Self-adaptive control method, device and equipment for unpowered downshift of vehicle gearbox

Abstract

The invention discloses a self-adaptive control method, device and equipment for unpowered downshift of a vehicle gearbox, and the method comprises the steps: keeping the transmission torque of a current low-gear clutch unchanged when the transmission torque of a clutch of a target vehicle is detected to be excessive; when the pressure of the high-gear clutch is completely released and the interaction remaining time of the torque phase is not greater than zero, calculating a first inertia torque so as to determine a first self-adaptive control torque of the low-gear clutch by using the first inertia torque; or when it is detected that the transmission torque of the clutch is insufficient, the second inertia torque is calculated, and the second self-adaptive control torque of the low-gear clutch is determined through the second inertia torque, so that the torque of the low-gear clutch is compensated through the second self-adaptive control torque, and pressure self-adaptive control over the low-gear clutch is achieved. Therefore, the torque of the engine is matched by adjusting the pressure of the clutch, the engine and the clutch are matched with each other, and the pause phenomenon generated by the target vehicle is relieved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a method, device and equipment for adaptively controlling a vehicle transmission without power downshifting. 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 data corresponding to each clutch during the downshift process of existing vehicles are determined by calibration engineers through calibration of a large number of working conditions and high and low temperature verification. However, once the calibration work is completed and the data is locked, it cannot be guaranteed that the same vehicle can meet the performance indicators throughout its entire service life or mass-produced vehicles, which will cause the vehicle's downshift speed control to slow down, the shift time to be longer, and the clutch wear to increase, affecting the life of the clutch. In addition, during the torque interaction process, if the torque of the low-gear clutch (Oncoming clutch) is insufficient, the engine speed drops below the speed of the high-gear clutch (Offgoing clutch), noise will be generated, or the pressure of the Offgoing clutch is not completely relieved, and the Oncoming clutch transmits too much torque, which also causes the engine speed to separate from the input shaft of the Offgoing clutch in advance, causing the vehicle to jerk and shake, affecting the user's driving and riding experience. Summary of the invention

[0004] The main purpose of the embodiments of the present application is to provide a vehicle transmission unpowered downshift adaptive control method, device and equipment, which can use the engine torque as a reference and adjust the clutch pressure to match the engine torque, so that the engine and clutch cooperate with each other to meet the vehicle performance requirements, reduce the vehicle's jerking, and improve the user's driving and riding experience.

[0005] The present application provides a vehicle transmission unpowered downshift adaptive control method, comprising:

[0006] Detect whether the target vehicle has excessive or insufficient clutch torque during downshifting;

[0007] When it is detected that the clutch transmission torque of the target vehicle is excessive, the transmission torque of the current low-gear clutch is kept unchanged, and when the pressure of the high-gear clutch is completely released and the remaining time of the torque phase interaction is not greater than zero, the first inertia torque is calculated, so as to determine the first adaptive control torque of the low-gear clutch by using the first inertia torque, so as to realize the pressure adaptive control of the low-gear clutch of the target vehicle;

[0008] Alternatively, when it is detected that the clutch transmission torque of the target vehicle is insufficient, a second inertia torque is calculated, and the second inertia torque is used to determine a second adaptive control torque of the low-gear clutch, so that the torque of the low-gear clutch is compensated by the second adaptive control torque, so as to achieve pressure adaptive control of the low-gear clutch of the target vehicle.

[0009] In an optional implementation, the detecting whether the clutch transmission torque of the target vehicle is excessive or insufficient during the downshift process includes:

[0010] In a torque phase of a downshift process of the target vehicle, a first speed difference between an engine speed of the target vehicle and a speed of an input shaft of a high-speed clutch is calculated to determine whether the first speed difference is greater than a preset threshold for N consecutive cycles; wherein N is a positive integer greater than 0;

[0011] If so, it is determined that the target vehicle has a clutch transmission torque that is excessive; if not, the speed term of the target vehicle is controlled to detect whether the target vehicle has a clutch transmission torque that is insufficient.

[0012] In an optional implementation, the preset threshold is 10 revolutions per minute.

[0013] In an optional implementation, when the pressure of the high-speed clutch is completely released and the remaining time of the torque phase interaction is not greater than zero, the first inertia torque is calculated so as to use the first inertia torque to determine the first adaptive control torque of the low-speed clutch to achieve pressure adaptive control of the low-speed clutch of the target vehicle, including:

[0014] When the high-speed clutch pressure is completely released and the remaining time of the torque phase interaction is not greater than zero, calculating the second speed difference between the engine speed of the target vehicle and the input shaft speed of the high-speed clutch at this time;

[0015] Calculating a first inertia torque corresponding to the second speed difference; and correcting the first inertia torque using a first preset correction coefficient to obtain a corrected first inertia torque;

[0016] The minimum value between the corrected first inertia torque and zero is selected as the first adaptive control torque of the low gear clutch, and the first adaptive control torque is used to adaptively correct the torque of the low gear clutch, thereby achieving pressure adaptive control of the low gear clutch.

[0017] In an optional implementation, the first preset correction coefficient is obtained by looking up a table according to the value of the second speed difference.

[0018] In an optional implementation, when it is detected that the clutch transmission torque of the target vehicle is insufficient, a second inertia torque is calculated, and a second adaptive control torque of a low-gear clutch is determined using the second inertia torque, so as to compensate the torque of the low-gear clutch using the second adaptive control torque, so as to implement pressure adaptive control of the low-gear clutch of the target vehicle, including:

[0019] When it is detected that the clutch transmission torque of the target vehicle is insufficient, a second inertia torque corresponding to the speed difference between the engine speed of the target vehicle and the input shaft speed of the high-speed clutch is calculated;

[0020] Correcting the second inertia torque by using the torque of the low-gear clutch, the actual torque of the engine and a second preset correction coefficient to obtain a corrected second inertia torque;

[0021] The maximum value between the corrected second inertia torque and zero is selected as the second adaptive control torque of the low gear clutch, and the second adaptive control torque is used to compensate the torque of the low gear clutch, thereby achieving pressure adaptive control of the low gear clutch.

[0022] In an optional implementation, the second preset correction coefficient is obtained by looking up a table based on a timing time that starts after the high-speed clutch pressure is released and enters the speed phase.

[0023] Corresponding to the above-mentioned vehicle gearbox unpowered downshift adaptive control method, the present application proposes a vehicle gearbox unpowered downshift adaptive control device, comprising:

[0024] A detection unit, used to detect whether the clutch transmission torque of the target vehicle is excessive or insufficient during the downshift process;

[0025] a first control unit, configured to maintain the transmission torque of the current low-gear clutch unchanged when it is detected that the clutch transmission torque of the target vehicle is excessive, and calculate a first inertia torque when the pressure of the high-gear clutch is completely released and the remaining time of the torque phase interaction is not greater than zero, so as to determine a first adaptive control torque of the low-gear clutch by using the first inertia torque, so as to realize pressure adaptive control of the low-gear clutch of the target vehicle;

[0026] The second control unit is used to calculate a second inertia torque when it is detected that the clutch transmission torque of the target vehicle is insufficient, and use the second inertia torque to determine a second adaptive control torque of the low-gear clutch, so as to compensate the torque of the low-gear clutch with the second adaptive control torque, so as to achieve pressure adaptive control of the low-gear clutch of the target vehicle.

[0027] In an optional implementation, the detection unit includes:

[0028] a first calculation subunit, configured to calculate a first speed difference between an engine speed of the target vehicle and a speed of an input shaft of a high-speed clutch in a torque phase of a downshift process of the target vehicle, so as to determine whether the first speed difference is greater than a preset threshold value for N consecutive cycles; wherein N is a positive integer greater than 0;

[0029] A determination subunit is used to determine that the target vehicle has a state of excessive clutch torque transmission if it is determined that the first speed difference is greater than a preset threshold value for N consecutive cycles; if it is determined that the first speed difference is not greater than the preset threshold value for N consecutive cycles, speed item control of the target vehicle is performed to detect whether the target vehicle has a state of insufficient clutch torque transmission.

[0030] In an optional implementation, the preset threshold is 10 revolutions per minute.

[0031] In an optional implementation, the first control unit includes:

[0032] A second calculation subunit is used to calculate a second speed difference between the engine speed of the target vehicle and the input shaft speed of the high-speed clutch when the high-speed clutch pressure is completely released and the remaining time of the torque phase interaction is not greater than zero;

[0033] a third calculation subunit, configured to calculate a first inertia torque corresponding to the second speed difference; and to correct the first inertia torque using a first preset correction coefficient to obtain a corrected first inertia torque;

[0034] The first correction subunit is used to select the minimum value between the corrected first inertia torque and zero as the first adaptive control torque of the low-gear clutch, and use the first adaptive control torque to adaptively correct the torque of the low-gear clutch, thereby realizing pressure adaptive control of the low-gear clutch.

[0035] In an optional implementation, the first preset correction coefficient is obtained by looking up a table according to the value of the second speed difference.

[0036] In an optional implementation, the second control unit includes:

[0037] a fourth calculation subunit, for calculating a second inertia torque corresponding to a speed difference between an engine speed of the target vehicle and a speed of an input shaft of a high-speed clutch when it is detected that the clutch transmission torque of the target vehicle is insufficient;

[0038] a second correction subunit, configured to correct the second inertia torque by using the torque of the low-gear clutch, the actual torque of the engine and a second preset correction coefficient to obtain a corrected second inertia torque;

[0039] The compensation subunit is used to select the maximum value between the corrected second inertia torque and zero as the second adaptive control torque of the low-gear clutch, and use the second adaptive control torque to compensate the torque of the low-gear clutch, thereby realizing pressure adaptive control of the low-gear clutch.

[0040] In an optional implementation, the second preset correction coefficient is obtained by looking up a table based on a timing time that starts after the high-speed clutch pressure is released and enters the speed phase.

[0041] The embodiment of the present application also provides a vehicle transmission unpowered downshift adaptive control device, including: a processor, a memory, and a system bus;

[0042] The processor and the memory are connected via the system bus;

[0043] 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 vehicle transmission unpowered downshift adaptive control method.

[0044] 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 vehicle transmission unpowered downshift adaptive control methods.

[0045] It can be seen that the embodiments of the present application have the following beneficial effects:

[0046] The embodiment of the present application provides a vehicle transmission powerless downshift adaptive control method, device and equipment, firstly detecting whether the target vehicle has excessive or insufficient clutch transmission torque during the downshift process, then, when the clutch transmission torque of the target vehicle is detected to be excessive, the transmission torque of the current low-gear clutch is kept unchanged, and when the pressure of the high-gear clutch is completely released and the remaining time of the torque phase interaction is not greater than zero, the first inertia torque is calculated, so as to use the first inertia torque to determine the first adaptive control torque of the low-gear clutch, so as to realize the pressure adaptive control of the low-gear clutch of the target vehicle; or, when the clutch transmission torque of the target vehicle is detected to be insufficient, the second inertia torque is calculated, and the second inertia torque is used to determine the second adaptive control torque of the low-gear clutch, so as to use the second adaptive control torque to compensate the torque of the low-gear clutch, so as to realize the pressure adaptive control of the low-gear clutch of the target vehicle. Thus, the torque of the engine can be matched by adjusting the clutch pressure, so that the engine and the clutch cooperate with each other, meet the performance requirements of the target vehicle, reduce the frustration of the target vehicle, and thus improve the driving and riding experience of the user. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] 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.

[0048] Figure 1 A schematic diagram of unpowered downshift control of a conventional vehicle transmission provided in an embodiment of the present application;

[0049] Figure 2 A flow chart of a vehicle transmission unpowered downshift adaptive control method provided in an embodiment of the present application;

[0050] Figure 3 A schematic diagram of a downshift adaptive control process when the clutch of a target vehicle transmits excessive torque provided by an embodiment of the present application;

[0051] Figure 4 A schematic diagram of a downshift adaptive control process when the clutch transmission torque of a target vehicle provided in an embodiment of the present application is insufficient;

[0052] Figure 5 A schematic diagram of the composition of a vehicle transmission unpowered downshift adaptive control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0053] 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.

[0054] 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 deceleration during vehicle driving involves the downshift control of gear switching. The specific downshift control process is as follows: Figure 1 As shown, the pressure of the high-gear clutch (Offgoing clutch) is released to 0 within a certain period of time, and the pressure of the low-gear clutch (Oncoming clutch) rises to the pressure corresponding to the engine torque within the same period of time, completing the torque interaction control, and then the pressure of the Oncoming clutch continues to rise until the speed difference between the engine speed and the input shaft speed of the low gear is less than a preset value (generally determined by calibration, such as 20rpm), and the downshift is completed.

[0055] It should be noted that in Figure 1 When the existing vehicle transmission shown in the figure downshifts without power, the whole vehicle will be in a reverse-drag condition, and the engine will work with the minimum fuel injection amount or the engine will not inject fuel, relying on the reverse-drag engine of the whole vehicle to operate. At this time, due to the friction loss of the engine, or the accessories (engine, water pump, etc.), a reverse-drag torque will be generated, that is, a negative torque (positive torque refers to the direction in which the vehicle is driven, and negative torque refers to the direction in which the vehicle is braked). Generally, the negative torque of reverse-drag can be between negative 30Nm and 0Nm; this torque range is in the nonlinear region of the clutch, and generally the torque accuracy of the clutch is not enough. It is affected by the transmission oil temperature and use, that is, the friction characteristics of the clutch are changing throughout the life cycle of the vehicle. At the same time, due to manufacturing errors, there are errors in the transmission torque of the clutches of different vehicles. For the engine, there is also a change in torque due to aging, or manufacturing deviations, which leads to deviations in the engine and clutch at the same time.

[0056] Furthermore, it should be noted that the data corresponding to each clutch during the downshift process of existing vehicles are determined by calibration engineers for a large number of working conditions and high and low temperature verification. However, once the calibration work is completed and the data is locked, it cannot be guaranteed that the same vehicle can meet the performance indicators throughout its entire service life or for mass-produced vehicles, which will cause the vehicle's downshift speed control to slow down, the shifting time to lengthen, the clutch wear to increase, and the life of the clutch to be affected. In addition, during the torque interaction process, if the torque of the low-gear clutch (Oncoming clutch) is insufficient, the engine speed drops below the speed of the high-gear clutch (Offgoing clutch), noise will be generated, or the pressure of the Offgoing clutch is not completely relieved, and the Oncoming clutch transmits too much torque, which also causes the engine speed to separate from the input shaft of the Offgoing clutch in advance, causing the vehicle to jerk and shake, affecting the user's driving and riding experience.

[0057] Based on this, the present application proposes a vehicle transmission unpowered downshift adaptive control method, device and equipment, which takes the vehicle engine torque as a reference, that is, assumes that the vehicle engine torque is accurate, and adjusts the clutch pressure to match the engine torque, so that the engine and clutch cooperate with each other to meet the vehicle performance requirements, reduce the vehicle's jerking, and thereby improve the user's driving and riding experience.

[0058] The following will describe in detail the vehicle transmission non-power downshift adaptive 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 vehicle transmission unpowered downshift adaptive control method provided by an embodiment of the present application. This embodiment may include the following steps:

[0059] S201: Detect whether the clutch transmits excessive or insufficient torque during downshifting of the target vehicle.

[0060] In this embodiment, any vehicle that uses the method of the embodiment of the present application to implement adaptive downshift control is defined as a target vehicle. In order to implement adaptive control of the target vehicle's gearbox downshift without power, so as to reduce the jerking of the target vehicle and improve the driving and riding experience of the user, the control scheme proposed in this application is to first use the target vehicle engine torque as a reference, that is, assume that the target vehicle engine torque is accurate, and then adjust the clutch pressure to match the engine torque, so that the engine and the clutch cooperate with each other to meet the performance requirements of the target vehicle, reduce the jerking of the target vehicle, and thus improve the driving and riding experience of the vehicle user. It should be noted that this embodiment will be described in detail later using the adaptive control of the engine with an AT automatic transmission as an example. The adaptive control process of the DCT or other hybrid transmission without power downshift can be implemented by reference, and will not be described one by one.

[0061] Specifically, it is first possible to detect whether the target vehicle has a clutch that transmits excessive or insufficient torque during downshifting. When it is determined that the target vehicle has a clutch that transmits excessive torque, execute subsequent step S202; when it is determined that the target vehicle has a clutch that transmits insufficient torque, execute subsequent step S203.

[0062] An optional implementation method is that, in order to determine whether the target vehicle has a state where the clutch transmits excessive or insufficient torque, the present application can first determine whether the target vehicle has a state where the clutch transmits excessive or insufficient torque, and then determine whether the target vehicle has a state where the clutch transmits excessive or insufficient torque. 2 When the speed difference between the engine speed of the target vehicle and the input shaft speed of the high-speed clutch is greater than zero), the speed difference between the engine speed of the target vehicle and the input shaft speed of the high-speed clutch is calculated and defined as the first speed difference. Then, it is determined whether the first speed difference is greater than the preset threshold for N consecutive cycles (referring to the operating cycle of the application layer control unit software, the specific value is not limited, and can be set according to the actual situation, such as 10ms, etc.). If so, it is determined that the target vehicle has a state of excessive clutch transmission torque; if not, the speed item of the target vehicle is controlled to detect whether the target vehicle has a state of insufficient clutch transmission torque.

[0063] Wherein, N is a positive integer greater than 0, and the specific value is not limited, and can be set according to the actual situation, such as 5. The preset threshold can be represented by Offset1, and the specific value is not limited, and can be set according to the actual situation (usually an empirical value of actual vehicle calibration, and calibration is performed taking into account the measurement error of the speed sensor), such as 10 revolutions per minute (rpm).

[0064] S202: When it is detected that the clutch transmission torque of the target vehicle is excessive, the transmission torque of the current low-gear clutch is kept unchanged, and when the pressure of the high-gear clutch is released and the remaining interaction time of the torque phase is not greater than zero, the first inertia torque is calculated, so as to use the first inertia torque to determine the first adaptive control torque of the low-gear clutch, so as to achieve pressure adaptive control of the low-gear clutch of the target vehicle.

[0065] It should be noted that when the target vehicle's clutch transmits too much torque, during the torque interaction process, the Offgoing clutch is not fully opened, resulting in a first speed difference, that is, it is considered that the transmitted torque is too much. When the first speed difference is detected, the current Oncoming clutch torque needs to be maintained and no longer increased to prevent the target vehicle from being jerked more severely after the increase, that is, Figure 3 As shown in FIG. 1 , this embodiment adjusts the torque of the low-gear clutch from the original ACB line to the ACD line, wherein the stage corresponding to the line segment CD is when the oncoming clutch is detected to transmit too much torque and the current torque needs to be maintained. After the offgoing clutch pressure is completely released, the torque is continued to be increased, such as Figure 3 The line segment DE in corresponds to the stage. It should be noted that Figure 3 The inertia torque in (can be used by T Inrt (represented by) is calculated based on the speed of the Offgoing input shaft.

[0066] Specifically, in this embodiment, when it is detected in step S201 that the clutch transmission torque of the target vehicle is too much, the transmission torque of the current low-gear clutch can be kept unchanged, and the high-gear clutch pressure is completely released and the torque phase interaction remaining time T is reached. 2 When it is not greater than zero, the speed difference between the engine speed of the target vehicle and the speed of the input shaft of the high-speed clutch is calculated and defined as the second speed difference, which is represented by Offset2.

[0067] Then, calculate the first inertia torque T corresponding to the second speed difference Inrt1 The specific calculation formula is as follows:

[0068]

[0069] Among them, N Engine Indicates the engine speed of the target vehicle; N Offgoing Indicates the speed of the target vehicle's high-speed clutch input shaft (for DCT, N Offgoing is the speed obtained by the speed sensor test. For DCT, N OffgoingIt is obtained by multiplying the output shaft speed by the high gear ratio); J represents the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end; d() represents the function of finding the differential.

[0070] Next, the first preset correction coefficient (using Gx 1 The first inertia torque T Inrt1 Correction, that is, T Inrt1 *Gx 1 , obtain the corrected first inertia torque, and select the minimum value between the corrected first inertia torque and zero as the first adaptive control torque of the low gear clutch (using T Adapt1 Represented), as shown in the following formula:

[0071] T Adapt1 =Min(T Inrt1 *Gx 1 ,0)

[0072] Among them, T Adapt1 represents the first adaptive control torque; Gx 1 It represents the first preset correction coefficient, which can be obtained by querying the following Table 1 according to the value of the second speed difference.

[0073] Second speed difference 0 10 20 50 100 150 <![CDATA[Gx 1 ]]> 0 0 0.2 0.5 0.8 1

[0074] Table 1

[0075] Among them, Table 1 is a table constructed in advance using existing actual driving data, and the specific construction structure will not be repeated here.

[0076] In this way, the first adaptive control torque T Adapt1 After that, the first adaptive control torque T Adapt1 The torque of the low-gear clutch is adaptively corrected, and then the pressure of the low-gear clutch is adaptively controlled through the conversion of torque and pressure. At the same time, the gearbox oil temperature at this control moment can be recorded and used to OilTmp It indicates that it is used to form a corresponding table of transmission oil temperature and adaptive control torque, which is used to increase the low-gear clutch of the target vehicle to the end of the torque phase in advance, prevent the vehicle from shaking and improve the driving and riding experience of the vehicle users.

[0077] S203: When it is detected that the clutch transmission torque of the target vehicle is insufficient, a second inertia torque is calculated, and the second inertia torque is used to determine a second adaptive control torque of the low-gear clutch, so as to compensate the torque of the low-gear clutch with the second adaptive control torque, so as to achieve pressure adaptive control of the low-gear clutch of the target vehicle.

[0078] It should be noted that if the torque transmitted by the clutch is insufficient, after the torque interaction control is completed, that is, T 2 When it is not greater than zero, it is not detected that the speed difference between the engine speed and the high gear input speed is greater than the preset threshold Offset1, that is, the condition of excessive transmission torque is not met. At this time, the speed phase control is entered to detect insufficient transmission torque, such as Figure 4 shown.

[0079] Specifically, in actual applications, the clutch usually increases at a slower rate. If the clutch speed is too fast and the hydraulic response is not timely, the self-learning value will be inaccurate. Therefore, the clutch increase rate can be determined by querying the following Table 2 based on the transmission oil temperature:

[0080] Oil temperature -30 -20 0 20 40 60 90 Speed ​​Nm / s 30 30 40 50 50 60 80

[0081] Table 2

[0082] Table 2 is a table constructed in advance using existing actual driving data, and the specific construction structure is not repeated here. The first row of values ​​represents the transmission oil temperature, and the second row of values ​​represents the clutch rising rate corresponding to the corresponding oil temperature, that is, the clutch rises from T 0 Time to speed difference reached Figure 4 The above rate of the threshold Offset (the specific value is not limited and can be determined according to actual conditions, such as being calibrated to any value between 60rpm-100rpm) is used to determine the point at which the speed difference reaches Offset.

[0083] In this way, when it is detected that the clutch transmission torque of the target vehicle is insufficient, the second inertia torque T corresponding to the speed difference between the engine speed of the target vehicle and the input shaft speed of the high-speed clutch can be calculated. Inrt2 , the specific calculation formula is as follows:

[0084]

[0085] Among them, N Engine Indicates the engine speed of the target vehicle; N Offgoing Indicates the speed of the target vehicle's high-speed clutch input shaft (for DCT, N Offgoing is the speed obtained by the speed sensor test. For DCT, N Offgoing It is obtained by multiplying the output shaft speed by the high gear ratio); J represents the sum of the engine moment of inertia and the gearbox moment of inertia equivalent to the engine end; d() represents the function of finding the differential.

[0086] Then, the torque of the low-range clutch can be used (using T Clch The actual torque of the engine (using T Engine) and a second preset correction factor (using Gx 2 The second inertia torque T Inrt2 Correction, that is (T Clch -T Inrt2 -abs(T Engine ))Gx 2 , obtain the corrected second inertia torque, and select the maximum value between the corrected second inertia torque and zero as the second adaptive control torque of the low gear clutch (using T Adapt2 Represented), as shown in the following formula:

[0087] T Adapt2 =Max((T Clch -T Inrt2 -abs(T Engine ))Gx 2 ,0)

[0088] Used to reduce the timing time after the high-speed clutch pressure is released and the speed phase is entered (using T 1 Indicates that Figure 4 If T 1 If the value is shorter, no compensation is required. In this case, T Adapt2 The value is 0. If T 1 If the value is longer, in order to improve the user's driving and riding experience and reduce the user's waiting time, it is necessary to use the second adaptive control torque to compensate for the torque of the low-gear clutch. Adapt2 The value is (T Clch -T Inrt2 -abs(T Engine ))Gx 2 , thereby achieving adaptive pressure control of the low-gear clutch.

[0089] In the above formula, T Adapt2 represents the second adaptive control torque; T Clch Indicates the torque of the low gear clutch; T Inrt2 Indicates the actual torque of the engine; Gx 2 represents the second preset correction coefficient, which can be calculated based on the timing time (T 1 ), obtained by querying the following Table 3:

[0090] <![CDATA[T 1 ]]> 0.05 0.1 0.2 0.3 0.4 0.5 <![CDATA[Gx 2 ]]> 0 0.3 0.5 0.7 1 1

[0091] Table 3

[0092] Thus, when the speed difference between the engine speed and the high-speed clutch input shaft speed for a plurality of consecutive (such as three) sampling periods is greater than the threshold Offset(, the timing is stopped and the second adaptive control torque T at this moment is recorded. Adapt2 and transmission oil temperature T OilTmp , which is used to form a corresponding table of transmission oil temperature and adaptive control torque (as shown in Table 4 below), so that when the target vehicle subsequently shifts gears, the corresponding adaptive control torque can be read from Table 4 according to the transmission oil temperature, and increased to the end point of the torque phase in advance to prevent the vehicle from shaking and improving the driving and riding experience of the vehicle users.

[0093] <![CDATA[T O ilTmp]]> -30 -20 0 20 40 60 90 … <![CDATA[T A dapt 1 ]]> xx xx xx xx xx xx xx … <![CDATA[T A dapt 2 ]]> xx xx xx xx xx xx xx …

[0094] Table 4

[0095] Example: Checking the adaptive control torque (T Adapt1 or T Adapt2 ) corresponds to the oil temperature T OilTmp When the clutch transmission torque is insufficient and the oil temperature is 35, since 35 is between 20 and 40 in Table 4, in order to gradually reduce T 1 The value of the adaptive control torque corresponding to the oil temperature 20 can be filled in as: The value of the adaptive control torque corresponding to the oil temperature of 40 can be filled in as: If the oil temperature is in other ranges, the same method can be used to store the torque value.

[0096] In summary, the embodiment provides a vehicle transmission powerless downshift adaptive control method, firstly detects whether the clutch transmission torque of the target vehicle is excessive or insufficient during the downshift process, then, when the clutch transmission torque of the target vehicle is detected to be excessive, the transmission torque of the current low-gear clutch is kept unchanged, and when the pressure of the high-gear clutch is completely released and the remaining time of the torque phase interaction is not greater than zero, the first inertia torque is calculated, so as to use the first inertia torque to determine the first adaptive control torque of the low-gear clutch, so as to realize the pressure adaptive control of the low-gear clutch of the target vehicle; or, when the clutch transmission torque of the target vehicle is detected to be insufficient, the second inertia torque is calculated, and the second inertia torque is used to determine the second adaptive control torque of the low-gear clutch, so as to use the second adaptive control torque to compensate the torque of the low-gear clutch, so as to realize the pressure adaptive control of the low-gear clutch of the target vehicle. Thus, the torque of the engine can be matched by adjusting the clutch pressure, so that the engine and the clutch cooperate with each other, meet the performance requirements of the target vehicle, reduce the frustration of the target vehicle, and thus improve the driving and riding experience of the user.

[0097] See also Figure 5As shown, the present application also provides an embodiment of a vehicle transmission unpowered downshift adaptive control device, which may include:

[0098] The detection unit 501 is used to detect whether the clutch transmission torque of the target vehicle is too much or insufficient during the downshift process;

[0099] The first control unit 502 is used to keep the current low-gear clutch transmission torque unchanged when it is detected that the clutch transmission torque of the target vehicle is excessive, and calculate the first inertia torque when the high-gear clutch pressure is completely released and the remaining time of the torque phase interaction is not greater than zero, so as to determine the first adaptive control torque of the low-gear clutch by using the first inertia torque, so as to realize the pressure adaptive control of the low-gear clutch of the target vehicle;

[0100] The second control unit 503 is used to calculate the second inertia torque when it is detected that the clutch transmission torque of the target vehicle is insufficient, and use the second inertia torque to determine the second adaptive control torque of the low-gear clutch, so as to compensate the torque of the low-gear clutch with the second adaptive control torque, so as to realize pressure adaptive control of the low-gear clutch of the target vehicle.

[0101] In some possible implementations of the present application, the detection unit 501 includes:

[0102] a first calculation subunit, configured to calculate a first speed difference between an engine speed of the target vehicle and a speed of an input shaft of a high-speed clutch in a torque phase of a downshift process of the target vehicle, so as to determine whether the first speed difference is greater than a preset threshold value for N consecutive cycles; wherein N is a positive integer greater than 0;

[0103] A determination subunit is used to determine that the target vehicle has a state of excessive clutch torque transmission if it is determined that the first speed difference is greater than a preset threshold value for N consecutive cycles; if it is determined that the first speed difference is not greater than the preset threshold value for N consecutive cycles, speed item control of the target vehicle is performed to detect whether the target vehicle has a state of insufficient clutch torque transmission.

[0104] In some possible implementations of the present application, the preset threshold is 10 revolutions per minute.

[0105] In some possible implementations of the present application, the first control unit 502 includes:

[0106] A second calculation subunit is used to calculate a second speed difference between the engine speed of the target vehicle and the input shaft speed of the high-speed clutch when the high-speed clutch pressure is completely released and the remaining time of the torque phase interaction is not greater than zero;

[0107] a third calculation subunit, configured to calculate a first inertia torque corresponding to the second speed difference; and to correct the first inertia torque using a first preset correction coefficient to obtain a corrected first inertia torque;

[0108] The first correction subunit is used to select the minimum value between the corrected first inertia torque and zero as the first adaptive control torque of the low-gear clutch, and use the first adaptive control torque to adaptively correct the torque of the low-gear clutch, thereby realizing pressure adaptive control of the low-gear clutch.

[0109] In some possible implementations of the present application, the first preset correction coefficient is obtained by looking up a table according to the value of the second speed difference.

[0110] In some possible implementations of the present application, the second control unit 503 includes:

[0111] a fourth calculation subunit, for calculating a second inertia torque corresponding to a speed difference between an engine speed of the target vehicle and a speed of an input shaft of a high-speed clutch when it is detected that the clutch transmission torque of the target vehicle is insufficient;

[0112] a second correction subunit, configured to correct the second inertia torque by using the torque of the low-gear clutch, the actual torque of the engine and a second preset correction coefficient to obtain a corrected second inertia torque;

[0113] The compensation subunit is used to select the maximum value between the corrected second inertia torque and zero as the second adaptive control torque of the low-gear clutch, and use the second adaptive control torque to compensate the torque of the low-gear clutch, thereby realizing pressure adaptive control of the low-gear clutch.

[0114] In some possible implementations of the present application, the second preset correction coefficient is obtained by looking up a table based on a timing time that starts after the high-speed clutch pressure is released and enters the speed phase.

[0115] As can be seen from the above embodiments, the vehicle transmission unpowered downshift adaptive control device provided by the embodiment of the present application first detects whether the clutch transmission torque of the target vehicle is excessive or insufficient during the downshift process, and then, when the clutch transmission torque of the target vehicle is detected to be excessive, the transmission torque of the current low-gear clutch is kept unchanged, and when the pressure of the high-gear clutch is completely released and the remaining time of the torque phase interaction is not greater than zero, the first inertia torque is calculated, so as to use the first inertia torque to determine the first adaptive control torque of the low-gear clutch, so as to realize the pressure adaptive control of the low-gear clutch of the target vehicle; or, when the clutch transmission torque of the target vehicle is detected to be insufficient, the second inertia torque is calculated, and the second inertia torque is used to determine the second adaptive control torque of the low-gear clutch, so as to use the second adaptive control torque to compensate the torque of the low-gear clutch, so as to realize the pressure adaptive control of the low-gear clutch of the target vehicle. Thus, the torque of the engine can be matched by adjusting the pressure of the clutch, so that the engine and the clutch cooperate with each other, meet the performance requirements of the target vehicle, reduce the frustration of the target vehicle, and thus improve the driving and riding experience of the user.

[0116] Furthermore, the embodiment of the present application also provides a vehicle transmission unpowered downshift adaptive control device, including: a processor, a memory, and a system bus;

[0117] The processor and the memory are connected via the system bus;

[0118] 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 vehicle transmission unpowered downshift adaptive control method.

[0119] 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 vehicle transmission unpowered downshift adaptive control method.

[0120] 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.

[0121] 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.

[0122] 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.

[0123] 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 transmission unpowered downshift adaptive control method, It is characterized in that include: Detect whether the target vehicle has excessive or insufficient clutch torque during downshifting; When it is detected that the clutch transmission torque of the target vehicle is excessive, the transmission torque of the current low-gear clutch is kept unchanged, and when the pressure of the high-gear clutch is completely released and the remaining time of the torque phase interaction is not greater than zero, the first inertia torque is calculated, so as to determine the first adaptive control torque of the low-gear clutch by using the first inertia torque, so as to realize the pressure adaptive control of the low-gear clutch of the target vehicle; Alternatively, when it is detected that the clutch transmission torque of the target vehicle is insufficient, a second inertia torque is calculated, and the second inertia torque is used to determine a second adaptive control torque of the low-gear clutch, so that the torque of the low-gear clutch is compensated by the second adaptive control torque, so as to achieve pressure adaptive control of the low-gear clutch of the target vehicle.

2. The method according to claim 1, It is characterized in that The detecting whether the clutch transmission torque of the target vehicle is excessive or insufficient during the downshift process includes: In a torque phase of a downshift process of the target vehicle, a first speed difference between an engine speed of the target vehicle and a speed of an input shaft of a high-speed clutch is calculated to determine whether the first speed difference is greater than a preset threshold for N consecutive cycles; wherein N is a positive integer greater than 0; If so, it is determined that the target vehicle has a clutch transmission torque that is excessive; if not, the speed term of the target vehicle is controlled to detect whether the target vehicle has a clutch transmission torque that is insufficient.

3. The method according to claim 2, It is characterized in that The preset threshold is 10 revolutions per minute.

4. The method according to claim 1, It is characterized in that When the pressure of the high-speed clutch is completely released and the remaining time of the torque phase interaction is not greater than zero, a first inertia torque is calculated so as to use the first inertia torque to determine a first adaptive control torque of the low-speed clutch, so as to realize pressure adaptive control of the low-speed clutch of the target vehicle, including: When the high-speed clutch pressure is completely released and the remaining time of the torque phase interaction is not greater than zero, calculating the second speed difference between the engine speed of the target vehicle and the input shaft speed of the high-speed clutch at this time; Calculating a first inertia torque corresponding to the second speed difference; and correcting the first inertia torque using a first preset correction coefficient to obtain a corrected first inertia torque; The minimum value between the corrected first inertia torque and zero is selected as the first adaptive control torque of the low gear clutch, and the first adaptive control torque is used to adaptively correct the torque of the low gear clutch, thereby achieving pressure adaptive control of the low gear clutch.

5. The method according to claim 4, It is characterized in that The first preset correction coefficient is obtained by looking up a table according to the value of the second speed difference.

6. The method according to claim 1, It is characterized in that When the clutch transmission torque of the target vehicle is detected to be insufficient, a second inertia torque is calculated, and a second adaptive control torque of a low-gear clutch is determined by using the second inertia torque, so as to compensate the torque of the low-gear clutch by using the second adaptive control torque, so as to realize pressure adaptive control of the low-gear clutch of the target vehicle, comprising: When it is detected that the clutch transmission torque of the target vehicle is insufficient, a second inertia torque corresponding to the speed difference between the engine speed of the target vehicle and the input shaft speed of the high-speed clutch is calculated; Correcting the second inertia torque by using the torque of the low-gear clutch, the actual torque of the engine and a second preset correction coefficient to obtain a corrected second inertia torque; The maximum value between the corrected second inertia torque and zero is selected as the second adaptive control torque of the low gear clutch, and the second adaptive control torque is used to compensate the torque of the low gear clutch, thereby achieving pressure adaptive control of the low gear clutch.

7. The method according to claim 6, It is characterized in that The second preset correction coefficient is obtained by looking up a table according to the timing time starting after the high-speed clutch pressure is released and enters the speed phase.

8. A vehicle gearbox unpowered downshift adaptive control device, It is characterized in that include: A detection unit, used to detect whether the clutch transmission torque of the target vehicle is excessive or insufficient during the downshift process; a first control unit, configured to maintain the transmission torque of the current low-gear clutch unchanged when it is detected that the clutch transmission torque of the target vehicle is excessive, and calculate a first inertia torque when the pressure of the high-gear clutch is completely released and the remaining time of the torque phase interaction is not greater than zero, so as to determine a first adaptive control torque of the low-gear clutch by using the first inertia torque, so as to realize pressure adaptive control of the low-gear clutch of the target vehicle; The second control unit is used to calculate a second inertia torque when it is detected that the clutch transmission torque of the target vehicle is insufficient, and use the second inertia torque to determine a second adaptive control torque of the low-gear clutch, so as to compensate the torque of the low-gear clutch with the second adaptive control torque, so as to achieve pressure adaptive control of the low-gear clutch of the target vehicle.

9. A vehicle gearbox unpowered downshift adaptive 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 7.

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 7.

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