Gearbox powered upshift torque interaction control method, device and equipment
By obtaining and analyzing the relevant parameters of the vehicle during upshift, judging the engine's torque control ability, and using appropriate torque interactive control methods, the problems of poor control effects and short clutch service life in the prior art are solved, and more efficient torque interactive control and longer clutch service life are achieved.
Patent Information
- Application Number
- CN202311577195.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2023-11-23
- Publication Date
- 2025-05-23
AI Technical Summary
现有的车辆变速箱动力升挡扭矩交互控制方式没有考虑离合器的泄压特性和活塞摩擦力矩对扭矩传递的影响，导致控制效果差，增加了离合器的热量和磨损，影响使用寿命。
By obtaining the relevant parameters of the target vehicle during upshifting, it is determined whether the engine has sufficient ability to control the torque to complete upshifting and speed adjustment. If not, a preset fixed interaction time or a torque interaction control method with a fixed low-gear clutch slope is adopted to extend or adjust the torque interaction time to ensure that the clutch pressure increases linearly.
It effectively improves the service life of the clutch, improves the user's driving and riding experience, and reduces the heat and wear of the clutch.
Smart Images
Figure CN120027197A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of vehicle technology, and in particular to a method, device and equipment for interactive control of torque during a powered upshift of a transmission. Background Art
[0002] With the improvement of people's living standards and the rapid development of social economy, the use rate of cars has gradually increased, and more and more cars have entered people's lives, bringing great convenience to all aspects of people's lives. Among them, how to improve users' driving and riding experience and ensure the safety and stability of vehicle driving is particularly important.
[0003] At present, the power upshift of existing vehicle transmissions is usually calibrated based on the experience of calibration engineers. After the shifting time is determined, the torque interaction control is directly performed. This control method not only does not take into account the pressure relief characteristics of the clutch, but also does not take into account the influence of the piston friction torque on the clutch transmission torque. For inexperienced calibration engineers, a lot of calibration is required, and there is no theoretical basis, the workload is large, and the control effect is poor. At the same time, this torque interaction control method does not take into account the needs of speed control and the engine's torque reduction ability, which may cause the torque phase control target to be insufficient, the upshift speed control to be slow, and the upshift time to be longer, affecting the user's driving and riding experience, and the heat and wear generated by the clutch will also increase, thereby affecting the service life of the vehicle clutch. Summary of the invention
[0004] The main purpose of the embodiment of the present application is to provide a torque interactive control method, device and equipment for power upshift of a transmission, which can select different torque control interactive modes according to the engine's capabilities. When the engine does not have sufficient capability to control torque reduction, two different torque interactive control modes can be selected to maintain the original interactive time or maintain the original slope of the low gear clutch (Oncoming clutch), that is, to expand the original interactive time and ensure that the pressure of the Oncoming clutch increases linearly. Thus, by selecting the torque interactive strategy in combination with the actual situation of the clutch, the interactive process of the clutch is more in line with actual needs, effectively increasing the service life of the clutch, and also improving the driving and riding experience of the user.
[0005] The present application provides a method for interactively controlling a transmission power upshift torque, comprising:
[0006] Obtaining the gearbox output shaft speed of the target vehicle when upshifting, the gearbox speed ratio corresponding to the low-gear clutch, the gearbox speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the engine flywheel end;
[0007] Determine whether the target vehicle's engine has sufficient capacity to control torque to complete upshift speed regulation by using the transmission output shaft speed, the transmission speed ratio corresponding to the low-gear clutch, the transmission speed ratio corresponding to the high-gear clutch, the sum of the engine's moment of inertia and the transmission's moment of inertia equivalent to the engine end, the engine's minimum ignition angle torque, and the engine's flywheel end transmission non-intervention torque;
[0008] If yes, then adopting a preset normal mode torque interaction control method to perform torque interaction control on the clutch of the target vehicle;
[0009] If not, a torque interaction control method with a preset fixed interaction time is used to perform torque interaction control on the target vehicle clutch; or a torque interaction control method with a preset fixed low gear clutch slope is used to perform torque interaction control on the target vehicle clutch.
[0010] In an optional implementation, before obtaining the gearbox output shaft speed of the target vehicle when upshifting, the gearbox speed ratio corresponding to the low-gear clutch, the gearbox speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the flywheel end of the engine, the method further includes:
[0011] Testing the minimum pressure relief time of the on-board clutch of the target vehicle to obtain a test result;
[0012] According to the test result, a preset torque interaction time of the target vehicle when upshifting is calibrated.
[0013] In an optional implementation, the torque interactive control of the clutch of the target vehicle is performed by adopting a preset normal mode torque interactive control method, including:
[0014] The target vehicle engine torque is multiplied by the pressure corresponding to the safety factor as the starting point of the high-speed clutch torque control, and the pressure obtained by subtracting the preset pressure hysteresis deviation from the clutch pressure corresponding to the preset torque can be transmitted is used as the end point of the high-speed clutch torque control;
[0015] Determining a pressure relief time of a high-speed clutch according to a gearbox oil temperature of the target vehicle, the test result, and an advance hydraulic time of a high-speed clutch;
[0016] The clutch pressure corresponding to the preset torque that can be transmitted is used as the starting point of the low-gear clutch torque control, and the end point of the low-gear clutch torque control is set to the target vehicle engine torque minus the inertia torque and the pressure corresponding to the preset torque, so as to realize the torque interaction control of the clutch of the target vehicle.
[0017] In an optional implementation, the torque interaction control method with a preset fixed interaction time is used to perform torque interaction control on the target vehicle clutch, including:
[0018] While maintaining the preset torque interaction time unchanged, the control time of the first-stage low-gear clutch and the pressure relief time of the high-gear clutch of the target vehicle's torque phase, as well as the control time of the second-stage low-gear clutch are reallocated to achieve torque interaction control of the target vehicle's clutch.
[0019] In an optional implementation, the torque interactive control method of the preset fixed low gear clutch slope is adopted to perform torque interactive control on the target vehicle clutch, including:
[0020] The original slope of the low-gear clutch is maintained fixed, and the shifting time of the low-gear clutch is extended to ensure a linear increase in pressure of the low-gear clutch and a smooth upshift of the target vehicle.
[0021] Corresponding to the above-mentioned gearbox powered upshift torque interactive control method, the present application proposes a gearbox powered upshift torque interactive control device, comprising:
[0022] an acquisition unit, for acquiring the gearbox output shaft speed of the target vehicle when upshifting, the gearbox speed ratio corresponding to the low-gear clutch, the gearbox speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the flywheel end of the engine;
[0023] a judgment unit, for judging whether the engine of the target vehicle has sufficient ability to control torque to complete upshift speed regulation by using the transmission output shaft speed, the transmission speed ratio corresponding to the low-gear clutch, the transmission speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the transmission moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the transmission non-intervention torque at the engine flywheel end;
[0024] A first control unit is configured to perform torque interactive control on the clutch of the target vehicle in a preset normal mode torque interactive control manner if it is determined that the engine of the target vehicle has sufficient ability to control torque to complete upshift speed regulation;
[0025] The second control unit is used to perform torque interaction control on the clutch of the target vehicle by adopting a torque interaction control method with a preset fixed interaction time if it is determined that the engine of the target vehicle does not have sufficient ability to control the torque to complete the upshift speed regulation; or, to perform torque interaction control on the clutch of the target vehicle by adopting a torque interaction control method with a preset fixed low-gear clutch slope.
[0026] In an optional implementation, the device further includes:
[0027] A testing unit, used for testing the minimum pressure relief time of the on-board clutch of the target vehicle to obtain a test result;
[0028] A calibration unit is used to calibrate a preset torque interaction time of the target vehicle when upshifting according to the test result.
[0029] In an optional implementation, the first control unit includes:
[0030] As a subunit, it is used to multiply the target vehicle engine torque by the pressure corresponding to the safety factor as the starting point of the high-speed clutch torque control, and to subtract the pressure obtained by the clutch pressure corresponding to the preset torque that can be transmitted from the preset pressure hysteresis deviation as the end point of the high-speed clutch torque control;
[0031] a determination subunit, configured to determine a pressure relief time of a high-speed clutch according to a gearbox oil temperature of the target vehicle, the test result, and an advance hydraulic time of a high-speed clutch;
[0032] A setting subunit is used to use the clutch pressure corresponding to the preset torque that can be transmitted as the starting point of the low-gear clutch torque control, and set the end point of the low-gear clutch torque control to the target vehicle engine torque minus the inertia torque and the pressure corresponding to the preset torque, so as to realize the torque interaction control of the clutch of the target vehicle.
[0033] In an optional implementation manner, the second control unit is specifically configured to:
[0034] While maintaining the preset torque interaction time unchanged, the control time of the first-stage low-gear clutch and the pressure relief time of the high-gear clutch of the target vehicle's torque phase, as well as the control time of the second-stage low-gear clutch are reallocated to achieve torque interaction control of the target vehicle's clutch.
[0035] In an optional implementation manner, the second control unit is specifically configured to:
[0036] The original slope of the low-gear clutch is maintained fixed, and the shifting time of the low-gear clutch is extended to ensure a linear increase in pressure of the low-gear clutch and a smooth upshift of the target vehicle.
[0037] The embodiment of the present application also provides a transmission powered upshift torque interactive control device, comprising: a processor, a memory, and a system bus;
[0038] The processor and the memory are connected via the system bus;
[0039] The memory is used to store one or more programs, and the one or more programs include instructions. When the instructions are executed by the processor, the processor executes any one of the implementations of the above-mentioned transmission power upshift torque interaction control method.
[0040] An embodiment of the present application also provides a computer-readable storage medium, in which instructions are stored. When the instructions are executed on a terminal device, the terminal device executes any one of the above-mentioned transmission powered upshift torque interaction control methods.
[0041] It can be seen that the embodiments of the present application have the following beneficial effects:
[0042] The embodiment of the present application provides a transmission power upshift torque interactive control method, device and equipment, firstly obtaining the transmission output shaft speed, the transmission speed ratio corresponding to the low gear clutch, the transmission speed ratio corresponding to the high gear clutch, the sum of the engine moment of inertia and the transmission moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the transmission non-intervention torque of the engine flywheel end when the target vehicle is upshifting, and then, using the obtained transmission output shaft speed, the transmission speed ratio corresponding to the low gear clutch, the transmission speed ratio corresponding to the high gear clutch, the sum of the engine moment of inertia and the transmission moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the transmission non-intervention torque of the engine flywheel end, it is judged whether the engine of the target vehicle has sufficient ability to control the torque to complete the upshift speed regulation, if so, the torque interactive control method of the preset normal mode is adopted to perform torque interactive control on the clutch of the target vehicle; if not, the torque interactive control method of the preset fixed interaction time is adopted to perform torque interactive control on the clutch of the target vehicle; or, the torque interactive control method of the preset fixed low gear clutch slope is adopted to perform torque interactive control on the clutch of the target vehicle. Therefore, the torque interaction strategy can be selected based on the actual situation of the clutch, making the clutch interaction process more in line with actual needs, effectively increasing the service life of the clutch and improving the user's driving and riding experience. BRIEF DESCRIPTION OF THE DRAWINGS
[0043] 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 some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.
[0044] Figure 1 A schematic diagram of torque interaction for a gearbox with power upshift provided in an embodiment of the present application;
[0045] Figure 2 A flow chart of a transmission power upshift torque interactive control method provided in an embodiment of the present application;
[0046] Figure 3 A schematic diagram of clutch pressure relief provided in an embodiment of the present application;
[0047] Figure 4 A schematic diagram of torque interaction control in a preset normal mode provided in an embodiment of the present application;
[0048] Figure 5 A schematic diagram of torque interaction control with a preset fixed interaction time provided in an embodiment of the present application;
[0049] Figure 6 A schematic diagram of torque interaction control of a preset fixed low gear clutch slope provided in an embodiment of the present application;
[0050] Figure 7 A schematic diagram of the composition of a transmission powered upshift torque interactive control device provided in an embodiment of the present application. DETAILED DESCRIPTION
[0051] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, 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 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.
[0052] At present, the automatic transmission of vehicles, especially the dual-clutch automatic transmission (DCT) and the mechanical hydraulic automatic transmission (AT), are all stepped automatic transmissions with distinct gears, so that the upshift control of gear switching is involved during the driving process of the vehicle. The specific process of the powered upshift control is as follows: Figure 1As shown, in order to reduce the power loss of gear shifting during the upshift process, power switching is usually used for control, that is, when the low-gear clutch is opened, the high-gear clutch is also opened and engaged, and pressure exists on both at the same time until the upshift is completed.
[0053] However, the existing torque interactive control method for power upshift of this type of gearbox is usually calibrated based on the experience of calibration engineers. After the shifting time is determined, the torque interactive control is directly performed. This control method not only does not take into account the pressure relief characteristics of the clutch, but also does not take into account the influence of the piston friction torque on the clutch transmission torque. For inexperienced calibration engineers, a lot of calibration is required, and there is no theoretical basis, the workload is large, and the control effect is poor. At the same time, this torque interactive control method does not take into account the needs of speed control and the torque reduction ability of the engine, which may cause the control target of the torque phase to be insufficient, the control of upshift speed regulation becomes slower, and the upshift time becomes longer, affecting the user's driving and riding experience, and the heat and wear generated by the clutch will also increase, thereby affecting the service life of the vehicle clutch.
[0054] Based on this, the present application proposes a torque interactive control method, device and equipment for power upshift of a transmission, which can select different torque control interactive modes according to the engine's capabilities. When the engine does not have sufficient capability to control torque reduction, two different torque interactive control modes can be selected to maintain the original interactive time or maintain the original slope of the oncoming clutch, that is, to expand the original interactive time and ensure that the pressure of the oncoming clutch increases linearly. Thus, by selecting the torque interactive strategy in combination with the actual situation of the clutch, the interactive process of the clutch is more in line with actual needs, effectively increasing the service life of the clutch, and also improving the driving and riding experience of users.
[0055] The following will describe in detail the transmission power upshift torque interactive control method provided by the embodiment of the present application in conjunction with the accompanying drawings. Figure 2 As shown, it shows a flow chart of a transmission power upshift torque interactive control method provided by an embodiment of the present application. This embodiment may include the following steps:
[0056] S201: Obtain the gearbox output shaft speed of the target vehicle when upshifting, the gearbox speed ratio corresponding to the low-gear clutch, the gearbox speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the engine flywheel end.
[0057] It should be noted that this embodiment will be described in detail later using the torque interaction control of an engine equipped with an AT automatic transmission as an example. The power switching process of upshifting gears involving DCT or other hybrid transmissions can be implemented as a reference and will not be described in detail.
[0058] In this embodiment, any vehicle that uses the method of the embodiment of the present application to implement the interactive control of the gearbox power upshift torque is defined as the target vehicle. In addition, in order to achieve effective interactive control of the target vehicle gearbox power upshift torque, so as to increase the service life of the clutch and enhance the user's driving and riding experience, an optional implementation method is that the present application pre-tests the minimum pressure relief time of all on-board clutches of the target vehicle to obtain the test results, and then calibrates the preset torque interactive time of the target vehicle when upshifting according to the obtained test results.
[0059] Specifically, in this implementation, in order to ensure that the use of the clutch can be within the range allowed by its hardware conditions and to increase the service life of the clutch, the minimum pressure relief time of all on-board clutches of the target vehicle can be tested in advance to obtain the minimum pressure relief time of different clutches under different pressures, that is, at a certain temperature, the clutch is opened at different slopes to find the critical point (such as the point at which the actual pressure of the clutch can linearly follow the target) Figure 3 As shown in the left figure); if the clutch pressure is released too quickly, the actual pressure will not be linear and there will be an inflection point (such as Figure 3 As shown in the figure on the right), the transmitted torque is nonlinear and impacted.
[0060] For example, after testing the minimum pressure relief time of the high-speed clutch (offgoing clutch), the test results can be shown in Table 1 below:
[0061] -30 -10 0 20 40 60 90 0 0.1 0.1 0.1 0.1 0.1 0.1 0.1 1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 2 0.2 0.2 0.15 0.15 0.15 0.15 0.15 3 0.3 0.3 0.2 0.2 0.2 0.2 0.2 5 0.3 0.3 0.25 0.25 0.25 0.25 0.25 10 0.35 0.35 0.3 0.3 0.3 0.3 0.3 15 0.4 0.35 0.35 0.35 0.35 0.35 0.35
[0062] Table 1
[0063] The horizontal axis of the first row represents the transmission oil temperature. The vertical axis of the first column represents the deviation from the KS point, where the KS point refers to the clutch pressure point that can transmit the preset torque (the specific value is not limited, such as 2-3Nm, etc.). The other data are the minimum pressure relief times corresponding to different oil temperatures of the high-speed clutch and the deviation from the KS point.
[0064] On this basis, the preset torque interaction time of the target vehicle during upshift can be calibrated and defined as T 0 , as shown in Table 2 below, and ensure that it cannot be less than the minimum pressure relief time of each corresponding position of the clutch obtained in Table 1, otherwise the pressure chart will vibrate during the gear shift interaction.
[0065] -30 -10 0 20 40 60 90 0 0.35 0.35 0.35 0.35 0.35 0.35 0.35 25 0.35 0.35 0.35 0.35 0.35 0.35 0.35 50 0.35 0.35 0.35 0.35 0.35 0.35 0.35 100 0.5 0.4 0.4 0.4 0.4 0.35 0.35 200 0.6 0.5 0.5 0.5 0.4 0.35 0.35 300 0.7 0.6 0.6 0.6 0.5 0.4 0.4 400 0.8 0.7 0.7 0.7 0.6 0.5 0.5
[0066] Table 2
[0067] The horizontal axis of the first row represents the transmission oil temperature. The vertical axis of the first column represents the engine torque. The other data are the preset torque interaction time T of the target vehicle when upshifting corresponding to different oil temperatures and engine torques. 0 .
[0068] In this way, the preset torque interaction time T of the target vehicle when upshifting is calibrated. 0 After that, the gearbox output shaft speed of the target vehicle when upshifting, the gearbox speed ratio corresponding to the low-gear clutch, the gearbox speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the flywheel end of the engine can be further obtained to execute the subsequent step S202 to determine whether the engine of the target vehicle has sufficient capacity to control the torque to complete the upshift speed regulation.
[0069] S202: Determine whether the target vehicle's engine has sufficient capacity to control torque to complete upshifting and speed regulation by using the transmission output shaft speed, the transmission speed ratio corresponding to the low-gear clutch, the transmission speed ratio corresponding to the high-gear clutch, the sum of the engine's rotational inertia and the transmission's equivalent rotational inertia to the engine end, the engine's minimum ignition angle torque, and the transmission non-intervention torque at the engine's flywheel end.
[0070] In this embodiment, after obtaining the gearbox output shaft speed of the target vehicle when upshifting, the gearbox speed ratio corresponding to the low-gear clutch, the gearbox speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the flywheel end of the engine through step S201, these data can be further processed using existing or future data processing methods to determine whether the engine of the target vehicle has sufficient ability to control the torque to complete the upshift speed regulation. If so, it means that the engine has sufficient ability to reduce torque to complete the gear shift control, and no additional clutch speed control is required, and the subsequent step S203 can be continued. If not, it is necessary to execute the subsequent step S204 to perform additional clutch speed control.
[0071] Specifically, to determine whether the target vehicle's engine has sufficient ability to control torque to complete upshift speed regulation is to determine whether the following formula is established:
[0072]
[0073] Among them, N outIndicates the output shaft speed of the gearbox; i Offg Indicates the gearbox speed ratio corresponding to the high-speed clutch; i Onc represents the gearbox speed ratio corresponding to the low gear clutch; J represents the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end; T MinOff Indicates the minimum ignition angle torque of the engine; T Engine It represents the non-intervention torque of the gearbox at the flywheel end of the engine; t represents the shift time of the calibrated speed regulation stage, that is, the time for the engine speed to synchronize from the Offgoing clutch shaft to the Oncoming clutch shaft speed. The specific value is not limited and can be set according to actual conditions and experience. For example, it can be any value between 300 and 500 milliseconds.
[0074] S203: adopting a preset normal mode torque interaction control method to perform torque interaction control on the clutch of the target vehicle.
[0075] In this embodiment, if it is determined through step S202 that the engine of the target vehicle has sufficient capacity to control the torque to complete the upshift speed regulation, no additional clutch is required for speed control, and the preset normal mode torque interaction control method is adopted to perform torque interaction control on the clutch of the target vehicle.
[0076] Specifically, an optional implementation method is, after determining that the target vehicle's engine has sufficient ability to control torque to complete upshift speed regulation, such as Figure 4 As shown in FIG. 1 , firstly, the target vehicle engine torque can be multiplied by the pressure corresponding to the safety factor (the specific value is not limited and can be set according to the actual situation and experience) as the starting point of the high-speed clutch torque control, and the clutch pressure (KS) corresponding to the preset torque can be transmitted minus the preset pressure hysteresis deviation (expressed by Ofst, as shown in FIG. 1 ). Figure 4 The pressure obtained by the high-speed clutch torque control is used as the end point of the high-speed clutch torque control. The specific value of Ofst is not limited and can be set according to actual conditions and experience. For example, the value can be 0.2 bar.
[0077] Then, the gearbox oil temperature of the target vehicle, the test results and the advance hydraulic time of the high-speed clutch (using T 4 Indicates that Figure 4 To determine the pressure relief time of the high-speed clutch, T 2 Indicates that Figure 4 shown.
[0078] Specifically, see Figure 4 , T 0 It represents the preset torque interaction time of the target vehicle when shifting up, and the value can be determined by looking up the table (such as Table 2).1 It indicates the minimum pressure relief time of the high-speed clutch that has been tested in advance, and the value can be determined by checking the test results shown in Table 1. 4 Indicates the hydraulic advance time of the high-speed clutch. Due to the hydraulic lag delay, in order to prevent the high-speed clutch pressure from not being released, it is necessary to increase the advance amount. The advance time T 4 It can be obtained by looking up the oil temperature table (see Table 3 below):
[0079] Oil temperature -30 -10 0 20 40 60 90 <![CDATA[T 4 ]]> 0.15 0.1 0.08 0.08 0.06 0.05 0.05
[0080] Table 3
[0081] Among them, Table 3 is a table constructed in advance using existing actual driving data, and the specific construction structure will not be repeated here.
[0082] On this basis, using T 0 , T 1 , T 4 The value of can determine the pressure relief time T of the high-speed clutch 2 The specific calculation formula is: 2 =Max(T 0 -T 4 , T 1 ).
[0083] Then, if Figure 4 As shown, the clutch pressure (KS) that can transmit the preset torque can be used as the starting point of the low-gear clutch torque control, and the end point of the low-gear clutch torque control can be set to the pressure corresponding to the target vehicle's engine torque minus the inertia torque and minus the preset torque (expressed by Offset, the specific value is not limited and can be set according to actual conditions and experience) to achieve torque interaction control of the target vehicle's clutch.
[0084] S204: adopting a torque interaction control method with a preset fixed interaction time to perform torque interaction control on the clutch of the target vehicle; or adopting a torque interaction control method with a preset fixed low gear clutch slope to perform torque interaction control on the clutch of the target vehicle.
[0085] In this embodiment, if it is determined in step S202 that the target vehicle's engine does not have sufficient capacity to control torque to complete upshift speed regulation, that is, formula If it is established, it means that an additional clutch is needed for speed control to meet the preset gear shifting speed control time. However, the current existing gear shifting control method often relies on PID feedback to control when there is a deviation in speed phase regulation. It is relatively lagging, the gear shifting time is long, the user experience is poor, and the clutch wears more, which will also affect the service life of the clutch.
[0086] In this regard, the present application performs torque interaction control on the target vehicle clutch according to specific working conditions and performance by adopting a torque interaction control method with a preset fixed interaction time or a torque interaction control method with a preset fixed low-gear clutch slope, and divides the overall interaction control process into two stages: the first stage is to increase the oncoming clutch to the torque interaction capability point (i.e., engine torque-inertia torque-Offset), and the second stage is to increase the oncoming clutch to the speed regulation capability point (i.e., ),like Figure 5 and Figure 6 shown.
[0087] Specifically, an optional implementation method is that when a torque interaction control method with a preset fixed interaction time is adopted to perform torque interaction control on the target vehicle clutch, the preset torque interaction time T is maintained. 0 The target vehicle torque phase is kept constant (i.e., the total torque phase time remains constant), and in this case, the control time of the first-stage low-gear clutch and the pressure relief time of the high-gear clutch, as well as the control time of the second-stage low-gear clutch, are reallocated to achieve torque interaction control of the target vehicle's clutch.
[0088] In this implementation, when the clutch friction requirements are strict or the clutch plate temperature is high, for example, the clutch plate temperature exceeds 250-300 degrees, the specific value needs to be determined according to the characteristics of the clutch. In order not to damage the clutch hardware and ensure its service life, the clutch torque phase time needs to be strictly controlled. At this time, it is necessary to use a preset fixed interaction time torque interaction control method for control, such as Figure 5 As shown, the duration of the entire torque phase is T 0 The calculation formula for the control time of the oncoming clutch in the first stage remains unchanged as follows:
[0089]
[0090] Among them, T 3 Indicates the control time of the Oncoming clutch in the first stage; T Eng represents the engine torque; J represents the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end; a represents the rate of change of the engine speed; Offset represents the calibrated value (i.e. the preset torque mentioned above), the specific value is not limited, and can be determined according to the gearbox oil temperature and the clutch speed difference, which is used to compensate for the actual clutch transmission torque deviation; N out Indicates the output shaft speed of the gearbox; i Offg Indicates the gearbox speed ratio corresponding to the high-speed clutch; i Onc Indicates the gearbox speed ratio corresponding to the low gear clutch; TMinOff It represents the minimum ignition angle torque of the engine; t represents the target time of the calibrated gear shifting and speed regulation phase. The specific value is not limited and can be set according to the actual situation and experience. For example, it can be any value between 0.2s and 0.8s.
[0091] On this basis, the calculation formula for the pressure relief time of the first stage Offgoing clutch is as follows:
[0092] T 2 =T 0 -T 3 -T 4
[0093] Among them, T 2 Indicates the pressure release time of the first stage Offgoing clutch; T 0 represents the preset torque interaction time of the target vehicle when shifting up; T 3 Indicates the control time of the Oncoming clutch in the first stage; T 4 Indicates the hydraulic advance time of the high-speed clutch.
[0094] Furthermore, the second-stage Oncoming clutch can rise from the torque phase capacity to the speed regulation target, and the corresponding rise time (i.e., the control time of the second-stage Oncoming clutch) is: T 0 -T 3 ,like Figure 5 shown.
[0095] Another optional implementation method is that when the torque interaction control method with a preset fixed low-gear clutch slope is adopted to perform torque interaction control on the target vehicle's clutch, the original slope of the low-gear clutch will be fixed and the shifting time of the low-gear clutch will be extended to ensure a linear increase in the pressure of the low-gear clutch and smooth upshifting of the target vehicle.
[0096] In this implementation, in certain working conditions, for the sake of smooth shifting, especially in low gears (such as 4 gears and below), the clutch disc temperature is less than the threshold, which is usually set to any value between 250 and 300 degrees. The specific value needs to be determined according to the characteristics of the clutch. Rapid shifting will bring shock or low temperature is limited by the hydraulic system (the transmission oil temperature needs to be greater than 20 degrees). At this time, in order not to damage the clutch hardware and ensure its service life, rapid shifting is not allowed, and a preset torque interactive control method with a fixed low gear clutch slope is required for control, such as Figure 6 As shown, for T 0 Expanded to maintain the original slope of the low gear clutch unchanged, Figure 6 The dashed line in the figure indicates that T is not expanded. 0In the previous timed shift control connection, the calculation formula for the shift time of the first stage Offgoing clutch is as follows:
[0097] T 2 =T 0 -T 4
[0098] Among them, T 2 represents the shifting time of the first-stage Offgoing clutch (i.e., the pressure relief time of the first-stage Offgoing clutch); T 0 represents the preset torque interaction time of the target vehicle when shifting up; T 4 Indicates the advance hydraulic time of the Offgoing clutch.
[0099] On this basis, the calculation formula for the shift time of the first stage oncoming clutch is as follows:
[0100] T 3 =T 0
[0101] Among them, T 3 Indicates the shifting time (i.e. control time) of the oncoming clutch in the first stage; T 0 Indicates the preset torque interaction time of the calibrated target vehicle when upshifting.
[0102] Further, in the second stage, the torque interaction is completed, and the Oncoming clutch rises from the end point of the first stage of the torque phase to the end point of the second stage of the torque phase, such as Figure 6 As shown, the specific calculation formula for the rise time is as follows:
[0103] T 5 =T 01 -T 0
[0104] Among them, T 5 Indicates the rising time of the second stage Oncoming clutch; T 0 represents the preset torque interaction time of the target vehicle when shifting up; T 01 Indicates T 0 The new extended shift time generated after the expansion is calculated by the following specific formula:
[0105]
[0106] The meaning of each letter is as described above and will not be repeated here.
[0107] In summary, the present embodiment provides a transmission power upshift torque interactive control method, firstly, the transmission output shaft speed, the transmission speed ratio corresponding to the low gear clutch, the transmission speed ratio corresponding to the high gear clutch, the sum of the engine moment of inertia and the transmission moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the transmission non-intervention torque of the engine flywheel end are obtained when the target vehicle is upshifting. Then, the transmission output shaft speed, the transmission speed ratio corresponding to the low gear clutch, the transmission speed ratio corresponding to the high gear clutch, the sum of the engine moment of inertia and the transmission moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the transmission non-intervention torque of the engine flywheel end are used to determine whether the engine of the target vehicle has sufficient ability to control the torque to complete the upshift speed regulation. If so, the torque interactive control method of the preset normal mode is adopted to perform torque interactive control on the clutch of the target vehicle; if not, the torque interactive control method of the preset fixed interaction time is adopted to perform torque interactive control on the clutch of the target vehicle; or, the torque interactive control method of the preset fixed low gear clutch slope is adopted to perform torque interactive control on the clutch of the target vehicle. Therefore, the torque interaction strategy can be selected based on the actual situation of the clutch, making the clutch interaction process more in line with actual needs, effectively increasing the service life of the clutch and improving the user's driving and riding experience.
[0108] See also Figure 7 As shown, the present application also provides an embodiment of a transmission power upshift torque interactive control device, which may include:
[0109] An acquisition unit 701 is used to acquire the gearbox output shaft speed of the target vehicle when upshifting, the gearbox speed ratio corresponding to the low-gear clutch, the gearbox speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the engine flywheel end;
[0110] The judging unit 702 is used to judge whether the engine of the target vehicle has sufficient ability to control the torque to complete the upshift speed regulation by using the output shaft speed of the gearbox, the gearbox speed ratio corresponding to the low gear clutch, the gearbox speed ratio corresponding to the high gear clutch, the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the engine flywheel end;
[0111] The first control unit 703 is used to perform torque interactive control on the clutch of the target vehicle by adopting a preset normal mode torque interactive control method if it is determined that the engine of the target vehicle has sufficient ability to control torque to complete upshift speed regulation;
[0112] The second control unit 704 is used to perform torque interaction control on the clutch of the target vehicle by adopting a torque interaction control method with a preset fixed interaction time if it is determined that the engine of the target vehicle does not have sufficient ability to control the torque to complete the upshift speed regulation; or, to perform torque interaction control on the clutch of the target vehicle by adopting a torque interaction control method with a preset fixed low-gear clutch slope.
[0113] In some possible implementations of the present application, the device further includes:
[0114] A testing unit, used for testing the minimum pressure relief time of the on-board clutch of the target vehicle to obtain a test result;
[0115] A calibration unit is used to calibrate a preset torque interaction time of the target vehicle when upshifting according to the test result.
[0116] In some possible implementations of the present application, the first control unit 703 includes:
[0117] As a subunit, it is used to multiply the target vehicle engine torque by the pressure corresponding to the safety factor as the starting point of the high-speed clutch torque control, and to subtract the pressure obtained by the clutch pressure corresponding to the preset torque that can be transmitted from the preset pressure hysteresis deviation as the end point of the high-speed clutch torque control;
[0118] A determination subunit, configured to determine a pressure relief time of a high-speed clutch according to a gearbox oil temperature of the target vehicle, the test result, and an advance hydraulic time of a high-speed clutch;
[0119] A setting subunit is used to use the clutch pressure corresponding to the preset torque that can be transmitted as the starting point of the low-gear clutch torque control, and set the end point of the low-gear clutch torque control to the target vehicle engine torque minus the inertia torque and the pressure corresponding to the preset torque, so as to realize the torque interaction control of the clutch of the target vehicle.
[0120] In some possible implementations of the present application, the second control unit 704 is specifically configured to:
[0121] While maintaining the preset torque interaction time unchanged, the control time of the first-stage low-gear clutch and the pressure relief time of the high-gear clutch of the target vehicle's torque phase, as well as the control time of the second-stage low-gear clutch are reallocated to achieve torque interaction control of the target vehicle's clutch.
[0122] In some possible implementations of the present application, the second control unit 704 is specifically configured to:
[0123] The original slope of the low-gear clutch is maintained fixed, and the shifting time of the low-gear clutch is extended to ensure a linear increase in pressure of the low-gear clutch and a smooth upshift of the target vehicle.
[0124] It can be seen from the above embodiments that the gearbox power upshift torque interactive control device provided in the embodiment of the present application first obtains the gearbox output shaft speed, the gearbox speed ratio corresponding to the low gear clutch, the gearbox speed ratio corresponding to the high gear clutch, the sum of the engine moment of inertia and the moment of inertia of the gearbox equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the flywheel end of the engine when the target vehicle is upshifting. Then, using the obtained gearbox output shaft speed, the gearbox speed ratio corresponding to the low gear clutch, the gearbox speed ratio corresponding to the high gear clutch, the sum of the engine moment of inertia and the moment of inertia of the gearbox equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the flywheel end of the engine, it is determined whether the engine of the target vehicle has sufficient ability to control the torque to complete the upshift speed regulation. If so, the torque interactive control method of the preset normal mode is adopted to perform torque interactive control on the clutch of the target vehicle; if not, the torque interactive control method of the preset fixed interaction time is adopted to perform torque interactive control on the clutch of the target vehicle; or, the torque interactive control method of the preset fixed low gear clutch slope is adopted to perform torque interactive control on the clutch of the target vehicle. Therefore, the torque interaction strategy can be selected based on the actual situation of the clutch, making the clutch interaction process more in line with actual needs, effectively increasing the service life of the clutch and improving the user's driving and riding experience.
[0125] Furthermore, the embodiment of the present application also provides a transmission powered upshift torque interactive control device, comprising: a processor, a memory, and a system bus;
[0126] The processor and the memory are connected via the system bus;
[0127] The memory is used to store one or more programs, and the one or more programs include instructions. When the instructions are executed by the processor, the processor executes any one of the implementation methods of the above-mentioned transmission power upshift torque interaction control method.
[0128] Furthermore, an embodiment of the present application also provides a computer-readable storage medium, in which instructions are stored. When the instructions are executed on a terminal device, the terminal device executes any one of the implementation methods of the above-mentioned transmission powered upshift torque interaction control method.
[0129] It can be known from the description of the above implementation mode that those skilled in the art can clearly understand that all or part of the steps in the above-mentioned embodiment method can be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product can be stored in a storage medium such as ROM / RAM, a disk, an optical disk, etc., including several instructions for enabling a computer device (which can be a personal computer, a server, or a network communication device such as a media gateway, etc.) to execute the methods described in the various embodiments of the present application or certain parts of the embodiments.
[0130] 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 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.
[0131] 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.
[0132] 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 method for interactive control of torque during power upshift of a transmission. It is characterized in that include: Obtaining the gearbox output shaft speed of the target vehicle when upshifting, the gearbox speed ratio corresponding to the low-gear clutch, the gearbox speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the engine flywheel end; Determine whether the target vehicle's engine has sufficient capacity to control torque to complete upshift speed regulation by using the transmission output shaft speed, the transmission speed ratio corresponding to the low-gear clutch, the transmission speed ratio corresponding to the high-gear clutch, the sum of the engine's moment of inertia and the transmission's moment of inertia equivalent to the engine end, the engine's minimum ignition angle torque, and the engine's flywheel end transmission non-intervention torque; If yes, then adopting a preset normal mode torque interaction control method to perform torque interaction control on the clutch of the target vehicle; If not, a torque interaction control method with a preset fixed interaction time is used to perform torque interaction control on the target vehicle clutch; or a torque interaction control method with a preset fixed low gear clutch slope is used to perform torque interaction control on the target vehicle clutch.
2. The method according to claim 1, It is characterized in that Before obtaining the gearbox output shaft speed of the target vehicle when upshifting, the gearbox speed ratio corresponding to the low-gear clutch, the gearbox speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the engine flywheel end, the method further includes: Testing the minimum pressure relief time of the on-board clutch of the target vehicle to obtain a test result; According to the test result, a preset torque interaction time of the target vehicle when upshifting is calibrated.
3. The method according to claim 2, It is characterized in that The torque interactive control method of the preset normal mode is adopted to perform torque interactive control on the clutch of the target vehicle, including: The target vehicle engine torque is multiplied by the pressure corresponding to the safety factor as the starting point of the high-speed clutch torque control, and the pressure obtained by subtracting the preset pressure hysteresis deviation from the clutch pressure corresponding to the preset torque can be transmitted is used as the end point of the high-speed clutch torque control; Determining a pressure relief time of a high-speed clutch according to a gearbox oil temperature of the target vehicle, the test result, and an advance hydraulic time of a high-speed clutch; The clutch pressure corresponding to the preset torque that can be transmitted is used as the starting point of the low-gear clutch torque control, and the end point of the low-gear clutch torque control is set to the target vehicle engine torque minus the inertia torque and the pressure corresponding to the preset torque, so as to realize the torque interaction control of the clutch of the target vehicle.
4. The method according to claim 2, It is characterized in that The torque interaction control method with a preset fixed interaction time is used to perform torque interaction control on the target vehicle clutch, including: While maintaining the preset torque interaction time unchanged, the control time of the first-stage low-gear clutch and the pressure relief time of the high-gear clutch of the target vehicle's torque phase, as well as the control time of the second-stage low-gear clutch are reallocated to achieve torque interaction control of the target vehicle's clutch.
5. The method according to claim 2, It is characterized in that The torque interactive control method of the preset fixed low gear clutch slope is used to perform torque interactive control on the target vehicle clutch, including: The original slope of the low-gear clutch is maintained fixed, and the shifting time of the low-gear clutch is extended to ensure a linear increase in pressure of the low-gear clutch and a smooth upshift of the target vehicle.
6. A gearbox with a power upshift torque interactive control device, It is characterized in that include: an acquisition unit, for acquiring the gearbox output shaft speed of the target vehicle when upshifting, the gearbox speed ratio corresponding to the low-gear clutch, the gearbox speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the gearbox non-intervention torque at the flywheel end of the engine; a judgment unit, for judging whether the engine of the target vehicle has sufficient ability to control torque to complete upshift speed regulation by using the transmission output shaft speed, the transmission speed ratio corresponding to the low-gear clutch, the transmission speed ratio corresponding to the high-gear clutch, the sum of the engine moment of inertia and the transmission moment of inertia equivalent to the engine end, the minimum ignition angle torque of the engine, and the transmission non-intervention torque at the engine flywheel end; A first control unit is configured to perform torque interactive control on the clutch of the target vehicle in a preset normal mode torque interactive control manner if it is determined that the engine of the target vehicle has sufficient ability to control torque to complete upshift speed regulation; The second control unit is used to perform torque interaction control on the clutch of the target vehicle by adopting a torque interaction control method with a preset fixed interaction time if it is determined that the engine of the target vehicle does not have sufficient ability to control the torque to complete the upshift speed regulation; or, to perform torque interaction control on the clutch of the target vehicle by adopting a torque interaction control method with a preset fixed low-gear clutch slope.
7. The device according to claim 6, It is characterized in that The device also includes: A testing unit, used for testing the minimum pressure relief time of the on-board clutch of the target vehicle to obtain a test result; A calibration unit is used to calibrate a preset torque interaction time of the target vehicle when upshifting according to the test result.
8. The device according to claim 7, It is characterized in that The first control unit comprises: As a subunit, it is used to multiply the target vehicle engine torque by the pressure corresponding to the safety factor as the starting point of the high-speed clutch torque control, and to subtract the pressure obtained by the clutch pressure corresponding to the preset torque that can be transmitted from the preset pressure hysteresis deviation as the end point of the high-speed clutch torque control; A determination subunit, configured to determine a pressure relief time of a high-speed clutch according to a gearbox oil temperature of the target vehicle, the test result, and an advance hydraulic time of a high-speed clutch; A setting subunit is used to use the clutch pressure corresponding to the preset torque that can be transmitted as the starting point of the low-gear clutch torque control, and set the end point of the low-gear clutch torque control to the target vehicle engine torque minus the inertia torque and the pressure corresponding to the preset torque, so as to realize the torque interaction control of the clutch of the target vehicle.
9. A gearbox with powered upshift torque interactive control device, It is characterized in that include: Processor, memory, system bus; The processor and the memory are connected via the system bus; The memory is used to store one or more programs, wherein the one or more programs include instructions, and when the instructions are executed by the processor, the processor executes the method according to any one of claims 1 to 5.
10. A computer-readable storage medium, It is characterized in that The computer-readable storage medium stores instructions, and when the instructions are executed on a terminal device, the terminal device executes the method according to any one of claims 1 to 5.