Vehicle starting control method and related device

Abstract

The invention discloses a vehicle starting control method and a related device, and the method comprises the steps: obtaining an accelerator opening degree, and determining a target rotating speed of an engine according to the accelerator opening degree, namely a rotating speed corresponding to a peak torque which can be reached under the current accelerator opening degree; according to the target rotating speed of the engine, the adjusting torque of the engine and the adjusting torque of the clutch are adjusted through PID, that is, closed-loop control is executed on the adjusting torque of the engine and the adjusting torque of the gearbox, and the required torque of the engine is determined according to the adjusting torque of the engine and the adjusting torque of the clutch. And vehicle starting is controlled according to the required torque of the engine. Therefore, single closed-loop control is no longer executed on the torque of the engine or the torque of the gearbox, but closed-loop control is executed on the torque of the engine or the torque of the gearbox, the deviation coverage range is expanded, and the vehicle performance is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and in particular to a vehicle starting control method and related devices. Background Art

[0002] Dual Clutch Transmission (DCT). It has the advantages of simple structure, easy maintenance, and high transmission efficiency, so it is widely used in passenger cars. Due to the idle speed characteristics of the engine, the clutch needs to be opened when the vehicle speed is lower than the idle speed of the engine. When the driver releases the brake or steps on the accelerator, the clutch needs to be used to transmit power, so that the vehicle can start to move from a standstill. Due to the torque characteristics of the engine, the engine speed needs to be kept stable during the start-up process, otherwise it is easy to cause impact, or the speed will soar, causing excessive slippage of the clutch.

[0003] In the related art, the automatic transmission control unit (TCU) controls the clutch to perform closed-loop regulation, that is, according to the set engine torque, the actual engine speed is controlled to follow the set engine torque by controlling the clutch torque. However, since the TCU is a highly nonlinear time-varying system, there are errors in the control accuracy of the TCU and the clutch, and the errors change with the use environment and time, which will cause error accumulation, that is, there is a deviation.

[0004] However, the above method has a small deviation coverage and the performance of the vehicle is poor. Summary of the invention

[0005] In view of the above problems, the present application provides a vehicle starting control method and related devices for expanding the deviation coverage and improving the performance of the vehicle.

[0006] Based on this, the embodiments of the present application disclose the following technical solutions:

[0007] In one aspect, an embodiment of the present application provides a vehicle starting control method, the method comprising:

[0008] Get the throttle opening;

[0009] determining a target speed of the engine according to the throttle opening;

[0010] According to the target speed of the engine, the regulating torque of the engine and the regulating torque of the clutch are adjusted by proportional differential integral PID;

[0011] Determining the required torque of the engine according to the adjusted torque of the engine and the adjusted torque of the clutch;

[0012] The vehicle is controlled to start according to the required torque of the engine.

[0013] Optionally, determining the required torque of the engine according to the regulated torque of the engine and the regulated torque of the clutch includes:

[0014] Obtaining a torque adjustment upper limit of the engine;

[0015] If the regulated torque of the engine is less than the torque adjustment upper limit of the engine, determining the required torque of the engine according to the regulated torque of the engine;

[0016] If the regulated torque of the engine is greater than or equal to the torque adjustment upper limit of the engine, the required torque of the engine is determined according to the regulated torque of the engine and the regulated torque of the clutch.

[0017] Optionally, determining the required torque of the engine according to the regulated torque of the engine and the regulated torque of the clutch includes:

[0018] Acquiring the gas path torque of the engine, the actual torque of the engine and the torque required by the driver;

[0019] determining a first difference between a gas circuit torque of the engine and an actual torque of the engine;

[0020] obtaining a closed-loop torque of the clutch based on a difference between the adjustment torque of the clutch and the first difference;

[0021] adjusting the closed-loop torque of the clutch based on the transmission closed-loop control factor to obtain a first adjusted closed-loop torque of the clutch;

[0022] determining a minimum value among a second difference between the actual torque of the clutch and the first adjusted closed-loop torque of the clutch, the gas path torque of the engine and the driver required torque as a target torque of the clutch;

[0023] adjusting the closed-loop torque of the clutch based on the gearbox closed-loop control factor to obtain a second adjusted closed-loop torque of the clutch;

[0024] determining a virtual load of the clutch according to a target torque of the clutch and a second adjusted closed-loop torque of the clutch;

[0025] The required torque of the engine is determined according to the virtual load of the clutch and the regulated torque of the engine.

[0026] Optionally, determining the virtual load of the clutch according to the target torque of the clutch and the second adjusted closed-loop torque of the clutch includes:

[0027] Acquiring an actual rotation speed of the engine and an actual rotation speed of the clutch;

[0028] If the difference between the actual speed of the engine and the actual speed of the clutch is less than a difference threshold, the acceleration of the clutch is calculated according to the actual speed of the clutch, a fine adjustment amount is determined according to the acceleration of the clutch and the inertia torque of the engine, and a virtual load of the clutch is determined according to the fine adjustment amount, the target torque of the clutch and the second adjustment closed-loop torque of the clutch;

[0029] If the difference between the actual speed of the engine and the actual speed of the clutch is greater than or equal to the difference threshold, the virtual load of the clutch is determined according to the target torque of the clutch and the second adjusted closed-loop torque of the clutch.

[0030] Optionally, the transmission closed-loop control factor is obtained based on one or more of the actual speed of the engine, the difference between the actual speed of the engine and the target speed of the engine, the difference between the maximum speed of the engine and the actual speed of the engine, and the speed change rate of the engine.

[0031] Optionally, the method further includes:

[0032] Obtaining an actual speed of the engine, a first proportional coefficient, a second proportional coefficient, a first integral coefficient, a second integral coefficient, a first differential coefficient, and a second differential coefficient;

[0033] The method of adjusting the engine's adjustment torque and the clutch's adjustment torque by proportional differential integral (PID) according to the target speed of the engine includes:

[0034] according to a third difference between the actual speed of the engine and the target speed of the engine;

[0035] determining an adjustment torque of the engine according to the third difference, the first proportional coefficient, the first integral coefficient and the first differential coefficient;

[0036] The adjustment torque of the clutch is determined according to the third difference, the second proportional coefficient, the second integral coefficient and the second differential coefficient.

[0037] Optionally, the target speed of the engine is the lowest speed corresponding to the peak torque that can be achieved at the current throttle opening.

[0038] On the other hand, the present application provides a vehicle starting control device, characterized in that the device includes: an acquisition unit, a determination unit, an adjustment unit and a control unit;

[0039] The acquisition unit is used to acquire the throttle opening;

[0040] The determining unit is used to determine the target speed of the engine according to the throttle opening;

[0041] The regulating unit is used to regulate the regulating torque of the engine and the regulating torque of the clutch through proportional differential integral PID according to the target speed of the engine;

[0042] The determination unit is further used to determine the required torque of the engine according to the adjustment torque of the engine and the adjustment torque of the clutch;

[0043] The control unit is used to control the vehicle to start according to the required torque of the engine.

[0044] Optionally, the determining unit is specifically configured to:

[0045] Obtaining a torque adjustment upper limit of the engine;

[0046] If the regulated torque of the engine is less than the torque adjustment upper limit of the engine, determining the required torque of the engine according to the regulated torque of the engine;

[0047] If the regulated torque of the engine is greater than or equal to the torque adjustment upper limit of the engine, the required torque of the engine is determined according to the regulated torque of the engine and the regulated torque of the clutch.

[0048] Optionally, the determining unit is specifically configured to:

[0049] Acquiring the gas path torque of the engine, the actual torque of the engine and the torque required by the driver;

[0050] determining a first difference between a gas circuit torque of the engine and an actual torque of the engine;

[0051] obtaining a closed-loop torque of the clutch based on a difference between the adjustment torque of the clutch and the first difference;

[0052] adjusting the closed-loop torque of the clutch based on the transmission closed-loop control factor to obtain a first adjusted closed-loop torque of the clutch;

[0053] determining a minimum value among a second difference between the actual torque of the clutch and the first adjusted closed-loop torque of the clutch, the gas path torque of the engine and the driver required torque as a target torque of the clutch;

[0054] adjusting the closed-loop torque of the clutch based on the gearbox closed-loop control factor to obtain a second adjusted closed-loop torque of the clutch;

[0055] determining a virtual load of the clutch according to a target torque of the clutch and a second adjusted closed-loop torque of the clutch;

[0056] The required torque of the engine is determined according to the virtual load of the clutch and the regulated torque of the engine.

[0057] Optionally, the determining unit is specifically configured to:

[0058] Acquiring an actual rotation speed of the engine and an actual rotation speed of the clutch;

[0059] If the difference between the actual speed of the engine and the actual speed of the clutch is less than a difference threshold, the acceleration of the clutch is calculated according to the actual speed of the clutch, a fine adjustment amount is determined according to the acceleration of the clutch and the inertia torque of the engine, and a virtual load of the clutch is determined according to the fine adjustment amount, the target torque of the clutch and the second adjustment closed-loop torque of the clutch;

[0060] If the difference between the actual speed of the engine and the actual speed of the clutch is greater than or equal to the difference threshold, the virtual load of the clutch is determined according to the target torque of the clutch and the second adjusted closed-loop torque of the clutch.

[0061] Optionally, the transmission closed-loop control factor is obtained based on one or more of the actual speed of the engine, the difference between the actual speed of the engine and the target speed of the engine, the difference between the maximum speed of the engine and the actual speed of the engine, and the speed change rate of the engine.

[0062] Optionally, the acquisition unit is further used to:

[0063] Obtaining an actual speed of the engine, a first proportional coefficient, a second proportional coefficient, a first integral coefficient, a second integral coefficient, a first differential coefficient, and a second differential coefficient;

[0064] The regulating unit is specifically used for:

[0065] according to a third difference between the actual speed of the engine and the target speed of the engine;

[0066] determining an adjustment torque of the engine according to the third difference, the first proportional coefficient, the first integral coefficient and the first differential coefficient;

[0067] The adjustment torque of the clutch is determined according to the third difference, the second proportional coefficient, the second integral coefficient and the second differential coefficient.

[0068] Optionally, the target speed of the engine is the lowest speed corresponding to the peak torque that can be achieved at the current throttle opening.

[0069] In another aspect, the present application provides a computer device, the device comprising a processor and a memory:

[0070] The memory is used to store program code and transmit the program code to the processor;

[0071] The processor is used to execute the method described in the above aspects according to the instructions in the program code.

[0072] On the other hand, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium is used to store a computer program, and the computer program is used to execute the method described in the above aspects.

[0073] On the other hand, an embodiment of the present application provides a computer program product or a computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the method described in the above aspects.

[0074] The advantages of the above technical solution of this application are:

[0075] The throttle opening is obtained, and the target speed of the engine is determined according to the throttle opening, that is, the speed corresponding to the peak torque that can be achieved at the current throttle opening. According to the target speed of the engine, the regulating torque of the engine and the regulating torque of the clutch are adjusted through PID, that is, closed-loop control is performed on the regulating torque of the engine and the regulating torque of the gearbox, and the required torque of the engine is determined according to the regulating torque of the engine and the regulating torque of the clutch, and the vehicle start is controlled according to the required torque of the engine. As a result, closed-loop control is no longer performed on only the torque of the engine or the torque of the gearbox, but closed-loop control is performed on both the torque of the engine or the torque of the gearbox, which expands the deviation coverage and improves vehicle performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0076] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0077] Figure 1 A flow chart of a vehicle starting control method provided in an embodiment of the present application;

[0078] Figure 2 A schematic diagram of a vehicle starting control device provided in an embodiment of the present application;

[0079] Figure 3 A structural diagram of a computer device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0080] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only 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.

[0081] Start control is a very important part of the dual-clutch control system. When the driver releases the brake or steps on the accelerator, the clutch needs to transmit power. The TCU controls the clutch to make the vehicle move from a standstill. At the beginning of the start, there is a large speed difference between the engine speed and the clutch driven plate speed. As the clutch torque increases and the vehicle speed continues to rise, the speed difference between the engine speed and the clutch driven plate speed continues to decrease, and finally synchronization is achieved and the starting process ends.

[0082] Among them, the engine and gearbox are both highly nonlinear time-varying systems. There are errors in the control accuracy of the engine, gearbox and clutch. The errors change with the use environment and time, resulting in error accumulation, that is, deviation.

[0083] In the related art, the existing deviation is generally adjusted by performing open-loop control on the engine torque and closed-loop control on the gearbox torque, or performing closed-loop control on the engine torque and open-loop control on the gearbox torque. However, since only the engine torque or the gearbox torque is closed-loop controlled, that is, only a single closed-loop control is performed on the engine or the gearbox, the deviation coverage is small. For example, if the allowable deviation range for closed-loop control of the engine torque is 30 Nm, and the allowable deviation range for closed-loop control of the gearbox torque is 40 Nm, the deviation coverage range of the two methods used in the related art is only 30 Nm or 40 Nm.

[0084] Due to the small deviation coverage, the performance of the vehicle will be poor. For example, due to the differences between samples generated by mass production, the related technology that only performs a single closed-loop control on the engine or transmission is not only difficult to meet the performance indicators of different vehicles in different physical environments (due to the small deviation coverage, it is difficult to meet the needs of different vehicles), but also difficult to meet the performance indicator requirements of the entire life cycle of the parts after the performance deteriorates with the service time (due to the small deviation coverage, it is difficult to meet the needs of vehicle components after gradual aging).

[0085] Based on this, the embodiment of the present application provides a vehicle starting control method and related devices, which can expand the deviation coverage range by performing closed-loop control on both the engine torque and the gearbox torque. Continuing with the above example, if the allowable deviation range for closed-loop control of the engine torque is 30 Nm, and the allowable deviation range for closed-loop control of the gearbox torque is 40 Nm, by performing closed-loop control on the engine torque and closed-loop control on the gearbox torque, the deviation coverage range can be expanded to 70 Nm. This achieves the expansion of the deviation coverage range and improves the performance of the vehicle.

[0086] Combine the following Figure 1 , a vehicle starting control method provided in an embodiment of the present application is introduced. Figure 1 The method shown in the embodiment can be executed by an electronic control unit (ECU) included in a vehicle, for example. Figure 1 , which is a flow chart of a vehicle starting control method provided in an embodiment of the present application, and the method may include S101-S105.

[0087] S101: Acquire throttle opening.

[0088] The throttle opening refers to the throttle opening, which is controlled by the accelerator pedal and can be collected based on the sensor.

[0089] S102: Determine the target engine speed according to the throttle opening.

[0090] The target speed of the engine refers to the speed corresponding to the peak torque that can be achieved at the current throttle opening, which can be determined based on the engine bench characteristic test.

[0091] As a possible implementation method, since in the bench characteristic test, the speed corresponding to the peak torque that can be achieved at each throttle opening is generally a range, in order to reduce the degree of clutch slip while satisfying the dynamic performance, the lowest speed in each range can be used as the target speed. At this time, the target speed of the engine refers to the lowest speed corresponding to the peak torque that can be achieved at the current throttle opening. For example, the target speed of the engine corresponding to different degrees of throttle opening can be shown in Table 1.

[0092] Table 1

[0093] Throttle opening 0 10 20 30 50 75 100 Target engine speed 1000 1100 1200 1300 1500 1750 2000

[0094] S103: According to the target speed of the engine, the regulating torque of the engine and the regulating torque of the clutch are adjusted through the proportional differential integral PID.

[0095] PID regulation is a basic regulation method of control system in classical control theory. It is a linear regulation law with proportional, integral and differential effects. Among them, the proportional regulation is to respond to the deviation of the system in proportion. Once the system has a deviation, the proportional regulation immediately produces a regulation effect to reduce the deviation. The integral regulation effect is to eliminate the steady-state error of the system and improve the degree of non-difference. The differential regulation effect is that the differential effect reflects the rate of change of the system deviation signal. It has predictability and can predict the trend of deviation change. Therefore, it can produce an advanced control effect. Before the deviation is formed, it has been eliminated by the differential regulation effect. Therefore, the dynamic performance of the system can be improved.

[0096] As a possible implementation method, the first proportional coefficient, the second proportional coefficient, the first integral coefficient, the second integral coefficient, the first differential coefficient and the second differential coefficient can be obtained in advance based on a bench characteristic experiment or the like, wherein the first proportional coefficient, the first integral coefficient and the first differential coefficient are used to calibrate the PID adjustment of the engine, and the second proportional coefficient, the second integral coefficient and the second differential coefficient are used to calibrate the PID adjustment of the clutch.

[0097] Then, according to the difference between the actual speed of the engine and the target speed of the engine (for the convenience of explanation, in the embodiment of the present application, it is referred to as the third difference), the first proportional coefficient, the first integral coefficient and the first differential coefficient, the adjustment torque of the engine is determined, which can be expressed as formula (1):

[0098] T EnginePID =P Engine *ErrSpd+∫IEngine ErrSpd+D Engine dErrSp (1)

[0099] Among them, T EnginePID Indicates the engine's regulating torque, P Engine Represents the first proportionality coefficient, I Engine Denotes the first integral coefficient, D Engine represents the first differential coefficient, ErrSpd represents the third difference, such as the target speed of the engine minus the actual speed of the engine. The actual speed of the engine can be obtained based on sensor collection.

[0100] Finally, the adjustment torque of the clutch is determined according to the third difference, the second proportional coefficient, the second integral coefficient and the second differential coefficient, which can be expressed as formula (2):

[0101] T ClutchPID =P Clutch *ErrSpd+∫I Clutch ErrSpd+D Clutch dErrSpd (2)

[0102] Among them, T ClutchPID Indicates the clutch adjustment torque, P Clutch Represents the second proportionality coefficient, I Clutch Denotes the second integral coefficient, D Clutch represents the second differential coefficient, and ErrSpd represents the third difference.

[0103] S104: Determine the required torque of the engine according to the adjusted torque of the engine and the adjusted torque of the clutch.

[0104] According to the adjustment torque of the engine and the adjustment torque of the clutch, the required torque of the engine is determined, which can be expressed as formula (3):

[0105] T EngTorq =T ClutchPID +T EnginePID (3)

[0106] Among them, T EngTorq represents the required torque of the engine, T ClutchPID Indicates the clutch adjustment torque, T EnginePID Indicates the regulating torque of the engine.

[0107] As a possible implementation method, during the starting process, since the clutch determines the acceleration change of the vehicle, if the clutch is too involved in the starting process of the vehicle, it will affect the comfort of the entire vehicle by affecting the acceleration change of the vehicle. Based on this, the embodiment of the present application provides a vehicle starting control method that mainly performs closed-loop control on the torque of the engine and supplements the closed-loop control on the torque of the clutch.

[0108] The engine torque adjustment upper limit is obtained, and the engine torque adjustment upper limit is used to describe the upper limit of the engine adjustment performance. If the engine adjustment torque is less than the engine torque adjustment upper limit, the engine demand torque is determined according to the engine adjustment torque; if the engine adjustment torque is greater than or equal to the engine torque adjustment upper limit, the engine demand torque is determined according to the engine adjustment torque and the clutch adjustment torque.

[0109] Therefore, the closed-loop control is generally based on the engine torque. When it is detected that the engine's adjustment capacity is close to the upper limit, the gearbox intervenes in the closed-loop control, so as to make up for the insufficient adjustment capacity of the engine based on the clutch's adjustment torque, thereby improving the comfort of the whole vehicle during the vehicle starting control process.

[0110] As a possible implementation, in the process of jointly controlling the vehicle start based on the clutch and the engine, the control can be performed based on the virtual load of the clutch, wherein the virtual load of the clutch refers to the torque that the clutch wants the engine to adjust, and the virtual load of the clutch is generally greater than the adjustment torque of the clutch, so that the closed-loop control based on the larger virtual load of the clutch can maximize the adjustment ability of the engine, or in other words, the closed-loop control of the engine torque is mainly performed, and the closed-loop control of the clutch torque is supplemented. The following is a specific description based on S1-S8.

[0111] S1: Obtain the gas path torque of the engine, the actual torque of the engine and the torque required by the driver.

[0112] Among them, the engine's gas circuit torque refers to the change in output torque achieved by changing the intake volume. The engine's actual torque can be obtained based on sensor collection. The driver's required torque refers to the driver's estimate of the engine torque after stepping on the accelerator pedal, or the driver's actual demand for engine torque.

[0113] S2: Determine a first difference between the gas path torque of the engine and the actual torque of the engine.

[0114] The first difference refers to the difference between the gas path torque of the engine and the actual torque of the engine.

[0115] S3: Obtaining the closed-loop torque of the clutch based on the difference between the adjustment torque of the clutch and the first difference.

[0116] As a possible implementation method, the closed-loop torque of the clutch can be obtained by formula (4):

[0117] T CloseLoop =T ClutchPID -(T AirTorq -T Actual ) (4)

[0118] Among them, T CloseLoop Indicates the closed-loop torque of the clutch, T ClutchPID Indicates the clutch adjustment torque, T AirTorq Indicates the engine's gas path torque, T Actual Indicates the actual torque of the engine.

[0119] S4: adjusting the closed-loop torque of the clutch based on the transmission closed-loop control factor to obtain a first adjusted closed-loop torque of the clutch.

[0120] Among them, the gearbox closed-loop control factor is used to adjust the degree of participation of the clutch in the vehicle starting control process.

[0121] As a possible implementation, the transmission closed-loop control factor is related to the actual speed of the engine, the difference between the actual speed of the engine and the target speed of the engine, the difference between the maximum speed of the engine and the actual speed of the engine, and the speed change rate of the engine. These are described below.

[0122] (1) The lower the actual engine speed, the weaker the engine's regulation ability. At this time, the engine is more likely to stall. The corresponding clutch should be more involved in the vehicle's starting control process to avoid vehicle stalling. Therefore, the lower the actual engine speed, the larger the gearbox closed-loop control factor.

[0123] (2) The greater the difference between the actual engine speed and the target engine speed, the weaker the engine's regulation ability. To ensure the smoothness of the vehicle, the corresponding clutch should be more involved in the vehicle's starting control process. Therefore, the greater the difference between the actual engine speed and the target engine speed, the greater the gearbox closed-loop control factor.

[0124] (3) The difference between the maximum engine speed and the actual engine speed, or the speed at which the engine speed is pulled down. The greater the engine speed is pulled down, that is, the greater the difference between the maximum engine speed and the actual engine speed, in order to ensure the smoothness of the vehicle, the corresponding clutch should be more involved in the vehicle's starting control process. Therefore, the greater the difference between the maximum engine speed and the actual engine speed, the greater the gearbox closed-loop control factor.

[0125] (4) The smaller the engine speed change rate, the more it may need to be increased. In order to ensure the smoothness of the vehicle, the corresponding clutch should be more involved in the vehicle's starting control process. In particular, when the engine speed change rate is negative, it means that it needs to change to a positive value more quickly, and there is a greater risk of stalling. In order to ensure the smoothness of the vehicle and avoid stalling, the corresponding clutch should be more involved in the vehicle's starting control process. Therefore, the smaller the engine speed change rate, the larger the gearbox closed-loop control factor.

[0126] Therefore, the transmission closed-loop control factor can be determined based on one or more of the actual engine speed, the difference between the actual engine speed and the target engine speed, the difference between the maximum engine speed and the actual engine speed, and the engine speed change rate. It should be noted that the priority of vehicle stalling is higher than the smoothness of the vehicle, based on which a trade-off can be made when there is a conflict between the above four factors.

[0127] S5: Determine the minimum value among the second difference between the actual torque of the clutch and the first adjusted closed-loop torque of the clutch, the gas path torque of the engine and the driver's required torque as the target torque of the clutch.

[0128] As a possible implementation method, the target torque of the clutch can be obtained as formula (5):

[0129] T ClutchTorq =Min(T Actual -T CloseLoop *Gain,T AirTorq ,T DriverTorq ) (5)

[0130] Among them, T ClutchTorq represents the target torque of the clutch, T Actual Indicates the actual torque of the engine, T CloseLoop represents the closed-loop torque of the clutch, Gain represents the closed-loop control factor of the gearbox, T CloseLoop *Gain represents the first adjustment closed loop torque, T Actual -T CloseLoop *Gain represents the second difference,

[0131] T AirTorq Indicates the engine's gas path torque, T DriverTorq Indicates the driver demand torque.

[0132] S6: adjusting the closed-loop torque of the clutch based on the transmission closed-loop control factor to obtain a second adjusted closed-loop torque of the clutch.

[0133] S7: Determine the virtual load of the clutch according to the target torque of the clutch and the second adjusted closed-loop torque of the clutch.

[0134] As a possible implementation method, the virtual load of the clutch can be obtained by formula (6):

[0135] T ClutchVirtualLod =T ClutchTorq +T CloseLoop *(1-Gain) (6)

[0136] Among them, T ClutchVirtualLod Indicates the virtual load of the clutch, T ClutchTorq represents the target torque of the clutch, T CloseLoop represents the closed-loop torque of the clutch, Gain represents the closed-loop control factor of the gearbox, T CloseLoop *(1-Gain) represents the second adjusted closed-loop torque of the clutch.

[0137] As a possible implementation method, if the difference between the actual speed of the engine and the actual speed of the clutch is small, it may affect the ride comfort of the vehicle. Based on this, if the difference between the actual speed of the engine and the actual speed of the clutch is less than the difference threshold, the acceleration of the clutch is calculated according to the actual speed of the clutch, the fine-tuning amount is determined according to the acceleration of the clutch and the inertia torque of the engine, and the virtual load of the clutch is determined according to the fine-tuning amount, the target torque of the clutch and the second adjustment closed-loop torque of the clutch; if the difference between the actual speed of the engine and the actual speed of the clutch is greater than or equal to the difference threshold, the virtual load of the clutch is determined according to the target torque of the clutch and the second adjustment closed-loop torque of the clutch. It can be expressed as formula (7):

[0138]

[0139] Among them, T ClutchVirtualLod Indicates the virtual load of the clutch, T ClutchTorq represents the target torque of the clutch, T CloseLoop represents the closed-loop torque of the clutch, Gain represents the closed-loop control factor of the gearbox, T CloseLoop *(1-Gain) represents the second adjustment closed-loop torque of the clutch, α represents the fine-tuning amount, Δn represents the difference between the actual speed of the engine and the actual speed of the clutch, and λ represents the difference threshold.

[0140] S8: Determine the required torque of the engine according to the virtual load of the clutch and the regulated torque of the engine.

[0141] As a possible implementation method, the required torque of the engine can be obtained by formula (8):

[0142] T EngTorq =T ClutchVirtualLod +TEnginePID (8)

[0143] Among them, T EngTorq represents the required torque of the engine, T ClutchVirtualLod Indicates the virtual load of the clutch, T EnginePID Indicates the regulating torque of the engine.

[0144] S105: Control the vehicle to start according to the required torque of the engine.

[0145] It can be seen from the above technical solution that the throttle opening is obtained, and the target speed of the engine is determined according to the throttle opening, that is, the speed corresponding to the peak torque that can be achieved under the current throttle opening. According to the target speed of the engine, the regulating torque of the engine and the regulating torque of the clutch are adjusted through PID, that is, closed-loop control is performed on the regulating torque of the engine and the regulating torque of the gearbox, and the required torque of the engine is determined according to the regulating torque of the engine and the regulating torque of the clutch, and the vehicle start is controlled according to the required torque of the engine. As a result, closed-loop control is no longer performed on the torque of the engine or the torque of the gearbox, but closed-loop control is performed on the torque of the engine or the torque of the gearbox, thereby expanding the deviation coverage and improving vehicle performance.

[0146] In addition to the vehicle start control method provided in the embodiment of the present application, a vehicle start control device is also provided, such as Figure 2 As shown, it includes: an acquisition unit 201, a determination unit 202, an adjustment unit 203 and a control unit 204;

[0147] The acquisition unit 201 is used to acquire the throttle opening;

[0148] The determination unit 202 is used to determine the target speed of the engine according to the throttle opening;

[0149] The regulating unit 203 is used to regulate the regulating torque of the engine and the regulating torque of the clutch through proportional differential integral PID according to the target speed of the engine;

[0150] The determination unit 202 is further configured to determine the required torque of the engine according to the adjustment torque of the engine and the adjustment torque of the clutch;

[0151] The control unit 204 is used to control the vehicle to start according to the required torque of the engine.

[0152] It can be seen from the above technical solution that the throttle opening is obtained, and the target speed of the engine is determined according to the throttle opening, that is, the speed corresponding to the peak torque that can be achieved under the current throttle opening. According to the target speed of the engine, the regulating torque of the engine and the regulating torque of the clutch are adjusted through PID, that is, closed-loop control is performed on the regulating torque of the engine and the regulating torque of the gearbox, and the required torque of the engine is determined according to the regulating torque of the engine and the regulating torque of the clutch, and the vehicle start is controlled according to the required torque of the engine. As a result, closed-loop control is no longer performed on the torque of the engine or the torque of the gearbox, but closed-loop control is performed on the torque of the engine or the torque of the gearbox, thereby expanding the deviation coverage and improving vehicle performance.

[0153] As a possible implementation manner, the determining unit 202 is specifically configured to:

[0154] Obtaining a torque adjustment upper limit of the engine;

[0155] If the regulated torque of the engine is less than the torque adjustment upper limit of the engine, determining the required torque of the engine according to the regulated torque of the engine;

[0156] If the regulated torque of the engine is greater than or equal to the torque adjustment upper limit of the engine, the required torque of the engine is determined according to the regulated torque of the engine and the regulated torque of the clutch.

[0157] As a possible implementation manner, the determining unit 202 is specifically configured to:

[0158] Acquiring the gas path torque of the engine, the actual torque of the engine and the torque required by the driver;

[0159] determining a first difference between a gas circuit torque of the engine and an actual torque of the engine;

[0160] obtaining a closed-loop torque of the clutch based on a difference between the adjustment torque of the clutch and the first difference;

[0161] adjusting the closed-loop torque of the clutch based on the transmission closed-loop control factor to obtain a first adjusted closed-loop torque of the clutch;

[0162] determining a minimum value among a second difference between the actual torque of the clutch and the first adjusted closed-loop torque of the clutch, the gas path torque of the engine and the driver required torque as a target torque of the clutch;

[0163] adjusting the closed-loop torque of the clutch based on the gearbox closed-loop control factor to obtain a second adjusted closed-loop torque of the clutch;

[0164] determining a virtual load of the clutch according to a target torque of the clutch and a second adjusted closed-loop torque of the clutch;

[0165] The required torque of the engine is determined according to the virtual load of the clutch and the regulated torque of the engine.

[0166] As a possible implementation manner, the determining unit 202 is specifically configured to:

[0167] Acquiring an actual rotation speed of the engine and an actual rotation speed of the clutch;

[0168] If the difference between the actual speed of the engine and the actual speed of the clutch is less than a difference threshold, the acceleration of the clutch is calculated according to the actual speed of the clutch, a fine adjustment amount is determined according to the acceleration of the clutch and the inertia torque of the engine, and a virtual load of the clutch is determined according to the fine adjustment amount, the target torque of the clutch and the second adjustment closed-loop torque of the clutch;

[0169] If the difference between the actual speed of the engine and the actual speed of the clutch is greater than or equal to the difference threshold, the virtual load of the clutch is determined according to the target torque of the clutch and the second adjusted closed-loop torque of the clutch.

[0170] As a possible implementation manner, the transmission closed-loop control factor is obtained based on one or more of the actual speed of the engine, the difference between the actual speed of the engine and the target speed of the engine, the difference between the maximum speed of the engine and the actual speed of the engine, and the speed change rate of the engine.

[0171] As a possible implementation manner, the acquisition unit 201 is further configured to:

[0172] Obtaining an actual speed of the engine, a first proportional coefficient, a second proportional coefficient, a first integral coefficient, a second integral coefficient, a first differential coefficient, and a second differential coefficient;

[0173] The adjustment unit 203 is specifically used for:

[0174] according to a third difference between the actual speed of the engine and the target speed of the engine;

[0175] determining an adjustment torque of the engine according to the third difference, the first proportional coefficient, the first integral coefficient and the first differential coefficient;

[0176] The adjustment torque of the clutch is determined according to the third difference, the second proportional coefficient, the second integral coefficient and the second differential coefficient.

[0177] As a possible implementation, the target speed of the engine is the lowest speed corresponding to the peak torque that can be achieved at the current throttle opening.

[0178] The present application also provides a computer device, see Figure 3 , which shows a structural diagram of a computer device provided in an embodiment of the present application, such as Figure 3 As shown, the device includes a memory 310 and a processor 320:

[0179] The memory 310 is used to store program codes and transmit the program codes to the processor;

[0180] The processor 320 is used to execute any vehicle starting control method provided by the above embodiments according to the instructions in the program code.

[0181] An embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium is used to store a computer program, wherein the computer program is used to execute any one of the vehicle starting control methods provided in the above embodiments.

[0182] The embodiment of the present application also provides a computer program product or a computer program, which includes a computer instruction stored in a computer-readable storage medium. The processor of the computer device reads the computer instruction from the computer-readable storage medium, and the processor executes the computer instruction, so that the computer device executes the vehicle start control method provided in various optional implementations of the above aspects.

[0183] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments, and the same or similar parts between the various embodiments can be referred to each other. For the system or device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description.

[0184] It should be understood that in the present application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0185] It should also be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also 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 a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0186] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0187] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle starting control method, characterized in that: The method comprises: Get the throttle opening; determining a target speed of the engine according to the throttle opening; According to the target speed of the engine, the regulating torque of the engine and the regulating torque of the clutch are adjusted by proportional differential integral PID; Determining the required torque of the engine according to the adjusted torque of the engine and the adjusted torque of the clutch; The vehicle is controlled to start according to the required torque of the engine.

2. The method according to claim 1, characterized in that The step of determining the required torque of the engine according to the adjusted torque of the engine and the adjusted torque of the clutch comprises: Obtaining a torque adjustment upper limit of the engine; If the regulated torque of the engine is less than the torque adjustment upper limit of the engine, determining the required torque of the engine according to the regulated torque of the engine; If the regulated torque of the engine is greater than or equal to the torque adjustment upper limit of the engine, the required torque of the engine is determined according to the regulated torque of the engine and the regulated torque of the clutch.

3. The method according to claim 2, characterized in that The step of determining the required torque of the engine according to the adjusted torque of the engine and the adjusted torque of the clutch comprises: Acquiring the gas path torque of the engine, the actual torque of the engine and the driver's required torque; determining a first difference between a gas circuit torque of the engine and an actual torque of the engine; obtaining a closed-loop torque of the clutch based on a difference between the adjustment torque of the clutch and the first difference; adjusting the closed-loop torque of the clutch based on the transmission closed-loop control factor to obtain a first adjusted closed-loop torque of the clutch; determining a minimum value among a second difference between the actual torque of the clutch and the first adjusted closed-loop torque of the clutch, the gas path torque of the engine and the driver required torque as a target torque of the clutch; adjusting the closed-loop torque of the clutch based on the gearbox closed-loop control factor to obtain a second adjusted closed-loop torque of the clutch; determining a virtual load of the clutch according to a target torque of the clutch and a second adjusted closed-loop torque of the clutch; The required torque of the engine is determined according to the virtual load of the clutch and the regulated torque of the engine.

4. The method according to claim 3, characterized in that: The step of determining the virtual load of the clutch according to the target torque of the clutch and the second adjusted closed-loop torque of the clutch comprises: Acquiring an actual rotation speed of the engine and an actual rotation speed of the clutch; If the difference between the actual speed of the engine and the actual speed of the clutch is less than a difference threshold, the acceleration of the clutch is calculated according to the actual speed of the clutch, a fine adjustment amount is determined according to the acceleration of the clutch and the inertia torque of the engine, and a virtual load of the clutch is determined according to the fine adjustment amount, the target torque of the clutch and the second adjustment closed-loop torque of the clutch; If the difference between the actual speed of the engine and the actual speed of the clutch is greater than or equal to the difference threshold, the virtual load of the clutch is determined according to the target torque of the clutch and the second adjusted closed-loop torque of the clutch.

5. The method according to claim 3, characterized in that: The transmission closed-loop control factor is obtained based on one or more of the actual speed of the engine, the difference between the actual speed of the engine and the target speed of the engine, the difference between the maximum speed of the engine and the actual speed of the engine, and the speed change rate of the engine.

6. The method according to claim 1, characterized in that The method further comprises: Obtaining an actual speed of the engine, a first proportional coefficient, a second proportional coefficient, a first integral coefficient, a second integral coefficient, a first differential coefficient, and a second differential coefficient; The method of adjusting the engine's adjustment torque and the clutch's adjustment torque by proportional differential integral (PID) according to the target speed of the engine includes: according to a third difference between the actual speed of the engine and the target speed of the engine; determining an adjustment torque of the engine according to the third difference, the first proportional coefficient, the first integral coefficient and the first differential coefficient; The adjustment torque of the clutch is determined according to the third difference, the second proportional coefficient, the second integral coefficient and the second differential coefficient.

7. The method according to claim 1, characterized in that The target speed of the engine is the lowest speed corresponding to the peak torque that can be achieved at the current throttle opening.

8. A vehicle starting control device, characterized in that: The device comprises: an acquisition unit, a determination unit, an adjustment unit and a control unit; The acquisition unit is used to acquire the throttle opening; The determining unit is used to determine the target speed of the engine according to the throttle opening; The regulating unit is used to regulate the regulating torque of the engine and the regulating torque of the clutch through proportional differential integral PID according to the target speed of the engine; The determination unit is further used to determine the required torque of the engine according to the adjustment torque of the engine and the adjustment torque of the clutch; The control unit is used to control the vehicle to start according to the required torque of the engine.

9. A computer device, characterized in that: The device comprises a processor and a memory: The memory is used to store program code and transmit the program code to the processor; The processor is used to execute the method according to any one of claims 1 to 7 according to the instructions in the program code.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium is used to store a computer program, and the computer program is used to execute the method according to any one of claims 1 to 7.

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