Oil charge time compensation method and device, electronic equipment and readable storage medium

Abstract

The invention relates to the technical field of vehicle control, and provides an oil charge time compensation method and device, electronic equipment and a readable storage medium. The method comprises the following steps: acquiring an oil charge time reference value of a vehicle; the oil filling time reference value is determined through rack self-learning; when it is detected that a transmission of the vehicle is in a preset low-speed gear and a lock-up clutch enters a sliding friction state, the rotating speed of a pump wheel and the rotating speed of a turbine are collected; according to the pump impeller rotating speed and the turbine rotating speed, a rotating speed difference curve is generated, and the rotating speed difference curve is used for representing the time-varying trend of the pump impeller rotating speed and the turbine rotating speed; determining a rotating speed difference peak value and rotating speed difference convergence time according to the rotating speed difference curve; and according to the rotating speed difference peak value or the rotating speed difference convergence time, compensating the oil charge time reference value to obtain target oil charge time.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, apparatus, electronic device, and readable storage medium for compensating for fuel filling time. Background Technology

[0002] In the field of automatic transmission technology, the torque converter is a core component for realizing power transmission and interruption, and improving the quality of vehicle start-up and shifting. Among them, the engagement control quality of the lock-up clutch directly affects the vehicle's driving smoothness, transmission efficiency, and fuel economy. As a key control parameter affecting the lock-up clutch engagement process, the oil level of the torque converter is crucial for achieving a fast, smooth, and efficient engagement process.

[0003] Currently, the control strategies commonly used in the industry mainly include the early fixed calibration method and the bench self-learning method widely used in the final stage of the production line in recent years. However, these existing technical solutions are essentially static or quasi-static calibrations. The parameter values ​​determined can only reflect the optimal solution under specific health conditions when the vehicle leaves the factory, and cannot be dynamically adjusted and updated during use based on time-varying factors such as component wear, oil aging, and hydraulic system performance degradation.

[0004] Therefore, existing static calibration methods are unable to cope with the dynamic changes in system characteristics throughout the vehicle's entire life cycle, resulting in a gradual decline in the engagement quality of the lock-up clutch as the usage time increases. Summary of the Invention

[0005] In view of this, embodiments of this application provide a method, apparatus, electronic device, and readable storage medium for oil filling time compensation, in order to solve the problem in the prior art that it is difficult to cope with the dynamic changes in system characteristics throughout the entire life cycle of a vehicle, resulting in the gradual degradation of the lock-up clutch engagement quality over time.

[0006] A first aspect of this application provides a method for compensating for oil filling time, comprising: Obtain the vehicle's fuel filling time reference value; the fuel filling time reference value is determined through bench self-learning. When the vehicle's transmission is detected to be in a preset low gear and the lock-up clutch is in a slipping state, the pump wheel speed and turbine speed are collected. Based on the pump impeller speed and turbine speed, a speed difference curve is generated, which is used to characterize the trend of pump impeller speed and turbine speed changing over time. Based on the speed difference curve, determine the peak value of the speed difference and the convergence time of the speed difference; The target oil filling time is obtained by compensating the reference value of the oil filling time based on the peak value of the speed difference or the convergence time of the speed difference.

[0007] A second aspect of this application provides an oil filling time compensation device, comprising: The acquisition module is used to acquire the fuel filling time reference value of the vehicle; the fuel filling time reference value is determined through bench self-learning. The data acquisition module is used to acquire the pump wheel speed and turbine speed when the vehicle's transmission is detected to be in a preset low gear and the lock-up clutch is in a slipping state. The generation module is used to generate a speed difference curve based on the pump impeller speed and turbine speed. The speed difference curve is used to characterize the trend of pump impeller speed and turbine speed changing over time. The determination module is used to determine the peak value of the speed difference and the convergence time of the speed difference based on the speed difference curve; The compensation module is used to compensate the oil filling time reference value based on the peak value of the speed difference or the convergence time of the speed difference, so as to obtain the target oil filling time.

[0008] A third aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described method.

[0009] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described method.

[0010] The beneficial effects of this application embodiment compared with the prior art are as follows: By acquiring the vehicle's oil filling time reference value, which is determined through bench self-learning, an optimized oil filling time reference value can be provided, ensuring the reference accuracy of the control process; when the vehicle's transmission is detected to be in a preset low gear and the lock-up clutch is in a slipping state, the pump wheel speed and turbine speed are collected; based on the pump wheel speed and turbine speed, the physical signals are converted into analyzable state features, used to characterize the trend of pump wheel speed and turbine speed changing over time as speed difference curves. Based on the speed difference curves, the peak speed difference and speed difference convergence time are determined, realizing a quantitative description of the lock-up clutch's working state and enabling the perception of the actual working state of the lock-up clutch; based on the peak speed difference or speed difference convergence time, the oil filling time reference value is compensated, enabling the oil filling height to be autonomously corrected according to actual working conditions, adapting to changes during vehicle use, and obtaining a high-precision target oil filling time to maintain control performance. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a flowchart illustrating an oil filling time compensation method provided in an embodiment of this application; Figure 2 This is a flowchart illustrating another oil filling time compensation method provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an oil filling time compensation device provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0013] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0014] The following is a description of the technical terms used in this application: The torque converter is the core hydraulic transmission component in an automatic transmission, located between the engine and the gear transmission mechanism. Its sealed housing contains three main components: a pump impeller, a turbine, and a stator, all filled with hydraulic fluid. The pump impeller is connected to the engine crankshaft, converting mechanical energy into hydraulic kinetic energy; the turbine is connected to the transmission input shaft, converting the hydraulic kinetic energy back into mechanical energy; the stator is fixed by a one-way clutch, used to change the direction of fluid flow to amplify torque. The torque converter transmits power through a fluid medium, allowing for speed differences between the input and output ends. It features flexible transmission, damping torsional vibration, and adaptive torque amplification, making it a key component for smooth vehicle start-up and acceleration.

[0015] A lock-up clutch is a friction clutch integrated within a torque converter, used to achieve a direct mechanical connection between the engine and transmission under specific operating conditions. When the vehicle enters a stable driving condition, the clutch friction plates are pressed together via an electro-hydraulic system, rigidly connecting the pump wheel and turbine, eliminating the inherent slip loss of hydraulic transmission. This mechanical lock-up state significantly improves transmission efficiency and reduces fuel consumption, and is a key technology for achieving high-efficiency transmission in modern torque converters. The engagement process of the lock-up clutch requires precise control to balance transmission efficiency and ride comfort.

[0016] In the field of automatic transmission control, slippage specifically refers to the transition phase from disengagement to full engagement of the lock-up clutch. During this phase, the clutch friction pairs are in partial contact, transmitting torque while simultaneously experiencing relative slippage. This is characterized by the pump wheel speed being higher than the turbine speed, and the speed difference continuously decreasing. The quality of control during this phase directly affects transmission efficiency and driving smoothness. Excessive slippage leads to reduced transmission efficiency and clutch overheating, while abrupt engagement results in noticeable shift shocks. Therefore, accurate monitoring and control of slippage is a core element of automatic transmission control strategies.

[0017] Pump impeller speed refers to the rotational speed of the pump impeller component at the input end of the torque converter, and this parameter is usually consistent with the engine speed. Turbine speed, on the other hand, characterizes the rotational speed of the turbine component at the output end of the torque converter, and its value is directly related to the current gear ratio and vehicle speed. Real-time monitoring of these two speed parameters provides crucial operating status information for the control system. The difference between them, known as slip speed, directly reflects the operating state of the torque converter and the engagement degree of the lock-up clutch, serving as a fundamental signal for achieving precise control.

[0018] The oil filling time characterizes the control strategy for the oil supply process of the lock-up clutch hydraulic actuator. This process regulates the flow rate and pressure build-up rate of the oil entering the clutch piston chamber by precisely controlling the energizing time of the solenoid valve, i.e., the oil filling time. Insufficient oil filling time will lead to delayed clutch engagement and prolonged slippage time; excessive oil filling time will cause shock-like clutch engagement, affecting smoothness. Therefore, precise control of the oil filling time is crucial for achieving high-quality engagement of the lock-up clutch.

[0019] The following will describe in detail, with reference to the accompanying drawings, a method and apparatus for compensating for oil filling time according to an embodiment of this application.

[0020] Figure 1 This is a flowchart illustrating an oil filling time compensation method provided in an embodiment of this application. Figure 1 The oil filling time compensation method can be implemented by an oil filling time compensation device. For example... Figure 1 As shown, the oil filling time compensation method includes: Step S101: Obtain the fuel filling time reference value of the vehicle; the fuel filling time reference value is determined through bench self-learning; The fill time reference value refers to the initial control parameter determined through bench self-learning. This reference value is the optimal fill time obtained through multiple iterations of optimization on a test bench under simulated real-world conditions before the vehicle leaves the factory. For example, in bench testing of a specific transmission model, by repeatedly adjusting the fill time and monitoring the engagement quality of the lock-up clutch, 150 milliseconds was ultimately determined as the fill time reference value for that model, ensuring that the vehicle has the best basic control parameters at the time of manufacture.

[0021] Step S102: When it is detected that the vehicle's transmission is in a preset low gear and the lock-up clutch is in a slipping state, the pump wheel speed and turbine speed are collected; Slipping friction refers to the transitional phase between sliding friction and static friction during the engagement of the lock-up clutch. For example, when the transmission is detected to be in first, second, or third gear, and the lock-up clutch control unit issues an engagement command to enter slipping friction, the data acquisition process is initiated. For instance, when the transmission control unit detects that it is currently in second gear and receives a drive signal from the lock-up clutch solenoid valve, it immediately and synchronously acquires readings from the pump wheel speed sensor and turbine speed sensor at a period of 10 milliseconds, ensuring the accuracy of data acquisition timing and providing accurate and representative raw data for subsequent analysis.

[0022] Step S103: Generate a speed difference curve based on the pump impeller speed and turbine speed. The speed difference curve is used to characterize the trend of pump impeller speed and turbine speed changing over time. Based on the difference between the pump impeller speed and the turbine speed, a speed difference curve is generated. The speed difference curve is a smooth curve obtained by sampling and filtering the speed difference between the pump impeller and the turbine, which is used to accurately reflect the dynamic characteristics during the engagement process.

[0023] The real-time speed difference between the pump impeller speed and the turbine speed at each sampling moment is calculated, and then a digital filter is used to smooth the original speed difference signal. For example, a first-order low-pass filter is used to filter the calculated speed difference, removing high-frequency noise interference and generating a smooth speed difference curve. This effectively eliminates interference from measurement noise and provides a reliable data foundation for subsequent analysis.

[0024] Step S104: Determine the peak value of the speed difference and the convergence time of the speed difference based on the speed difference curve; The peak value of the speed difference refers to the maximum speed difference reached by the curve during the engagement of the lock-up clutch. The convergence time of the speed difference refers to the time interval from the occurrence of the peak value of the speed difference to the decrease and stabilization of the speed difference within the preset threshold range.

[0025] Key feature parameters are extracted from the processed curve. A peak detection algorithm is used to identify the highest point of the speed difference curve, and the curve's descent is tracked from this peak. For example, the time taken for the speed difference to decrease from the peak to within the range of 50 rpm is recorded, and this time interval is defined as the speed difference convergence time. Two key dynamic features characterizing engagement quality are extracted from the speed difference curve: the peak speed difference and the speed difference convergence time, enabling a quantitative evaluation of the lock-up clutch engagement process. Based on the quantitative analysis results of these features, a small directional correction is made to the baseline oil filling time.

[0026] Step S105: Compensate the oil filling time reference value based on the peak value of the speed difference or the convergence time of the speed difference to obtain the target oil filling time.

[0027] The system compares the real-time peak speed difference and convergence time with preset thresholds, and adjusts the oil filling time reference value accordingly based on the comparison results. For example, when the peak speed difference is detected to exceed 200 rpm, the oil filling time reference value is increased by 5 milliseconds. Conversely, when the convergence time of the speed difference is found to be less than 500 milliseconds, the oil filling time reference value is decreased by 5 milliseconds. This allows for automatic and dynamic adjustment of control parameters based on actual operating conditions.

[0028] By dynamically compensating the oil filling time reference value based on the peak value of the speed difference or the convergence time of the speed difference, the oil filling time reference value can be locally and in real-time finely adjusted throughout the entire vehicle life cycle to cope with the slow drift of system characteristics.

[0029] In the embodiments of this application, by acquiring the vehicle's filling time reference value, which is determined through bench self-learning, an optimized filling time reference value can be provided, ensuring the reference accuracy of the control process. When the vehicle's transmission is detected to be in a preset low gear and the lock-up clutch is in a slipping state, the pump wheel speed and turbine speed are collected. Based on the pump wheel speed and turbine speed, the physical signals are converted into analyzable state features, used to characterize the trend of pump wheel speed and turbine speed changing over time as speed difference curves. Based on the speed difference curves, the peak speed difference and speed difference convergence time are determined, realizing a quantitative description of the lock-up clutch's working state and enabling the perception of the actual working state of the lock-up clutch. Based on the peak speed difference or speed difference convergence time, the filling time reference value is compensated, enabling the filling height to be autonomously corrected according to actual working conditions, adapting to changes during vehicle use, and obtaining a high-precision target filling time to maintain control performance. In some embodiments, step S102 may specifically include the following steps: Monitor the trends of hydraulic torque converter oil temperature and vehicle throttle opening; Under the condition that the oil temperature of the hydraulic torque converter is within the preset operating temperature range and the trend of vehicle throttle opening changes meets the working condition stability conditions, the pump wheel speed and turbine speed are collected.

[0030] The system monitors the changes in hydraulic torque converter oil temperature and vehicle throttle opening in real time, initiating data acquisition only when specific operating conditions are met. Specifically, it acquires oil temperature data via a temperature sensor and throttle opening signals via the vehicle bus. Pump impeller speed and turbine speed are only acquired when the oil temperature is detected to be within a preset operating temperature range and the throttle opening trend meets the stability requirements.

[0031] The preset operating temperature range is set according to the hydraulic characteristics of the torque converter, for example, it can be set to a temperature range between 60 degrees Celsius and 120 degrees Celsius. This range is set based on the fact that the torque converter has the optimal working fluid viscosity and stable hydraulic response characteristics within this temperature range. When the oil temperature is below the lower limit, the oil viscosity is too high, which will lead to sluggish hydraulic response; when the oil temperature is above the upper limit, the oil viscosity is too low, which will affect the accuracy of pressure build-up.

[0032] The stability condition is determined by the rate of change of throttle opening. For example, it is set that the rate of change of throttle opening does not exceed 2% per second within three consecutive sampling periods. This condition is set to ensure that the lock-up clutch is under stable load conditions during engagement, avoiding interference from transient conditions such as rapid acceleration or deceleration on the engagement quality assessment. In practical applications, the difference in throttle opening between the current sampling period and the previous sampling period is calculated, and the rate of change is obtained by dividing it by the time interval.

[0033] By introducing these pre-judgment conditions, data acquisition can be ensured to be conducted under appropriate operating conditions, thereby obtaining representative speed data. For example, when the oil temperature reaches 80 degrees Celsius and the throttle opening remains stable, the acquisition conditions are deemed met, and the speed signals of the pump wheel and turbine begin to be recorded. Similarly, when driving on urban roads, if the vehicle maintains a constant speed and the oil temperature is within the normal range, the data acquisition function will be activated. This design avoids data acquisition under extreme or unrepresentative operating conditions, ensuring the reliability and accuracy of subsequent analysis results. By setting reasonable operating boundary conditions, a stable and reliable data foundation is provided for the dynamic compensation method, ensuring both timely response and accurate control decisions.

[0034] In some embodiments, step S103 may specifically include the following steps: Calculate the real-time speed difference based on the pump impeller speed and the turbine speed; The real-time speed difference is filtered to obtain the speed difference curve.

[0035] The instantaneous speed difference at each moment is obtained by subtracting the raw data acquired by the speed sensor. For example, with a sampling period of 10 milliseconds, the pump wheel speed is continuously read as 1950 revolutions per minute and the turbine speed is read as 1900 revolutions per minute. The real-time speed difference is calculated to be 50 revolutions per minute.

[0036] After obtaining the real-time speed difference, digital filtering is performed on the real-time speed difference to eliminate signal noise. The filtering process uses a software algorithm-based digital filter to smooth the original speed difference signal while retaining the trend characteristics reflecting the lock-up clutch engagement process. For example, a first-order inertial filtering algorithm can be used, and the real-time performance and stability of the signal can be balanced by adjusting the filtering time constant. When the filtering time constant is set to 30 milliseconds, high-frequency interference can be effectively filtered out while maintaining accurate tracking of the speed change trend.

[0037] In another implementation, a moving average filtering algorithm can be used to process the speed difference. For example, by maintaining a data buffer containing the five most recent sampling points, and calculating the arithmetic mean of these data as the filtered output value at the current moment, random fluctuations can be effectively smoothed, generating a smooth speed difference curve, providing a reliable data foundation for subsequent feature extraction.

[0038] It can extract dynamic characteristics that accurately reflect the engagement state of the lock-up clutch from noisy raw speed signals. The filtered speed difference curve retains the necessary dynamic response characteristics while eliminating the influence of measurement noise and transient interference, ensuring the accuracy of subsequent peak detection and convergence time calculation. This processing method provides high-quality data input for dynamic compensation decisions, enabling the control system to accurately identify the actual operating state of the lock-up clutch.

[0039] In some embodiments, step S104 may specifically include the following steps: Step S201: Identify the time point when the speed difference curve reaches the peak value of the speed difference; Step S202: Starting from the time point, record the time interval during which the speed difference curve drops from the peak of the speed difference to within the preset speed difference threshold. Step S203: Determine the time interval as the convergence time of the speed difference.

[0040] Peak detection is performed on the filtered speed difference curve, and the maximum value point on the curve is identified by comparing the numerical changes of adjacent sampling points. For example, when the speed difference at the current sampling point is detected to be greater than that at both the previous and next sampling points, this point is identified as the peak value of the speed difference, and its corresponding timestamp is recorded.

[0041] After determining the peak point, the descent process of the speed difference curve is tracked. Starting from the time corresponding to the peak point, the change in speed difference is continuously monitored, and the time required for it to decrease from the peak to within a preset threshold range is recorded. For example, if the preset speed difference threshold is set to 50, when the speed difference continuously decreases from the peak point and eventually enters the range of 45-55, the timing is stopped, and this time interval is recorded as the convergence time.

[0042] The preset speed difference threshold is set according to the specific model and operating conditions of the torque converter. For example, for torque converters in large commercial vehicles, the threshold can be set to 30; while for torque converters in small passenger cars, it can be set to 20. This threshold setting is based on the allowable small slip range when the lock-up clutch is close to fully engaged.

[0043] Specifically, a high-precision timer can be used to measure the time interval. For example, when the speed difference is detected to reach its peak, an internal timer is started to record the elapsed time in milliseconds until the speed difference enters a preset threshold range. This precise time measurement ensures the accuracy of the speed difference convergence time parameter, providing a reliable basis for subsequent compensation decisions.

[0044] Therefore, it is possible to accurately obtain the peak value and convergence time of the speed difference reflecting the engagement process of the lock-up clutch. The peak value of the speed difference reflects the impact at the moment of engagement, while the convergence time of the speed difference reflects the smoothness of the engagement process, providing an important quantitative basis for subsequent dynamic compensation decisions.

[0045] In some embodiments, step S105 may specifically include the following steps: If the peak value of the speed difference is greater than the preset impact judgment threshold, the first preset compensation value is added to the oil filling time reference value to obtain the target oil filling time.

[0046] The real-time peak value of the speed difference is compared with a preset impact threshold, and the compensation direction and amount are determined based on the comparison result. The preset impact threshold is set according to the model of the hydraulic torque converter and the vehicle's operating characteristics; this threshold represents the maximum permissible impact level. For example, for a certain model of hydraulic torque converter, the impact threshold can be set to 200 revolutions per minute. When the peak value of the speed difference is detected to exceed this threshold, it indicates that the lock-up clutch has generated excessive impact during engagement.

[0047] In this situation, a positive compensation mechanism is activated, adding a first preset compensation value to the oil filling time reference value. The first preset compensation value is a fixed time increment, set to balance response speed and control accuracy. For example, 5 milliseconds can be used as the first preset compensation value; when the peak value of the speed difference is detected to exceed a threshold, 5 milliseconds are added to the current oil filling time reference value.

[0048] Therefore, the oil filling time parameter can be automatically adjusted according to the actual operating conditions. When excessive engagement shock is detected, appropriately increasing the oil filling time can make the engagement process of the lock-up clutch smoother, thereby reducing the peak speed difference, improving shift quality, and ensuring that the torque converter maintains the best lock-up control effect under different operating conditions. This improves the working performance of the lock-up clutch and provides a more stable power transmission guarantee for vehicle operation.

[0049] In some embodiments, step S105 may specifically include the following steps: If the convergence time of the speed difference is less than the preset slippage judgment threshold, the second preset compensation value is reduced to the oil filling time reference value to obtain the target oil filling time.

[0050] In some embodiments, a cumulative compensation value is obtained; the cumulative compensation value is obtained by adding a first preset compensation value or a second preset compensation value to the historical cumulative compensation amount; If the cumulative compensation value exceeds the preset compensation boundary range, the compensation value used to update the oil filling time reference value will be adjusted to the boundary value of the compensation boundary range.

[0051] The calculated convergence time of the speed difference is compared with a preset slippage threshold, and a corresponding compensation strategy is determined based on the comparison result. The preset slippage threshold is set according to the operating characteristics of the hydraulic torque converter and represents the ideal engagement process duration. For example, for a certain model of hydraulic torque converter, the slippage threshold can be set to 400 milliseconds. When the convergence time of the speed difference is detected to be less than this threshold, it indicates that the engagement process of the lock-up clutch is too fast, and there is an engagement shock problem caused by excessive oil filling time.

[0052] In this situation, a negative compensation mechanism is activated, reducing the oil filling time reference value by a second preset compensation value. The second preset compensation value is a fixed time reduction, set to take into account the required fineness of adjustment. For example, 3 milliseconds can be used as the second preset compensation value; when the convergence time of the speed difference is detected to be lower than a threshold, the current oil filling time reference value is reduced by 3 milliseconds.

[0053] In another embodiment, the cumulative compensation value is continuously tracked. The cumulative compensation value is obtained by adding the first or second preset compensation value generated by each compensation to the historical cumulative compensation amount. For example, a non-volatile storage area is maintained to record the cumulative results of each compensation.

[0054] The preset compensation boundary range is set according to the physical characteristics and control requirements of the hydraulic torque converter. For example, the compensation boundary range can be set to -200 milliseconds to +200 milliseconds. When the cumulative compensation value is detected to exceed this range, the compensation value used to update the oil filling time reference value will be adjusted to the boundary value. Specifically, if the cumulative compensation value exceeds +200 milliseconds, it will be limited to +200 milliseconds; if the cumulative compensation value is lower than -200 milliseconds, it will be limited to -200 milliseconds.

[0055] The boundary protection mechanism ensures stability and reliability during long-term operation. For example, in the early stages of vehicle use, multiple consecutive positive compensations may be made to adapt to the characteristic changes of components during the break-in period. However, once the cumulative compensation value reaches the upper limit of positive 200 milliseconds, the compensation amount will stop increasing to avoid other control problems caused by overcompensation.

[0056] The correction amount generated by dynamic compensation does not directly overwrite the original bench learning reference value, but is accumulated and managed as an independent "compensation offset". This preserves the integrity of the initial calibration data, facilitating fault diagnosis and system reset, while preventing overcompensation caused by system anomalies or continuous unidirectional drift through boundary protection, thus ensuring the long-term robustness of the control system.

[0057] This sophisticated compensation logic and boundary protection mechanism ensures both effective control and long-term operational stability. This design allows for dynamic compensation of the oil filling time, responding promptly to changes in characteristics while avoiding control deviations caused by continuous unidirectional compensation, thus providing a reliable guarantee for the long-term stable operation of the hydraulic torque converter.

[0058] In summary, the embodiments of this application construct a two-layer control architecture with basic calibration and online correction capabilities by combining the acquisition of bench self-learning reference values ​​with real-time acquisition and dynamic compensation of speed signals. This allows control parameters to be dynamically adjusted according to time-varying factors such as component wear and oil aging during vehicle operation, overcoming the performance degradation problem caused by static parameters failing to adapt to changes in system characteristics in existing technologies. Determining the peak value and convergence time based on the speed difference curve enables precise quantification of impact and slippage phenomena during the engagement process. Furthermore, by compensating the reference value based on the peak value or convergence time, a targeted closed-loop correction is formed. This direct feedback and control based on physical characteristics allows the oil filling time to adaptively approach the optimal value under the current operating conditions, thereby effectively improving the lock-up engagement quality.

[0059] The benchmark value determined by bench self-learning serves as the starting point for dynamic compensation. In practical applications, a two-tiered parameter management system combining initial factory optimization and continuous online calibration is constructed. Bench learning ensures the consistency of the initial parameter state, while online compensation maintains its long-term optimality. The two are functionally closely integrated and complementary. From acquiring pump impeller and turbine speeds to generating curves and performing compensation, everything is achieved through existing sensor signals and algorithm logic in the transmission control unit. Without relying on any new hardware components, it fully utilizes existing control system resources, achieving a significant performance improvement at extremely low marginal cost.

[0060] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0061] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0062] Figure 3 This is a schematic diagram of an oil filling time compensation device provided in an embodiment of this application. Figure 3 As shown, the oil filling time compensation device includes: The acquisition module 301 is used to acquire the fuel filling time reference value of the vehicle; the fuel filling time reference value is determined through bench self-learning. The data acquisition module 302 is used to acquire the pump wheel speed and turbine speed when the vehicle's transmission is detected to be in a preset low gear and the lock-up clutch is in a slipping state. The generation module 303 is used to generate a speed difference curve based on the pump impeller speed and turbine speed. The speed difference curve is used to characterize the trend of pump impeller speed and turbine speed changing over time. The determination module 304 is used to determine the peak value of the speed difference and the convergence time of the speed difference based on the speed difference curve; The compensation module 305 is used to compensate the oil filling time reference value based on the peak value of the speed difference or the convergence time of the speed difference to obtain the target oil filling time. According to the technical solution provided in this application embodiment, by acquiring the vehicle's oil filling time reference value, which is determined through bench self-learning, an optimized oil filling time reference value can be provided, ensuring the reference accuracy of the control process; when the vehicle's transmission is detected to be in a preset low gear and the lock-up clutch is in a slipping state, the pump wheel speed and turbine speed are collected; based on the pump wheel speed and turbine speed, the physical signals are converted into analyzable state features, used to characterize the trend of pump wheel speed and turbine speed changing over time as speed difference curves. Based on the speed difference curves, the peak speed difference and speed difference convergence time are determined, realizing a quantitative description of the lock-up clutch's working state and enabling the perception of the actual working state of the lock-up clutch; based on the peak speed difference or speed difference convergence time, the oil filling time reference value is compensated, enabling the oil filling height to be autonomously corrected according to actual working conditions, adapting to changes during vehicle use, and obtaining a high-precision target oil filling time to maintain control performance. In some embodiments, the compensation module 305 is specifically used for: If the peak value of the speed difference is greater than the preset impact judgment threshold, the first preset compensation value is added to the oil filling time reference value to obtain the target oil filling time.

[0063] In some embodiments, the compensation module 305 is specifically used for: If the convergence time of the speed difference is less than the preset slippage judgment threshold, the second preset compensation value is reduced to the oil filling time reference value to obtain the target oil filling time.

[0064] In some embodiments, the generation module 303 is specifically used for: Calculate the real-time speed difference based on the pump impeller speed and the turbine speed; The real-time speed difference is filtered to obtain the speed difference curve.

[0065] In some embodiments, the determining module 304 is specifically used for: Identify the time point at which the speed difference curve reaches its peak value; Starting from a given time point, record the time interval during which the speed difference curve decreases from its peak value to within a preset speed difference threshold. The time interval is defined as the convergence time of the speed difference.

[0066] In some embodiments, the acquisition module 301 is further configured to acquire a cumulative compensation value; the cumulative compensation value is obtained by adding a first preset compensation value or a second preset compensation value to a historical cumulative compensation amount; The oil filling time compensation device also includes: The adjustment module 306 is used to adjust the compensation value used to update the oil filling time reference value to the boundary value of the compensation boundary range if the cumulative compensation value exceeds the preset compensation boundary range.

[0067] In some embodiments, the acquisition module 302 is specifically used for: Monitor the trends of hydraulic torque converter oil temperature and vehicle throttle opening; When the oil temperature of the hydraulic torque converter is within the preset operating temperature range and the trend of vehicle throttle opening changes meets the working condition stability conditions, the pump impeller speed and turbine speed are measured.

[0068] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0069] Figure 4 This is a schematic diagram of the electronic device 6 provided in an embodiment of this application. Figure 4 As shown, the electronic device 6 of this embodiment includes a processor 601, a memory 602, and a computer program 603 stored in the memory 602 and executable on the processor 601. When the processor 601 executes the computer program 603, it implements the steps in the various method embodiments described above. Alternatively, when the processor 601 executes the computer program 603, it implements the functions of each module / unit in the various device embodiments described above.

[0070] Electronic device 6 can be a desktop computer, laptop, handheld computer, cloud server, or other electronic device. Electronic device 6 may include, but is not limited to, processor 601 and memory 602. Those skilled in the art will understand that... Figure 4 This is merely an example of electronic device 6 and does not constitute a limitation on electronic device 6. It may include more or fewer components than shown, or different components.

[0071] The processor 601 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0072] The memory 602 can be an internal storage unit of the electronic device 6, such as a hard disk or RAM of the electronic device 6. The memory 602 can also be an external storage device of the electronic device 6, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, Flash Card, etc., equipped on the electronic device 6. The memory 602 can also include both internal and external storage units of the electronic device 6. The memory 602 is used to store computer programs and other programs and data required by the electronic device.

[0073] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0074] If an integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program may include computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. A computer-readable medium may include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in a computer-readable medium can be appropriately added to or subtracted according to the requirements of legislation and patent practice in a jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0075] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for compensating for oil filling time, characterized in that, The method includes: Obtain the vehicle's fuel filling time reference value; the fuel filling time reference value is determined through bench self-learning; When the vehicle's transmission is detected to be in a preset low gear and the lock-up clutch is in a slipping state, the pump wheel speed and turbine speed are collected. Based on the pump impeller speed and the turbine speed, a speed difference curve is generated, which is used to characterize the trend of the pump impeller speed and the turbine speed changing over time; Based on the speed difference curve, determine the peak value of the speed difference and the convergence time of the speed difference; The target oil filling time is obtained by compensating the oil filling time reference value based on the peak value of the speed difference or the convergence time of the speed difference.

2. The method according to claim 1, characterized in that, The step of compensating the oil filling time reference value based on the peak value of the speed difference or the convergence time of the speed difference to obtain the target oil filling time includes: If the peak value of the speed difference is greater than the preset impact judgment threshold, the oil filling time reference value is increased by a first preset compensation value to obtain the target oil filling time.

3. The method according to claim 1, characterized in that, The step of compensating the oil filling time reference value based on the peak value of the speed difference or the convergence time of the speed difference to obtain the target oil filling time includes: If the convergence time of the speed difference is less than the preset slippage judgment threshold, the oil filling time reference value is reduced by a second preset compensation value to obtain the target oil filling time.

4. The method according to claim 1, characterized in that, The step of generating a speed difference curve based on the pump impeller speed and the turbine speed includes: Calculate the real-time speed difference based on the pump impeller speed and the turbine speed; The real-time speed difference is filtered to obtain the speed difference curve.

5. The method according to claim 1, characterized in that, The step of determining the peak value of the speed difference and the convergence time of the speed difference based on the speed difference curve includes: Identify the time point at which the speed difference curve reaches the peak value of the speed difference; Starting from the aforementioned time point, record the time interval during which the speed difference curve decreases from the peak value of the speed difference to within a preset speed difference threshold; The time interval is defined as the convergence time of the speed difference.

6. The method according to claim 2 or 3, characterized in that, The method further includes: Obtain the cumulative compensation value; the cumulative compensation value is obtained by adding the first preset compensation value or the second preset compensation value to the historical cumulative compensation amount; If the cumulative compensation value exceeds the preset compensation boundary range, the compensation value used to update the oil filling time reference value will be adjusted to the boundary value of the compensation boundary range.

7. The method according to claim 1, characterized in that, The collection of pump impeller speed and turbine speed includes: Monitor the trends of hydraulic torque converter oil temperature and vehicle throttle opening; When the oil temperature of the hydraulic torque converter is within the preset operating temperature range and the trend of vehicle throttle opening changes meets the operating condition stability conditions, the pump wheel speed and turbine speed are collected.

8. A filling time compensation device, characterized in that, include: The acquisition module is used to obtain the vehicle's fuel filling time reference value; The oil filling time reference value is determined through bench self-learning; The data acquisition module is used to acquire the pump wheel speed and turbine speed when the vehicle's transmission is detected to be in a preset low gear and the lock-up clutch is in a slipping state. A generation module is used to generate a speed difference curve based on the pump impeller speed and the turbine speed, the speed difference curve being used to characterize the trend of the pump impeller speed and the turbine speed changing over time; The determination module is used to determine the peak value of the speed difference and the convergence time of the speed difference based on the speed difference curve. The compensation module is used to compensate the oil filling time reference value based on the peak value of the speed difference or the convergence time of the speed difference to obtain the target oil filling time.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 7.

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