CN105650266B - The brake auxiliary control method of automatic transmission - Google Patents
The brake auxiliary control method of automatic transmission Download PDFInfo
- Publication number
- CN105650266B CN105650266B CN201610006580.4A CN201610006580A CN105650266B CN 105650266 B CN105650266 B CN 105650266B CN 201610006580 A CN201610006580 A CN 201610006580A CN 105650266 B CN105650266 B CN 105650266B
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- Prior art keywords
- condition
- pedal signal
- downshift
- brake
- rotating speed
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/48—Inputs being a function of acceleration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
- F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
Abstract
The invention discloses a kind of brake auxiliary control method of automatic transmission, including：When step 1, brake pedal signal condition BK_P=1, into step 2；Whether step 2, brake auxiliary entry condition meet, if meeting, into step 3, are unsatisfactory for, then into step 6；Step 3, prevention upshift；Step 4, judge whether downshift in advance, if so, into step 5, if it is not, return to step 3；Step 5, downshift, and judge whether that satisfaction exits subsidiary conditions in advance, if it is not satisfied, then return to step 3, if meeting, into step 6；Step 6, exit brake auxiliary.This invention simplifies the into/out condition of brake auxiliary, it is easy to monitor and demarcates.
Description
Technical field
The invention belongs to automatic gearbox gearshift control technology, and in particular to a kind of brake auxiliary of automatic transmission
Control method.
Background technology
Increasing auto vendor is all in lifting automotive performance at present, and braking safety is also the important side of performance boost
Face, existing technology both is from foreign countries mostly, and is all the technology of the nineties, and complicated and closing, technology is also very outmoded, state
Interior automatic transmission calibration engineer can only often demarcate, and can not change control logic.
It is also excellent with regard to its logic behaviour of bad objective analysis and control due to the control logic of external brake auxiliary can not be learnt
Shortcoming, but from demarcation aspect objective analysis, current brake ancillary technique scalar quantity is a lot, and implementation result is not obvious or can not
It is accurate to determine whether to enter or exit according to calibration value, so causing the external calibration software of many domestic manufacturer's applications, but
Brake dare not be opened and aid in this function, fearing that demarcation is gone wrong or verified insufficient causes user to complain.
Existing brake miscellaneous function needs decision condition very cumbersome, it is necessary to which the variable of monitoring has：Engine water temperature,
ESP working conditions, wheel speed skidding detection, brake signal error detection, brake auxiliary switch status, shift detection, engine are turned round
Square signal monitoring, throttle, engine speed, drive mode, speed limitation, clutch position etc..
The content of the invention
It is an object of the invention to provide a kind of brake auxiliary control method of automatic transmission, with simplify brake aid in into
Enter/exit criteria, be easy to monitor and demarcate.
The brake auxiliary control method of automatic transmission of the present invention, comprises the following steps：
Step 1, judge whether brake pedal signal condition BK_P is changed into effective from invalid, if, then it represents that user has system
Dynamic demand, then into step 2, if it is not, then performing step 1；
Step 2, compare and judge, when meeting following condition 2a~2g simultaneously, then into step 3, otherwise into step
6；
Condition 2a：Accelerator pedal signal AC_P is effective；
Condition 2b：Driving model is that D is kept off (i.e.：Drive shift) and it is in ECO patterns (i.e.：Energy saver mode)；
Condition 2c：The calibration value of speed >=first；
Condition 2d：Deceleration ACC the second calibration values of ＜；
Condition 2e：The calibration value of brake pedal signal condition BK_P duration >=the 3rd；
Condition 2f：The calibration values of gear ＞ the 4th；
Condition 2g：ABS (i.e. anti-blocking brake system) does not work；
Step 3, upshift operation are prevented from, it is allowed to perform normal downshift or keep current shift；
Step 4, calculating downshift rotating speed, and compare and judge, when meeting following condition 4a~4c simultaneously, into step 5,
Otherwise return to step 3；
Condition 4a：Brake pedal signal condition BK_P is effective；
Condition 4b：Calibration value -200 of downshift rotating speed ＜ the 5th, unit：Rpm,
Condition 4c：Downshift rotating speed≤slide downshift point correspondence engine speed；
The downshift rotating speed is the engine speed after downshift, and the calculation formula of the downshift rotating speed is as follows：
Downshift rotating speed=engine actual measurement rotating speed/calibration coefficient；
Step 5, triggering shift to an earlier date downshift, gear is dropped to N-1 gears from current N gears, and N is positive integer, and A >=N >=2, its
In, A is the highest gear of vehicle, and return to step 3；When meeting any one in following condition 5a~5e, then enter step
Rapid 6；
Condition 5a：The calibration value of accelerator pedal signal AC_P time delay >=the 6th；
Condition 5b：Driving model is not kept off or not in ECO patterns in D；
Condition 5c：Gear drops to 1 gear；
Condition 5d：ABS works；
Condition 5e：The calibration value of engine speed >=the 5th；
Step 6, exit brake auxiliary.
In the step 1 and step 4：
When the brake pedal signal condition BK_P is 1, then it represents that brake pedal signal condition BK_P is effective；
When the brake pedal signal condition BK_P is 0, then it represents that brake pedal signal condition BK_P is invalid.
In the step 2：
When the accelerator pedal signal AC_P is 1, then it represents that accelerator pedal signal AC_P is effective；
When the accelerator pedal signal AC_P is 0, then it represents that accelerator pedal signal AC_P is invalid.
Beneficial effects of the present invention：
(1) logic of brake auxiliary is simplified, makes demarcation more flexible and changeable and is easily understood, and reduces and much patrols
Collect and calculate, implementation effect is sensitiveer；May also be used for solving brake hard easily stop working, brake after low gear accelerate powerless etc. drive
Sex chromosome mosaicism；
(2) more flexible and convenient the intention of user can be recognized, according to judging that deceleration size recognizes the big of brake force
It is small, so as to change different downshift amounts in advance；
(3) simplify into the decision condition exited, main decision condition has：Shift signal (GP), brake pedal signal
(BK_P), accelerator pedal signal (AC_P), mode signal (MD), deceleration signal (ACC) and ABS signals, can allow brake auxiliary
Help more directly perceived into exit criteria, be easy to monitor and demarcate.
Brief description of the drawings
Fig. 1 is flow chart of the invention；
Fig. 2 is fundamental diagram of the present invention.
Embodiment
The invention will be further described below in conjunction with the accompanying drawings.
Brake Auxiliary Principle：So-called brake miscellaneous function is exactly to be robbed using speed changer when braking from high gear to low gear
Gear, the auxiliary passive security braked using gear is controlled.
The brake auxiliary control method of automatic transmission of the present invention as shown in Figure 1, comprises the following steps：
Step 1, judge whether brake pedal signal condition BK_P is changed into effective from invalid, if, then it represents that user has system
Dynamic demand, then into step 2, if it is not, then performing step 1.
Step 2, compare and judge, when meeting following condition 2a~2g simultaneously, referring to table 1, then into step 3, otherwise
Into step 6.
Condition 2a：Accelerator pedal signal AC_P is effective.
Condition 2b：Driving model is that D is kept off and in ECO patterns.
Condition 2c：The calibration value of speed >=first is (such as：50km/h).
Condition 2d：The second calibration values of deceleration ACC ＜ are (such as：3km/h/200ms).
Condition 2e：The calibration value of brake pedal signal condition BK_P duration >=the 3rd is (such as：800ms).
Condition 2f：The calibration values of gear ＞ the 4th are (such as：1 gear).
Condition 2g：ABS does not work.
Table 1
Step 3, upshift operation are prevented from, it is allowed to perform normal downshift or keep current shift.
Step 4, calculating downshift rotating speed, and compare and judge, when meeting following condition 4a~4c simultaneously, referring to table 2, enter
Enter step 5, otherwise return to step 3.
Condition 4a：Brake pedal signal condition BK_P is effective.
Condition 4b：The calibration values of downshift rotating speed ＜ the 5th are (such as：6300rpm) -200, unit：rpm.
Condition 4c：Downshift rotating speed≤slide downshift point correspondence engine speed.
Table 2
The downshift rotating speed is the engine speed after downshift, and the calculation formula of the downshift rotating speed is as follows：
Downshift rotating speed=engine actual measurement rotating speed/calibration coefficient.
Wherein：Corresponding relation between calibration coefficient and gear, referring to table 3：
| Gear | Calibration coefficient (on the occasion of) |
| 6-5 | Calibration value a |
| 5-4 | Calibration value b |
| 4-3 | Calibration value c |
| 3-2 | Calibration value d |
| 2-1 | Calibration value e |
Table 3
Referring to table 4, the corresponding relation slided between downshift point correspondence engine speed and gear：
Table 4
Step 5, triggering shift to an earlier date downshift, gear is dropped to N-1 gears from current N gears, and N is positive integer, and A >=N >=2, its
In, A is the highest gear of vehicle, and return to step 3；When meeting any one in following condition 5a~5e, referring to table 5,
Then enter step 6.
Condition 5a：The calibration value of accelerator pedal signal AC_P time delay >=the 6th is (such as：2s).
Condition 5b：Driving model is not kept off or not in ECO patterns in D.
Condition 5c：Gear drops to 1 gear.
Condition 5d：ABS works.
Condition 5e：The calibration value of engine speed >=the 5th is (such as：6300rpm).
Table 5
Step 6, exit brake auxiliary.
In heretofore described step 1 and step 4：When the brake pedal signal condition BK_P is 1, then it represents that brake is stepped on
Partitioned signal state BK_P is effective；The brake pedal signal condition BK_P be 0 when, then it represents that brake pedal signal condition BK_P without
Effect.
In heretofore described step 2：When the accelerator pedal signal AC_P is 1, then it represents that accelerator pedal signal AC_P
To be effective；When the accelerator pedal signal AC_P is 0, then it represents that accelerator pedal signal AC_P is invalid.
The step 4 in the present invention is illustrated with example below：
For example：Referring to table 6, the corresponding relation between some 6AT gear engine speed corresponding with sliding downshift point；
Table 6
When this car is travelled in 6 gears with 150km/h speed per hour, engine speed is 3100rpm, and brake is stepped on suddenly
(i.e. condition 4a satisfactions), it is assumed that calibration coefficient is 3, according to formula：Downshift rotating speed=engine actual measurement rotating speed/calibration coefficient
[rpm] can be calculated：Downshift rotating speed=3100/3=1033<1350 (i.e. condition 4c satisfactions), and downshift rotating speed<6300-200
(i.e. condition 4b satisfactions), now performs step 5, vehicle can change to 5 gears at once, and make car with counter drag of engine oil-break progress
Slow down, auxiliary brake carry out effective brake.Vehicle is kept off from 5 gears -4, and 4 gears -3 are kept off, and 3, which keep off -2, keeps off, and the gear of 2 gear -1 and 6 keeps off -5 gears
Implementation procedure is consistent.
Heretofore described calibration coefficient can flexibly carry out demarcation processing, as shown in table 7 to table 10：
Example 1, do not enter brake auxiliary (referring to Fig. 2)：
| Gear | Calibration coefficient (on the occasion of) |
| 6-5 | 1 |
| 5-4 | 1 |
| 4-3 | 1 |
| 3-2 | 1 |
| 2-1 | 1 |
Table 7
Example 2, into brake auxiliary 1, that is, it is so-called it is light braking (referring to Fig. 2)：
| Gear | Calibration coefficient (on the occasion of) |
| 6-5 | 1.3 |
| 5-4 | 1.3 |
| 4-3 | 1.3 |
| 3-2 | 1.3 |
| 2-1 | 1.3 |
Table 8
It is example 3, dynamic (referring to Fig. 2) into brake auxiliary 2, that is, so-called recasting：
| Gear | Calibration coefficient (on the occasion of) |
| 6-5 | 3 |
| 5-4 | 3 |
| 4-3 | 3 |
| 3-2 | 3 |
| 2-1 | 3 |
Table 9
Example 4, it can also only operate in high gear auxiliary braking (referring to Fig. 2)：
| Gear | Calibration coefficient (on the occasion of) |
| 6-5 | 3 |
| 5-4 | 3 |
| 4-3 | 1 (not entering brake auxiliary) |
| 3-2 | 1 (not entering brake auxiliary) |
| 2-1 | 1 (not entering brake auxiliary) |
Table 10
Claims (3)
1. the brake auxiliary control method of a kind of automatic transmission, it is characterised in that comprise the following steps：
Step 1, judge whether brake pedal signal condition BK_P is changed into effective from invalid, if, then it represents that user has braking
Demand, then into step 2, if it is not, then performing step 1；
Step 2, compare and judge, when meeting following condition 2a~2g simultaneously, then into step 3, otherwise into step 6；
Condition 2a：Accelerator pedal signal AC_P is effective；
Condition 2b：Driving model is that D is kept off and in ECO patterns；
Condition 2c：The calibration value of speed >=first；
Condition 2d：Deceleration ACC the second calibration values of ＜；
Condition 2e：The calibration value of brake pedal signal condition BK_P duration >=the 3rd；
Condition 2f：The calibration values of gear ＞ the 4th；
Condition 2g：ABS does not work；
Step 3, upshift operation are prevented from, it is allowed to perform normal downshift or keep current shift；
Step 4, downshift rotating speed is calculated, and compare and judge, when meeting following condition 4a~4c simultaneously, into step 5, otherwise
Return to step 3；
Condition 4a：Brake pedal signal condition BK_P is effective；
Condition 4b：Calibration value -200 of downshift rotating speed ＜ the 5th, unit：Rpm,
Condition 4c：Downshift rotating speed≤slide downshift point correspondence engine speed；
The downshift rotating speed is the engine speed after downshift, and the calculation formula of the downshift rotating speed is as follows：
Downshift rotating speed=engine actual measurement rotating speed/calibration coefficient；
Step 5, triggering shift to an earlier date downshift, gear is dropped to N-1 gears from current N gears, and N is positive integer, and A >=N >=2, wherein, A
For the highest gear of vehicle, and return to step 3；When meeting any one in following condition 5a~5e, then into step 6；
Condition 5a：The calibration value of accelerator pedal signal AC_P time delay >=the 6th；
Condition 5b：Driving model is not kept off or not in ECO patterns in D；
Condition 5c：Gear drops to 1 gear；
Condition 5d：ABS works；
Condition 5e：The calibration value of engine speed >=the 5th；
Step 6, exit brake auxiliary.
2. the brake auxiliary control method of automatic transmission according to claim 1, it is characterised in that：The step 1 and
In step 4：
When the brake pedal signal condition BK_P is 1, then it represents that brake pedal signal condition BK_P is effective；
When the brake pedal signal condition BK_P is 0, then it represents that brake pedal signal condition BK_P is invalid.
3. the brake auxiliary control method of automatic transmission according to claim 1 or 2, it is characterised in that：The step 2
In：
When the accelerator pedal signal AC_P is 1, then it represents that accelerator pedal signal AC_P is effective；
When the accelerator pedal signal AC_P is 0, then it represents that accelerator pedal signal AC_P is invalid.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610006580.4A CN105650266B (en) | 2016-01-04 | 2016-01-04 | The brake auxiliary control method of automatic transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610006580.4A CN105650266B (en) | 2016-01-04 | 2016-01-04 | The brake auxiliary control method of automatic transmission |
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| CN105650266A CN105650266A (en) | 2016-06-08 |
| CN105650266B true CN105650266B (en) | 2017-08-25 |
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| CN201610006580.4A Active CN105650266B (en) | 2016-01-04 | 2016-01-04 | The brake auxiliary control method of automatic transmission |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110281863B (en) * | 2019-06-28 | 2022-09-06 | 重庆长安汽车股份有限公司 | Automobile starting control method and computer readable storage medium |
| CN113147410A (en) * | 2021-05-20 | 2021-07-23 | 广东高标电子科技有限公司 | E-ABS control method for small electric vehicle |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH10184877A (en) * | 1996-12-24 | 1998-07-14 | Toyota Motor Corp | Controller for stepped transmission |
| JP4649941B2 (en) * | 2004-10-18 | 2011-03-16 | トヨタ自動車株式会社 | Vehicle control device |
| CN101885332B (en) * | 2010-06-22 | 2012-08-29 | 重庆长安汽车股份有限公司 | Brake auxiliary control method of automobile AT transmission |
| CN102537312B (en) * | 2011-12-31 | 2015-04-01 | 重庆长安汽车股份有限公司 | Method for controlling automatic transmission to downshift after braking |
| DE102013212364A1 (en) * | 2013-06-27 | 2014-12-31 | Zf Friedrichshafen Ag | Method and apparatus for generating an emergency braking signal for a vehicle and method for initiating an emergency braking operation of a vehicle |
| JP2016027278A (en) * | 2014-06-30 | 2016-02-18 | アイシン精機株式会社 | Control device of vehicle and drive system of vehicle |
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