Clutch self-learning method, system and equipment for ND gear shifting starting galloping and medium

Abstract

The invention discloses a clutch self-learning method, system and equipment for ND gear shifting starting galloping and a medium, mainly relates to the technical field of clutches, and aims to solve the problem of galloping caused by insufficient pressure of a starting clutch after running-in of a transmission after software solidification in an existing scheme. Comprising the steps of collecting vehicle operation parameters in real time in a speed regulation stage; according to the establishment condition of the operation parameters in a preset galloping judgment condition set, whether the ND gear shifting starting galloping condition exists or not is determined; when it is determined that ND gear shifting starting galloping exists, according to all the gear shifting processes in the first N periods with the descending trend, the non-zero gear shifting process position M at the farthest time in the N periods is extracted, and the actual gear shifting process estimated value is calculated; and according to the actual gear shifting process estimated value, the accelerator pedal opening degree and the ATF oil temperature, a clutch torque compensation value is calculated in combination with a preset accelerator-gear shifting process deviation-torque compensation table and a temperature compensation coefficient algorithm.

Description

Technical Field

[0001] This application relates to the field of clutch technology, and in particular to a clutch self-learning method, system, device and medium for ND shift start-up vehicle. Background Technology

[0002] Current technology only allows calibration engineers to identify the cause of runaway. They can pinpoint the stage at which insufficient clutch pressure leads to runaway, such as during clutch lubrication, KP pressure control, or speed adjustment. If the runaway issue occurs during the vehicle development phase, preliminary calibration can be performed, and the calibration parameters can be embedded in the software release, fundamentally solving the software and hardware integration and matching problems. This ensures excellent transmission shifting quality after the vehicle's initial production (SOP), meeting the OEM's quality requirements. However, after a certain break-in period, wear on the clutch or impurities in the hydraulic lines can cause pressure irregularities, potentially leading to insufficient pressure in the starting clutch and runaway at start-up. If runaway occurs consistently over a long period, or if the driver frequently uses high throttle to start, the starting clutch temperature can easily rise, potentially burning out the clutch.

[0003] Therefore, it is necessary to solve the problem of insufficient starting clutch pressure causing the transmission to run away after the software is solidified and break-in, and to improve the runaway slippage phenomenon through ND start-up self-learning in order to protect the transmission. Summary of the Invention

[0004] This application provides a clutch self-learning method, system, device, and medium for ND shift start-up slippage, to solve the slippage problem caused by insufficient starting clutch pressure in the transmission after the software is solidified and the transmission is broken in, in the case of existing solutions, and to improve slippage phenomenon through ND start-up self-learning, so as to protect the transmission.

[0005] Firstly, this application provides a clutch self-learning method for a ND shift-start flying car, the method including: During the speed adjustment phase, the vehicle's operating parameters are collected in real time. These operating parameters include engine speed, current gear, target gear, shift progress indicator, accelerator pedal opening, brake pedal opening, output shaft speed, pump wheel speed, input shaft speed, vehicle weight, vehicle gradient, and ATF oil temperature. Based on the validity of the operating parameters within the preset set of conditions for vehicle judgment, determine whether there is a situation where the vehicle starts with a ND gear shift. When it is determined that there is a ND shift start-up overrun, based on all the shift processes in the previous N cycles with a downward trend, extract the position M of the non-zero shift process with the longest time in the N cycles, and calculate the estimated value of the actual shift process; based on the estimated value of the actual shift process, the accelerator pedal opening, the ATF oil temperature, combined with the preset accelerator-shift process deviation-torque compensation table and temperature compensation coefficient algorithm, calculate the clutch torque compensation value.

[0006] In one implementation of this application, determining whether a vehicle can start with a ND gear shift is achieved based on the fulfillment of operating parameters within a preset set of vehicle judgment conditions, specifically includes: When the following conditions for determining a flying car are met simultaneously (ae), it is determined that there is a flying car that has shifted gears and started flying: a. The current gear is N, the target gear is D or R, and the shift progress flag shiftProgress=1; b. Accelerator pedal opening pct_AccPedal > 3%; c. Brake pedal opening pct_BrakePedal ≤ 0%; d. The actual engine speed rise slope n_EngSpdGrad is greater than the preset speed slope limit; e. The shift process Sp_ShiftPct satisfies the following: the shift process difference between software cycles num_ShiftPctPeriod is less than 0, and this state continues for a preset tm_ShiftPctCal time. Otherwise, if it is determined that there is no ND shift start-up car, the process ends.

[0007] In one implementation of this application, before the actual engine speed rise slope n_EngSpdGrad exceeds a preset speed slope limit, the method further includes: Through the formula: n_EngSpdGradBase=(n_EngSpd-n_EngSpdZn) / tm_EngSpdGradDelay, calculates the base speed rise slope n_EngSpdGradBase; Where n_EngSpdZn is the engine speed before tm_EngSpdGradDelay time, n_EngSpd represents the engine speed at the current moment, and tm_EngSpdGradDelay represents the preset time delay parameter, in ms; The slope of the base speed increase is filtered: the filter coefficient k_EngSpdFilter is set to 0.1. The current filtered speed increase slope = the previous cycle filtered speed increase slope + (the current base speed increase slope - the previous cycle filtered speed increase slope) × k_EngSpdFilter; where the initial previous cycle filtered speed increase slope is a preset value. Set the vehicle load pre-calculation coefficient k_EngSpdGradLoadPre; The engine speed slope calculation coefficient based on the vehicle load is calculated using the formula: k_EngSpdGradLoad=1-(k_EngSpdGradLoadPre*m_VehMass); m_VehMass represents the vehicle mass. The engine speed calculation coefficient k_EngSpdGradAnglePre is set to determine the overall vehicle gradient. The engine speed slope calculation coefficient based on the vehicle's gradient is calculated using the formula: k_EngSpdGradAngle=1-(k_EngSpdGradAnglePre*|i_VehAngle|; i_VehAngle represents the current gradient angle of the vehicle. The actual engine speed rise slope is obtained by combining the load factor and the slope factor: n_EngSpdGrad = Current filtered speed increase slope × k_EngSpdGradLoad × k_EngSpdGradAngle.

[0008] In one implementation of this application, when the shift process Sp_ShiftPct satisfies the following conditions: the shift process difference over an interval of num_ShiftPctPeriod software cycles is less than 0, and this state continues for a preset tm_ShiftPctCal time, the method further includes: Calculate the target gear speed: n_TgtGearSpd = n_OutPutSpd × target gear ratio; where n_OutPutSpd represents the real-time speed of the gearbox output shaft; Calculate the original shift process: Sp_ShiftPctRaw=(n_PumpSpd-n_InputSpd) / (n_PumpSpd-n_TgtGearSpd)×100; Where n_PumpSpd represents the real-time speed of the pump impeller of the transmission torque converter; n_InputSpd represents the real-time speed of the transmission input shaft; The original shift process is filtered to obtain the final shift process Sp_ShiftPct: Sp_ShiftPct=((Sp_ShiftPctRaw-Sp_ShiftPctZ1)×k_factor)+Sp_ShiftPctZ1, where Sp_ShiftPctZ1 is the shift process of the previous cycle; Where k_factor represents the preset filter coefficients; Special handling for the first shift cycle: When the ND shift flag bit of the previous cycle is 0 and the ND shift flag bit of the current cycle is 1, Sp_ShiftPctZ1 is consistent with the current Sp_ShiftPctRaw; when it is not the first shift cycle, Sp_ShiftPctZ1 uses the actual filtered value of the previous cycle.

[0009] In one implementation of this application, num_ShiftPctPeriod=3, the software cycle is 10ms, and tm_ShiftPctCal=500ms.

[0010] In one implementation of this application, when it is determined that there is an ND shift start-up overspeed, based on all shift processes within the previous N cycles with a downward trend, the position M of the non-zero shift process with the furthest time within the N cycles is extracted, and the estimated value of the actual shift process is calculated, specifically including: When a downward trend in the shifting process is detected, record all shifting processes within the previous N cycles; Read the position M of the non-zero shift process that is furthest from the current previous cycle in the first N cycles, and determine the amount of computation for M cycles; Calculate the normal shift slope: k_ShiftPct = (percentage of shift progress in the previous cycle - percentage of shift progress at non-zero positions) / M; Calculate the estimated actual shift process: sp_ShiftPctEst = k_ShiftPct × time increment + percentage of shift process in the previous cycle; Record the downshift slope k_ShiftPct_n corresponding to different accelerator pedal openings into RAM; where n in k_ShiftPct_n represents the accelerator pedal opening.

[0011] In one implementation of this application, the clutch torque compensation value is calculated based on the estimated value of the actual shift process, the accelerator pedal opening, the ATF oil temperature, and a preset accelerator-shift process deviation-torque compensation table and temperature compensation coefficient algorithm. Specifically, this includes: Determine the maximum deviation of the shift process: Calculate the shift process deviation between the estimated actual shift process value sp_ShiftPctEst and the actual shift process sp_ShiftPct at each time point, and record the accelerator pedal opening pct_ShiftPctPedal and ATF oil temperature t_ShiftPctATFTemp corresponding to the maximum deviation value. Based on the throttle opening pct_ShiftPctPedal and the shift process deviation, the corresponding reference torque compensation value is found from the preset throttle opening-shift process deviation compensation table; Obtain the previous and next reference temperature points corresponding to the current ATF oil temperature in the preset reference temperature table; determine the reference compensation coefficients of the previous and next reference temperature points with respect to the current ATF oil temperature; Calculate the reference k_t for the front and back reference temperature points according to the formula k_t=|t_ATF / t_Base|×k_Base; Where k_Base represents the reference compensation coefficient, t_ATF represents the current ATF oil temperature, and t_Base represents the preset reference value of the current ATF oil temperature; When the ATF oil temperature is greater than 0℃, the minimum value of k_t is taken as the final temperature compensation coefficient. When the ATF oil temperature is ≤0℃, the maximum value of k_t is taken as the final temperature compensation coefficient; The final compensation value = the reference torque compensation value × the final temperature compensation coefficient, and is written into RAM.

[0012] Secondly, this application provides a clutch self-learning system for a ND shift-start flying car, the system comprising: The data acquisition module is used to collect vehicle operating parameters in real time during the speed adjustment phase. These operating parameters include engine speed, current gear, target gear, shift progress indicator, accelerator pedal opening, brake pedal opening, output shaft speed, pump wheel speed, input shaft speed, vehicle mass, vehicle gradient, and ATF oil temperature. The determination module is used to determine whether there is a situation where the vehicle starts with a gear shift based on the condition of the preset vehicle judgment set based on the running parameters. The calculation module is used to calculate the estimated value of the actual shift process when it is determined that there is a ND shift start overrun. Based on all the shift processes in the previous N cycles with a downward trend, it extracts the position M of the non-zero shift process with the longest time in the N cycles and calculates the estimated value of the actual shift process. Based on the estimated value of the actual shift process, the accelerator pedal opening, the ATF oil temperature, and combined with the preset accelerator-shift process deviation-torque compensation table and temperature compensation coefficient algorithm, it calculates the clutch torque compensation value.

[0013] Thirdly, this application provides a clutch self-learning device for a ND shift-start flying car, the device comprising: processor; And a memory containing executable code, which, when executed, causes the processor to execute a clutch self-learning method for a ND shift-start flying car, as described above.

[0014] Fourthly, this application provides a non-volatile computer storage medium storing computer instructions, which, when executed, implement a clutch self-learning method for a ND shift-start flying car as described above.

[0015] As can be seen from the above technical solutions, this application has the following advantages: The clutch self-learning method for starting a runaway vehicle during ND shifting provided in this application effectively solves the runaway problem caused by insufficient starting clutch pressure due to the break-in period of the transmission after software installation by real-time acquisition of vehicle operating parameters and dynamic judgment of runaway conditions, combined with a multi-dimensional compensation mechanism. Its direct beneficial effects are reflected in the following two aspects: Optimization of precise vehicle speed judgment and dynamic compensation mechanism: By using a preset set of runaway detection conditions and analyzing key parameters such as engine speed, throttle pedal opening, and output shaft speed in real time, the system can accurately identify runaway phenomena during the ND shift start-up phase. Once runaway is confirmed, the system further extracts the shift process positions within the previous N cycles showing a downward trend. Combining this with throttle opening and ATF oil temperature, and utilizing a preset throttle-shift process deviation-torque compensation table and temperature compensation coefficient algorithm, the system dynamically calculates the clutch torque compensation value. This mechanism directly solves the pressure instability problem caused by clutch wear or impurities in the oil pressure pipeline in traditional methods, preventing the continuous occurrence of runaway slippage. By adjusting torque compensation in real time, the system can effectively match the actual operating conditions of the transmission after break-in, significantly improving the smoothness and reliability of the shifting process, thereby protecting the transmission from serious damage such as clutch burning caused by runaway.

[0016] The comprehensiveness of multi-parameter collaborative compensation: This application not only considers the shift process and throttle opening, but also incorporates ATF oil temperature as a compensation factor, further optimizing the torque compensation value through a temperature compensation coefficient algorithm. This multi-parameter collaborative compensation mechanism enables the system to adapt to the transmission's operating state under different ambient temperatures. For example, under high or low temperature conditions, it automatically adjusts the compensation strategy to maintain clutch pressure stability. Simultaneously, by collecting parameters such as vehicle weight and vehicle gradient in real time, the system can more comprehensively assess vehicle load and driving conditions, ensuring the accuracy and adaptability of the compensation value. This comprehensive compensation strategy directly improves the transmission's performance under complex operating conditions, reduces the risk of runaway due to deviations in a single parameter, and enhances the overall driving safety and comfort of the vehicle. Attached Figure Description

[0017] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart of a clutch self-learning method for a ND shift-start flying car provided in an embodiment of this application.

[0019] Figure 2 This is a schematic diagram of the internal structure of a clutch self-learning system for a ND shift-start flying car, provided in an embodiment of this application.

[0020] Figure 3 This is a schematic diagram of the internal structure of a clutch self-learning device for a ND shift-start flying car, provided in an embodiment of this application. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] Those skilled in the art should understand that the embodiments described below are merely preferred embodiments of this disclosure and do not imply that this disclosure can only be implemented through these preferred embodiments. These preferred embodiments are merely used to explain the technical principles of this disclosure and are not intended to limit the scope of protection of this disclosure. Based on the preferred embodiments provided by this disclosure, all other embodiments obtained by those skilled in the art without creative effort should still fall within the scope of protection of this disclosure.

[0023] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0024] The technical solutions proposed in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0025] The embodiment provides a clutch self-learning method for a ND shift start-up vehicle, such as... Figure 1 As shown in the embodiments of this application, the method mainly includes the following steps: Step 110: Collect vehicle operating parameters in real time during the speed adjustment phase.

[0026] The operating parameters include engine speed, current gear, target gear, shift progress indicator, accelerator pedal opening, brake pedal opening, output shaft speed, pump wheel speed, input shaft speed, vehicle weight, vehicle gradient, and ATF oil temperature.

[0027] It should be noted that the clutch control phase is divided into the oil filling phase, KP control phase, SPDstart control phase, and SPDCHG control phase. During the oil filling and KP phases, the pressure is generally low and the control time is short, around 100-200ms. Because insufficient clutch pressure causes insufficient torque transmission, it is difficult to detect, or there is basically no runaway phenomenon. Therefore, the main focus is on monitoring the runaway phenomenon during the speed adjustment phase. Real vehicle testing has shown that the runaway phenomenon is more obvious during the speed adjustment phase. The runaway phase here mainly refers to the SPDstart and SPDCHG phases.

[0028] Step 120: Based on the validity of the operating parameters in the preset set of flying car judgment conditions, determine whether there is a case of ND shift start flying car.

[0029] Specifically, based on the fulfillment of the preset car judgment condition set for the operating parameters, it is determined whether there is a case of ND shift start car, including: When the following conditions for determining a flying car are met simultaneously (ae), it is determined that there is a flying car that has shifted gears and started flying: a. The current gear is N, the target gear is D or R, and the shift progress flag shiftProgress=1; b. Accelerator pedal opening pct_AccPedal > 3%; c. Brake pedal opening pct_BrakePedal ≤ 0%; d. The actual engine speed rise slope n_EngSpdGrad is greater than the preset speed slope limit; e. The shift process Sp_ShiftPct satisfies the following: the shift process difference between software cycles num_ShiftPctPeriod is less than 0, and this state continues for a preset tm_ShiftPctCal time. Otherwise, if it is determined that there is no ND shift start-up car, the process ends.

[0030] The method further includes the following steps before the actual engine speed rise slope n_EngSpdGrad exceeds a preset speed slope limit: Through the formula: n_EngSpdGradBase=(n_EngSpd-n_EngSpdZn) / tm_EngSpdGradDelay, calculates the base speed rise slope n_EngSpdGradBase; Where n_EngSpdZn is the engine speed before tm_EngSpdGradDelay time, n_EngSpd represents the engine speed at the current moment, and tm_EngSpdGradDelay represents the preset time delay parameter in milliseconds.

[0031] To ensure that the calculated engine speed rise slope is relatively smooth and that the calculated engine speed rise slope is not affected by abnormal fluctuations in engine speed at any given moment, a filtering calculation method for the engine speed rise slope needs to be set up: The slope of the base speed increase is filtered: the filter coefficient k_EngSpdFilter is set to 0.1. The current filtered speed increase slope = the previous cycle filtered speed increase slope + (the current base speed increase slope - the previous cycle filtered speed increase slope) × k_EngSpdFilter; where the initial previous cycle filtered speed increase slope is a preset value. The pre-calculation coefficient for the vehicle load, k_EngSpdGradLoadPre, can be preset to... ; The engine speed slope calculation coefficient based on the vehicle load is calculated using the formula: k_EngSpdGradLoad=1-(k_EngSpdGradLoadPre*m_VehMass); m_VehMass represents the vehicle mass. The engine speed calculation coefficient k_EngSpdGradAnglePre for setting the overall vehicle slope is set to a default value. ; The engine speed slope calculation coefficient based on the vehicle's gradient is calculated using the formula: k_EngSpdGradAngle=1-(k_EngSpdGradAnglePre*|i_VehAngle|; i_VehAngle represents the current gradient angle of the vehicle. The actual engine speed rise slope is obtained by combining the load factor and the slope factor: n_EngSpdGrad = Current filtered speed increase slope × k_EngSpdGradLoad × k_EngSpdGradAngle.

[0032] The method further includes the following steps, provided that the shift process Sp_ShiftPct satisfies the following conditions: the shift process difference over an interval of num_ShiftPctPeriod software cycles is less than 0, and this state continues for a preset tm_ShiftPctCal time. Calculate the target gear speed: n_TgtGearSpd = n_OutPutSpd × target gear ratio; where n_OutPutSpd represents the real-time speed of the gearbox output shaft; Calculate the original shift process: Sp_ShiftPctRaw=(n_PumpSpd-n_InputSpd) / (n_PumpSpd-n_TgtGearSpd)×100; Where n_PumpSpd represents the real-time speed of the pump impeller of the transmission torque converter; n_InputSpd represents the real-time speed of the transmission input shaft; The original shift process is filtered to obtain the final shift process Sp_ShiftPct: Sp_ShiftPct=((Sp_ShiftPctRaw-Sp_ShiftPctZ1)×k_factor)+Sp_ShiftPctZ1, where Sp_ShiftPctZ1 is the shift process of the previous cycle; Where k_factor represents the preset filter coefficients; Special handling for the first shift cycle: When the ND shift flag bit of the previous cycle is 0 and the ND shift flag bit of the current cycle is 1, Sp_ShiftPctZ1 is consistent with the current Sp_ShiftPctRaw; when it is not the first shift cycle, Sp_ShiftPctZ1 uses the actual filtered value of the previous cycle.

[0033] It should be noted that at the very first moment of gear shifting, i.e., when the ND shift flag bit of the previous cycle is 0 and the ND shift flag bit of the current cycle is 1, the shift process value Sp_ShiftPctZ1 of the previous cycle is consistent with the currently calculated shift process. This is also a reset calculation of the shift process of the previous cycle for the first cycle of each shift; otherwise, it would affect the calculation of the shift process. If the first shift cycle has passed, the shift process of the previous cycle uses the actual shift process value calculated in the previous cycle.

[0034] The method for detecting the shift process is as follows: Subtract the shift process Sp_ShiftPctZn from several cycles ago (num_ShiftPctPeriod) from the current Sp_ShiftPct. The internal calculation cycle of the software is generally 10ms. You can preset num_ShiftPctPeriod to 3. That is, if the difference between two shift processes with an interval of 3 cycles is less than 0, and the difference between the shift processes calculated within a continuous time of tm_ShiftPctCal=500ms is always less than 0, it indicates that the shift process is starting to trend downwards, and it also indicates that the ND is speeding up during the shift process.

[0035] If all the above conditions are met simultaneously, it is determined that a runaway phenomenon has occurred during the current ND shift. Upon the occurrence of runaway, the present invention will automatically correct the runaway behavior to compensate for the current ND shift runaway problem. The runaway here mainly refers to situations where, after a long period of driving, clutch wear, excessive impurities in the ATF oil, or impurities in the oil circuit cause the clutch inside the transmission to fail to engage in time according to the driver's required torque during ND shifts, resulting in a clutch slip exceeding an expected value and causing runaway.

[0036] Step 130: When it is determined that there is a ND shift start-up overrun, based on all the shift processes in the previous N cycles with a downward trend, extract the position M of the non-zero shift process with the longest time in the N cycles, and calculate the estimated value of the actual shift process; based on the estimated value of the actual shift process, the accelerator pedal opening, the ATF oil temperature, and combined with the preset accelerator-shift process deviation-torque compensation table and temperature compensation coefficient algorithm, calculate the clutch torque compensation value.

[0037] Specifically, when it is determined that there is an ND shift start-up overrun, based on all shift processes in the previous N cycles with a downward trend, the position M of the non-zero shift process with the furthest time in the N cycles is extracted, and the estimated value of the actual shift process is calculated, which specifically includes: When a downward trend in the shifting process is detected, record all shifting processes within the previous N cycles; Read the position M of the non-zero shift process that is furthest from the current previous cycle in the first N cycles, and determine the amount of computation for M cycles; Calculate the normal shift slope: k_ShiftPct = (percentage of shift progress in the previous cycle - percentage of shift progress at non-zero positions) / M; Calculate the estimated actual shift process: sp_ShiftPctEst = k_ShiftPct × time increment + percentage of shift process in the previous cycle; Record the downshift slope k_ShiftPct_n corresponding to different accelerator pedal openings into RAM; where n in k_ShiftPct_n represents the accelerator pedal opening.

[0038] As an example, we first calculate the magnitude of the shifting process at different times under the normal shifting trend before the shifting process declines, and use this as a reference for subsequent self-learning correction. The system detects a downward trend in the shifting process. When a downward trend is detected in the shifting process, it records the shifting process of the previous cycle and all shifting processes within the previous 10 cycles (100ms). It also reads the shifting process with the longest time since the previous cycle that is not zero. For example, if a downward trend in the shifting process is detected at 200ms, the software records the shifting processes of the previous 110ms, which is the shifting processes from 190ms back 100ms to 90ms. When the shifting process at the current 90ms is 0, the system sequentially checks the times when the shifting process is not zero. For example, if the shifting process at the previous 110ms is 10%, then the calculation of the shifting process from 110ms to the previous 190ms is for a total of 8 cycles. The trend of the shifting process is k_ShiftPct = (sp_ShiftPctT190 - sp_ShiftPctT110) / 8 cycles. The actual shifting process trend is then calculated as sp_ShiftPctEst = k_ShiftPct * tm + sp_ShiftPct T190. Furthermore, k_ShiftPct_n is calculated for each accelerator pedal position based on the shifting process trend, and the shifting process trends under all accelerator pedal positions during driving are recorded in RAM, such as k_ShiftPct_10, k_ShiftPct_20, k_ShiftPct_30, and k_ShiftPct_100.

[0039] Specifically, based on the estimated value of the actual shift process, the accelerator pedal opening, and the ATF oil temperature, combined with the preset accelerator-shift process deviation-torque compensation table and temperature compensation coefficient algorithm, the clutch torque compensation value is calculated, including: Determine the maximum deviation of the shift process: Calculate the shift process deviation between the estimated actual shift process value sp_ShiftPctEst and the actual shift process sp_ShiftPct at each time point, and record the accelerator pedal opening pct_ShiftPctPedal and ATF oil temperature t_ShiftPctATFTemp corresponding to the maximum deviation value. Based on the throttle opening pct_ShiftPctPedal and the shift process deviation, the corresponding reference torque compensation value is found from the preset throttle opening-shift process deviation compensation table; Obtain the previous and next reference temperature points corresponding to the current ATF oil temperature in the preset reference temperature table; determine the reference compensation coefficients of the previous and next reference temperature points with respect to the current ATF oil temperature; Calculate the reference k_t for the front and back reference temperature points according to the formula k_t=|t_ATF / t_Base|×k_Base; Where k_Base represents the reference compensation coefficient, t_ATF represents the current ATF oil temperature, and t_Base represents the preset reference value of the current ATF oil temperature; When the ATF oil temperature is greater than 0℃, the minimum value of k_t is taken as the final temperature compensation coefficient. When the ATF oil temperature is ≤0℃, the maximum value of k_t is taken as the final temperature compensation coefficient; The final compensation value = the reference torque compensation value × the final temperature compensation coefficient, and is written into RAM.

[0040] It needs to be specifically explained that this process first calculates the location of the maximum deviation between the estimated shift process (sp_ShiftPctEst) and the actual shift process (sp_ShiftPct) at all moments during the current ND start-up and shift-gear transition. It also records the current moment (tm_ShiftPctOftMax), the current accelerator pedal opening (pct_ShiftPctPedal), and the current ATF oil temperature (t_ShiftPctATFTemp). Automatic correction after clutch transition is based on the current accelerator pedal opening and the current accelerator position. Because the pressure required to engage the clutch at different accelerator positions (driver torque demands) and the pressure before transition are different, it is necessary to interpolate and calculate the clutch torque compensation value based on the deviation between the accelerator and clutch shift process.

[0041] Based on the shift process deviation at the current throttle position, the torque compensation value for the speed adjustment stage at the current temperature and throttle position is obtained from a table, and proportional compensation is calculated for different temperatures at the current throttle position. For example, when the deviation is 30% at 40% throttle, the corresponding front and rear reference temperature points within 5°C are found from the preset reference temperature table. The temperature compensation coefficient for two temperature bases at different temperatures is calculated using the compensation coefficients of two adjacent temperature points. The calculation formula is as follows: k_t = |t_ATF / t_Base| * k_Base. The minimum value is taken for the coefficients calculated for the two bases where the current ATF oil temperature is greater than 0℃, and the maximum value is taken for the compensation coefficients where the current ATF oil temperature is less than or equal to 0℃, thus obtaining the final temperature compensation coefficient.

[0042] Calculate the final compensation value = reference torque compensation value × final temperature compensation coefficient, and write this value into the corresponding RAM.

[0043] This method, by detecting slippage at a single temperature point under the same throttle position, synchronously extends self-learning to all temperatures. This accelerates the self-learning process and prevents clutch burning caused by prolonged slippage in the transmission.

[0044] As described above, this embodiment determines whether a runaway problem has occurred by judging engine speed and shifting process, and requests engine torque compensation based on the shifting process deviation during runaway. It determines the degree of runaway by detecting and calculating the shifting process slope during normal ND start-up and the deviation during runaway. The required torque compensation is determined by determining the current throttle opening and temperature during runaway, and through reasonable calculation, torque compensation is extended to all temperatures under the current throttle, improving compensation calculation efficiency, further enhancing limited-slip protection, improving transmission durability, and preventing clutch damage due to prolonged slip film erosion. To prevent calculation deviations in the engine speed rise slope caused by instantaneous fluctuations in engine speed, a reasonable calculation method is set, and an engine speed rise slope limit for detecting engine runaway is set based on real-vehicle testing experience. Furthermore, based on the current vehicle load calculation value and the change in engine rise slope caused by the gradient, calculation coefficients based on vehicle load and gradient are added to increase the reliability of the engine speed rise slope calculation. Based on the current overspeed level at the current throttle and temperature, the required compensation torque is determined by referring to a table. Then, adjacent temperature compensation points are calculated. Using these two benchmarks, compensation coefficients for different temperatures are calculated using appropriate algorithms. The minimum coefficient is taken from the two benchmarks above 0°C, and the maximum coefficient is taken from those below or equal to 0°C. Finally, all torque compensations at this throttle level are calculated. The self-learning process only requires detection during the speed adjustment phase, primarily detecting deviations in the engine speed rise slope and shift process to determine overspeed. Clutch torque compensation for overspeed is learned solely from the shift process deviation. The detection process is simple, eliminating the need for multiple, repetitive, multi-stage determinations and judgments. This allows for a rapid elimination of the risk of clutch overspeed during start-up and improves transmission durability.

[0045] In addition, this application Figure 2 This application provides a clutch self-learning system for a ND shift-start flying car, as an embodiment of the present application. Figure 2 As shown in the embodiments of this application, the system mainly includes: The data acquisition module 210 is used to collect the vehicle's operating parameters in real time during the speed adjustment phase. The operating parameters include engine speed, current gear, target gear, shift progress indicator, accelerator pedal opening, brake pedal opening, output shaft speed, pump wheel speed, input shaft speed, vehicle mass, vehicle gradient, and ATF oil temperature. The determination module 220 is used to determine whether there is a case of ND shift start-up of the flying car based on the validity of the preset flying car judgment condition set of the operating parameters; The calculation module 230 is used to calculate the estimated value of the actual shift process when it is determined that there is a ND shift start overrun. Based on all the shift processes in the previous N cycles with a downward trend, it extracts the position M of the non-zero shift process with the longest time in the N cycles and calculates the estimated value of the actual shift process. Based on the estimated value of the actual shift process, the accelerator pedal opening, the ATF oil temperature, and combined with the preset accelerator-shift process deviation-torque compensation table and temperature compensation coefficient algorithm, it calculates the clutch torque compensation value.

[0046] The above are method embodiments of this application. Based on the same inventive concept, this application also provides a clutch self-learning device for a ND shift-start flying car. Figure 3 As shown, the device includes: a processor; and a memory storing executable code thereon, which, when executed, causes the processor to perform a clutch self-learning method for a ND shift-start flying car as described in the above embodiment.

[0047] Specifically, the server collects vehicle operating parameters in real time during the speed adjustment phase. These parameters include engine speed, current gear, target gear, shift process indicator, accelerator pedal opening, brake pedal opening, output shaft speed, pump wheel speed, input shaft speed, vehicle mass, vehicle gradient, and ATF oil temperature. Based on the validity of the operating parameters within the preset overspeed judgment condition set, it determines whether an ND shift-start overspeed situation exists. When an ND shift-start overspeed situation is determined, the server extracts the position M of the longest non-zero shift process within the N cycles that shows a downward trend, and calculates the estimated value of the actual shift process. Based on the estimated value of the actual shift process, accelerator pedal opening, ATF oil temperature, and a preset accelerator-shift process deviation-torque compensation table and temperature compensation coefficient algorithm, the server calculates the clutch torque compensation value.

[0048] In addition, this application embodiment also provides a non-volatile computer storage medium storing executable instructions, which, when executed, implement the clutch self-learning method for a ND shift start-up vehicle as described above.

[0049] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily 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 invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A clutch self-learning method for an ND kick-down launch roller, characterized by, The method comprises: Collecting vehicle running parameters in real time in the speed regulation stage; wherein the running parameters include engine speed, current gear, target gear, shift progress flag, accelerator pedal opening, brake pedal opening, output shaft speed, pump wheel speed, input shaft speed, vehicle mass, vehicle slope, ATF oil temperature; According to the establishment of the set of preset flying condition, determine whether there is ND shift start flying condition; When it is determined that there is ND shift start flying, according to all shift progress in the previous N periods with downward trend, extract the non-0 shift progress position M in the farthest time in N periods, calculate the actual shift progress estimation value; according to the actual shift progress estimation value, the accelerator pedal opening, the ATF oil temperature, combined with the preset accelerator-shifting progress deviation-torque compensation table and temperature compensation coefficient algorithm, calculate the clutch torque compensation value.

2. The clutch self-learning method for the ND kick-down launch roll of claim 1, wherein According to the establishment of the set of preset flying condition, determine whether there is ND shift start flying condition, specifically including: When the following flying conditions a-e are met at the same time, it is determined that there is ND shift start flying: a. The current gear is N gear, the target gear is D gear or R gear, and the shift progress flag shiftProgress=1; b. The accelerator pedal opening pct_AccPedal>3%; c. The brake pedal opening pct_BrakePedal≤0%; d. The engine actual speed rising slope n_EngSpdGrad is greater than the preset speed slope limit value; e. The shift progress Sp_ShiftPct satisfies: the shift progress difference value of interval num_ShiftPctPeriod software cycles is less than 0, and the state lasts for a preset tm_ShiftPctCal time; Otherwise, it is determined that there is no ND shift start flying, and the process is ended.

3. The clutch self-learning method for the ND kick-down launch roll of claim 2, wherein Before the engine actual speed rising slope n_EngSpdGrad is greater than the preset speed slope limit value, the method further comprises: Calculate the basic speed rising slope n_EngSpdGradBase by the formula: n_EngSpdGradBase=(n_EngSpd-n_EngSpdZn) / tm_EngSpdGradDelay; Wherein n_EngSpdZn is the engine speed before tm_EngSpdGradDelay time, n_EngSpd represents the engine speed at the current time, and tm_EngSpdGradDelay represents a preset time delay parameter, unit: ms; Filter the basic speed rising slope: set the filter coefficient k_EngSpdFilter=0.1, The current filtered speed rising slope=(the speed rising slope of the previous cycle after filtering)+(the current basic speed rising slope-the speed rising slope of the previous cycle after filtering)×k_EngSpdFilter; wherein the initial speed rising slope of the previous cycle after filtering is a preset value; Set the vehicle load pre-calculation coefficient k_EngSpdGradLoadPre; The engine speed gradient load calculation coefficient is calculated by the formula: k_EngSpdGradLoad=1- (k_EngSpdGradLoadPre*m_VehMass), wherein m_VehMass represents the vehicle mass; The engine speed gradient angle calculation coefficient k_EngSpdGradAnglePre is set according to the vehicle slope; The engine speed gradient angle calculation coefficient is calculated by the formula: k_EngSpdGradAngle=1- (k_EngSpdGradAnglePre*i_VehAngle), wherein i_VehAngle represents the current slope angle of the vehicle; The actual engine speed gradient is obtained by combining the load coefficient and the slope coefficient: n_EngSpdGrad=the current filtered speed gradient×k_EngSpdGradLoad×k_EngSpdGradAngle.

4. The clutch self-learning method for the ND kick-down launch roll according to claim 2, characterized by, Before the shift process Sp_ShiftPct meets the condition that the shift process difference of the interval num_ShiftPctPeriod software cycles is less than 0 and this condition lasts for a preset tm_ShiftPctCal time, the method further comprises: The target gear speed is calculated: n_TgtGearSpd=n_OutPutSpd×target gear ratio, wherein n_OutPutSpd represents the real-time speed of the output shaft of the gearbox; The original shift process is calculated: Sp_ShiftPctRaw=(n_PumpSpd-n_InputSpd) / (n_PumpSpd-n_TgtGearSpd)×100; Wherein n_PumpSpd represents the real-time speed of the pump wheel of the hydraulic torque converter of the gearbox; n_InputSpd represents the real-time speed of the input shaft of the gearbox; The original shift process is filtered to obtain the final shift process Sp_ShiftPct: Sp_ShiftPct=((Sp_ShiftPctRaw-Sp_ShiftPctZ1)×k_factor)+Sp_ShiftPctZ1, wherein Sp_ShiftPctZ1 is the shift process of the previous cycle; Wherein k_factor represents a preset filter coefficient; Special processing of the first shift cycle: when the ND shift flag of the previous cycle is 0 and the ND shift flag of the current cycle is 1, Sp_ShiftPctZ1 is consistent with the current Sp_ShiftPctRaw; when it is not the first shift cycle, Sp_ShiftPctZ1 adopts the actual filtered value of the previous cycle.

5. The clutch self-learning method for ND shift start and fly-off according to claim 2, wherein num_ShiftPctPeriod=3, the software cycle is 10 ms, and tm_ShiftPctCal=500 ms.

6. The clutch self-learning method for ND kick-down launch roll according to claim 1, characterized by, When it is determined that there is ND launch with shift-off, the farthest non-0 shift progress position M in N cycles is extracted according to all shift progress in the previous N cycles with a downward trend, and an estimated value of the actual shift progress is calculated, which specifically includes: When a downward trend of shift progress is detected, all shift progress in the previous N cycles is recorded; The farthest non-0 shift progress position M in the previous N cycles is read, and the calculation amount of M cycles is determined; A normal shift slope k_ShiftPct is calculated: k_ShiftPct = (the shift progress percentage value of the previous cycle - the non-0 shift progress percentage value) / M; An estimated value of the actual shift progress sp_ShiftPctEst is calculated: sp_ShiftPctEst = k_ShiftPct * time increment + the shift progress percentage value of the previous cycle; The normal shift slopes k_ShiftPct_n corresponding to different accelerator pedal opening degrees are recorded in the RAM; wherein n in k_ShiftPct_n represents the accelerator pedal opening degree.

7. The clutch self-learning method for ND kick-down launch roll according to claim 1, characterized by, According to the estimated value of the actual shift progress, the accelerator pedal opening degree, the ATF oil temperature, and combining a preset accelerator shift progress deviation torque compensation table and a temperature compensation coefficient algorithm, a clutch torque compensation value is calculated, which specifically includes: A shift progress deviation maximum value is determined: The shift progress deviation between the estimated value of the actual shift progress sp_ShiftPctEst and the actual shift progress sp_ShiftPct at each moment is calculated, and the accelerator pedal opening degree pct_ShiftPctPedal and the ATF oil temperature t_ShiftPctATFTemp corresponding to the maximum deviation are recorded; According to the accelerator opening degree pct_ShiftPctPedal and the shift progress deviation, a corresponding reference torque compensation value is searched from a preset accelerator opening degree-shift progress deviation compensation table; The front reference temperature point and the rear reference temperature point corresponding to the current ATF oil temperature in the preset reference temperature table are obtained; and the reference compensation coefficient of the front reference temperature point and the rear reference temperature point with respect to the current ATF oil temperature is determined; The reference k_t of the front reference temperature point and the rear reference temperature point is calculated according to the formula k_t = |t_ATF / t_Base| * k_Base; Wherein k_Base represents the reference compensation coefficient, t_ATF represents the current ATF oil temperature, and t_Base represents the preset reference value of the current ATF oil temperature; When the ATF oil temperature is greater than 0℃, the minimum value of k_t is taken as the final temperature compensation coefficient; When the ATF oil temperature is less than or equal to 0℃, the maximum value of k_t is taken as the final temperature compensation coefficient; The final compensation value = reference torque compensation value * final temperature compensation coefficient, and is written into the RAM.

8. A clutch self-learning system for a no-delay take-off flying start vehicle, characterized by, The system comprises: A collection module, configured to collect vehicle running parameters in real time in a speed regulation stage; wherein the running parameters include engine speed, current gear, target gear, shift progress flag, accelerator pedal opening degree, brake pedal opening degree, output shaft speed, pump wheel speed, input shaft speed, vehicle mass, vehicle slope, and ATF oil temperature; A determination module, configured to determine whether there is ND launch with shift-off according to whether a preset launch judgment condition set is established. The computing module is used for extracting the non-0 shift process position M of the farthest time in N periods according to all shift processes in the previous N periods with a downward trend when it is determined that there is an ND shift start rolling, and calculating an actual shift process estimation value; calculating a clutch torque compensation value according to the actual shift process estimation value, the accelerator pedal opening degree, the ATF oil temperature, the preset accelerator-shift process deviation-torque compensation table and the temperature compensation coefficient algorithm.

9. A clutch self-learning device for a ND shift start-up vehicle, characterized in that, The apparatus comprises: a processor; and a memory having stored thereon executable code that, when executed, causes the processor to perform a clutch self-learning method for an ND shift start rolling as claimed in any one of claims 1-7.

10. A non-transitory computer storage medium, comprising, a computer program product having stored thereon computer instructions that, when executed, implement a clutch self-learning method for an ND shift start rolling as claimed in any one of claims 1-7.

Images