pre-charging time is unreasonable, and the pressure value of the pre-charging KP point is self-learning adjusted.

[0067] As an example but not limitation, the first preset difference value range and the second preset difference value range can be valued according to specific circumstances, such as ±4ms, ±5ms, ±6ms, etc. The specific values are not described here.

[0068] In this embodiment, as Figure 2As shown, when the first difference is less than the first preset difference range and the second difference is less than the second preset difference range, the fast oil filling time is reduced, and the pressure value of the pre-oil filling KP point is lowered.

[0069] In this embodiment, as shown in 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 fast oil filling time is increased, and the pressure value of the pre-oil filling KP point is increased.

[0070] In this embodiment, as shown in Figure 2 As shown, based on the first difference not being within the first preset difference range and the second difference being within the second preset difference range, the pressure value of the pre-oil filling KP point is kept unchanged, and the fast oil filling time is self-learned and adjusted; if the first difference is greater than the first preset difference range, the fast oil filling time is increased; if the first difference is less than the first preset difference range, the fast oil filling time is reduced.

[0071] In this embodiment, as shown in Figure 3 As shown, based on the first difference being within the first preset difference range and the second difference not being within the second preset difference range, the fast oil filling time is kept unchanged, and the pressure value of the pre-oil filling KP point is self-learned and adjusted; if the second difference is greater than the second preset difference range, the pressure value of the pre-oil filling KP point is increased; if the second difference is less than the second preset difference range, the pressure value of the pre-oil filling KP point is reduced.

[0072] In some embodiments of the present application, the fast oil filling time and the pressure value of the pre-oil filling KP point are self-learned and adjusted multiple times according to the self-learning step size until the first difference is within the first preset difference range and the second difference is within the second preset range.

[0073] In this embodiment, the determination of the self-learning step size is a key link in the control strategy of the automatic transmission, involving the fast oil filling and pre-oil filling processes of the clutch, and the self-learning step size is usually not a fixed value, which can be determined through bench testing to generate a calibration table as shown in Table 2, and then the corresponding self-learning step size is determined according to the first difference and the second difference.

[0074] Table 2 Self-learning step size calibration table

[0075]

[0076] In actual application, the determination of the self-learning step size needs to consider the characteristics of the clutch, oil temperature, driving habits, vehicle load and other factors, and through continuous adjustment and optimization, the automatic transmission can provide the best shift performance and driving experience under different working conditions.

[0077] It should be noted that in addition to obtaining the calibration table of the self-learning step length through bench testing, the calibration table of the self-learning step length can also be obtained through professional software and diagnostic tools, technical manuals and training manuals, technical support of the manufacturer, and the like.

[0078] In the embodiment of the present application, when the static shifting signal is triggered, the turbine speed is monitored to obtain an actual fast filling time length and an actual pre-filling time length, respectively, the actual fast filling time length is a time length from a time when the static shifting is triggered to a time when the turbine speed changes, the actual pre-filling time length is a time length from a time when the turbine speed changes to a time when the turbine speed is a target value, a first difference between the actual fast filling time length and a target fast filling time length and a second difference between the actual pre-filling time length and a target pre-filling time length are calculated, respectively, and then the pressure value of the fast filling time and / or the pre-filling KP point is self-learned and adjusted according to whether the first difference and the second difference are within a first preset difference range and a second preset difference range, respectively. In the present application, the time length from the time when the static shifting is triggered to the time when the turbine speed changes and the time length from the time when the turbine speed changes to the time when the turbine speed is the target value are learning targets. After the actual execution time and the target time deviate from each other during the static shifting process, the fast filling time and the pre-filling KP point are self-learned and adjusted by the clutch, so as to reduce the influence of the dispersion generated during the production and assembly process of the clutch, avoid the unreasonable transmission torque value of the clutch or the sudden change of the torque during the static shifting, and effectively solve the problem of obvious vibration and jerk during the static shifting process of the vehicle.

[0079] It should be noted that the automatic transmission static shifting impact optimization method provided in the embodiments of the present application can be executed by an automatic transmission static shifting impact optimization system or a control module in the system for executing the automatic transmission static shifting impact optimization method. In the embodiments of the present application, the automatic transmission static shifting impact optimization system is taken as an example to execute the automatic transmission static shifting impact optimization method, and the automatic transmission static shifting impact optimization method provided in the embodiments of the present application is described.

[0080] The automatic transmission static shifting impact optimization system in the embodiments of the present application can be a system, or a component, an integrated circuit, or a chip in a terminal. The device can be a mobile electronic device or a non-mobile electronic device. Exemplarily, the mobile electronic device can be a vehicle-mounted 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., and the embodiments of the present application are not limited in this regard.

[0081] The automatic transmission static gear shift impact optimization system in the embodiments of the present application can be a device with an operating system. The operating system can be an Android operating system, an ios operating system, or other possible operating systems, and the embodiments of the present application are not limited in this regard.

[0082] The automatic transmission static gear shift impact optimization method and system provided in the embodiments of the present application can achieve Figures 1 to 3 The various processes achieved in the method embodiments are not repeated here to avoid repetition.

[0083] Referring to Figure 4 , a structure schematic diagram of an automatic transmission static gear shift impact optimization system provided in the second aspect of the present application is shown, and the system comprises:

[0084] The monitoring and collecting module 201 is used to monitor the turbine speed to obtain the actual fast charging duration and the actual pre-charging duration when the static gear shift signal is triggered, wherein the actual fast charging duration is the time period from the time when the static gear shift is triggered to the time when the turbine speed changes, and the actual pre-charging duration is the time period from the time when the turbine speed changes to the time when the turbine speed is the target value.

[0085] In this embodiment, when the automatic transmission triggers the static gear shift signal, the monitoring and collecting module 201 starts to work, which is responsible for accurately monitoring the change of the turbine speed to obtain two key time parameters: the actual fast charging duration and the actual pre-charging duration. The actual fast charging duration refers to the time period from the time when the static gear shift is triggered to the time when the turbine speed changes, and this time period is crucial for the response speed and gear shift efficiency of the transmission because it is directly related to the execution speed of the gear shift instruction. Subsequently, the actual pre-charging duration refers to the time period from the time when the turbine speed starts to change to the time when the turbine speed reaches the preset target speed value, and this time period is crucial for ensuring the smoothness and accuracy of gear shift because it involves the dynamic adjustment of transmission oil and the synchronization of gears to adapt to the new working state. By accurately measuring these two time periods, the monitoring and collecting module 201 can help the transmission control unit optimize the gear shift strategy, reduce the impact and delay in the gear shift process, and thus improve the driving comfort and the service life of the transmission.

[0086] The difference calculation module 202 is used to calculate 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.

[0087] In this embodiment, the difference calculation module 202 is a high-precision calculation tool that receives the actual fast charging duration and the actual pre-charging duration from the monitoring and collecting module 201, as well as their respective target durations, and then calculates the first difference and the second difference. 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 accurate control of the gearbox, as they directly affect the smoothness and efficiency of gear shifting.

[0088] The self-learning module 203 is used to perform self-learning adjustment on the pressure value of the fast oil filling time and / or the pre-oil filling KP point according to whether the first difference and the second difference are within the first preset difference range and the second preset difference range, respectively.

[0089] 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 within the first preset difference range and the second preset difference range, respectively, the self-learning module 203 will not perform adjustment. If the differences are not within the preset difference range, the self-learning module 203 will activate the self-learning algorithm to adjust the pressure value of the fast oil filling time and / or the pre-oil filling KP point to optimize the performance of the gearbox. The self-learning adjustment of the 203 module is a continuous process that 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 smoothness of gear shifting of the gearbox, reduce the impact and delay during gear shifting, and thus improve the driving comfort and the service life of the gearbox.

[0090] In this embodiment of the application, when the static shift signal is triggered, the turbine speed is monitored to obtain the actual fast charging time and the actual pre-charging time, respectively. The actual fast charging time is the time from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging time is the time 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 time and the target fast charging time, and the second difference between the actual pre-charging time and the target pre-charging time are calculated respectively. Then, based on whether the first difference and the second difference are within the first preset difference range and the second preset difference range respectively, the fast charging time and / or the pressure value of the pre-charging KP point are self-learned and adjusted. This application uses the time from the moment the turbine speed is triggered to the time it changes, and the time from the time the turbine speed changes to the target value, as learning targets. When the actual execution time deviates from the target time during static shifting, the clutch performs self-learning adjustment on the rapid oil filling time and the pressure value of the pre-filling oil KP point. This reduces the impact of the dispersion generated by the clutch during production and assembly, and avoids unreasonable torque transmission value or sudden torque changes during static shifting. This effectively solves the problem of obvious vibration and jerking during static shifting in vehicles.

[0091] An embodiment of the third aspect of this 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, it implements the various processes of the above-described optimization method embodiment for static shift shock of automatic transmission and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0092] This application also provides a readable storage medium storing a program or instructions. When the program or instructions are executed by a processor, they implement the various processes of the above-described optimization method embodiment for static shift shock of automatic transmission and achieve the same technical effect. To avoid repetition, they will not be described again here.

[0093] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0094] The chip provided by the embodiment of the present application comprises a processor and a communication interface, the communication interface is coupled with the processor, the processor is used for running programs or instructions, and each process of the optimization method for automatic transmission static gear shifting impact is realized, and the same technical effects can be achieved. To avoid repetition, details are not described herein.

[0095] It should be understood that the chip mentioned in the embodiment of the present application can also be referred to as a system chip, a system chip, a chip system or a system on chip, etc.

[0096] It should be noted that in this paper, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or device. Without more limitations, the element defined by the statement "including a" does 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 method and device in the embodiment of the present application is not limited to the order of functions shown or discussed, but can also include functions performed in a substantially simultaneous manner or in reverse order according to the functions involved, for example, the described method can be performed in an order different from that described, and various steps can also be added, omitted or combined. In addition, the features described with reference to some examples can be combined in other examples.

[0097] From the above description of the embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment method can be realized by software and necessary general hardware platform, of course, it can also be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes a plurality of instructions for making a terminal (which can be a mobile phone, computer, server, air conditioner or network device, etc.) execute the method described in each embodiment of the present application.

[0098] The embodiments of the present application are described above in combination with the drawings, but the present application is not limited to the above-mentioned specific embodiments, which are only illustrative and not limiting. Those skilled in the art can make many forms under the inspiration of the present application without departing from the scope of the present application and the protection scope of the claims.

Claims

1. An optimization method for static shift shock in an automatic transmission, characterized in that, The method includes: When a static shift signal is triggered, the turbine speed is monitored to obtain the actual fast charging time and the actual pre-charging time, respectively. The actual fast charging time is the time from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging time is the time from the moment the turbine speed changes to the moment the turbine speed reaches the target value. Calculate the first difference between the actual fast charging time and the target fast charging time, and the second difference between the actual pre-charging time and the target pre-charging time, respectively. Based on 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-filling oil KP point are self-learned and adjusted; The step of self-learning and adjusting the rapid filling time and / or the pressure value of the pre-filling KP point based on whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range includes: keeping the pressure value of the pre-filling KP point unchanged and self-learning and adjusting the rapid filling time based on whether the first difference is not within the first preset difference range and the second difference is within the second preset difference range; if the first difference is greater than the first preset difference range, increasing the rapid filling time; if the first difference is less than the first preset difference range, decreasing the rapid filling time. The step of self-learning and adjusting the rapid filling time and / or the pressure value of the pre-filling KP point based on whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range includes: keeping the rapid filling time unchanged and self-learning and adjusting the pressure value of the pre-filling KP point based on whether the first difference is within the first preset difference range and the second difference is not within the second preset difference range; if the second difference is greater than the second preset difference range, increasing the pressure value of the pre-filling KP point; if the second difference is less than the second preset difference range, decreasing the pressure value of the pre-filling KP point.

2. The optimization method for static shift shock of automatic transmissions according to claim 1, characterized in that, The step of self-learning and adjusting the rapid filling time and / or the pressure value of the pre-filling KP point based on whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range includes: If the first difference is less than the first preset difference range and the second difference is less than the second preset difference range, then the rapid oil filling time is reduced, and the pressure value of the pre-filled oil KP point is lowered.

3. The optimization method for static shift shock of automatic transmissions according to claim 1, characterized in that, The step of self-learning and adjusting the rapid filling time and / or the pressure value of the pre-filling KP point based on whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range 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, then the rapid oil filling time is increased, and the pressure value of the pre-filled oil KP point is increased.

4. The optimization method for static shift shock of automatic transmissions 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 barrier signal; Receive the real-time gear lever signal and determine the current gear and target gear based on the real-time gear lever signal; Based on the fact that the current gear is neutral, the static shift signal is triggered, and the clutch is driven to switch to the target gear.

5. The optimization method for static shift shock of an automatic transmission according to claim 4, 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 switched between the static friction coefficient and the dynamic friction coefficient. Calculate the ratio of the static friction coefficient to the dynamic friction coefficient; Determine whether the ratio is greater than a preset threshold; Based on the ratio being greater than the preset threshold, the clutch is optimized; The optimized clutch is tested and verified to ensure that the ratio is less than or equal to the preset threshold.

6. An optimization system for static shift shock in an automatic transmission, characterized in that, The system includes: The monitoring and acquisition module is used to monitor the turbine speed when a static shift signal is triggered to obtain the actual fast charging time and the actual pre-charging time, wherein the actual fast charging time is the time period from the moment the static shift is triggered to the moment the turbine speed changes, and the actual pre-charging time is the time period from the moment the turbine speed changes to the moment when the turbine speed reaches the target value. The difference calculation module is used to calculate the first difference between the actual fast charging time and the target fast charging time, and the second difference between the actual pre-charging time and the target pre-charging time, respectively. The self-learning module is used to adjust the rapid filling time and / or the pressure value of the pre-filling KP point by self-learning based on whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range; The step of self-learning and adjusting the rapid filling time and / or the pressure value of the pre-filling KP point based on whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range includes: keeping the pressure value of the pre-filling KP point unchanged and self-learning and adjusting the rapid filling time based on whether the first difference is not within the first preset difference range and the second difference is within the second preset difference range; if the first difference is greater than the first preset difference range, increasing the rapid filling time; if the first difference is less than the first preset difference range, decreasing the rapid filling time. The step of self-learning and adjusting the rapid filling time and / or the pressure value of the pre-filling KP point based on whether the first difference and the second difference are respectively within the first preset difference range and the second preset difference range includes: keeping the rapid filling time unchanged and self-learning and adjusting the pressure value of the pre-filling KP point based on whether the first difference is within the first preset difference range and the second difference is not within the second preset difference range; if the second difference is greater than the second preset difference range, increasing the pressure value of the pre-filling KP point; if the second difference is less than the second preset difference range, decreasing the pressure value of the pre-filling KP point.

7. A vehicle, characterized in that, The method includes a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the method for optimizing static shift shock of an automatic transmission as described in any one of claims 1-5.

8. A readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the optimization method for static shift shock of an automatic transmission as described in any one of claims 1-5.

Images