CN110239504B - Method and device for controlling clutch in power upshift process - Google Patents

Method and device for controlling clutch in power upshift process Download PDF

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Publication number
CN110239504B
CN110239504B CN201810186387.2A CN201810186387A CN110239504B CN 110239504 B CN110239504 B CN 110239504B CN 201810186387 A CN201810186387 A CN 201810186387A CN 110239504 B CN110239504 B CN 110239504B
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clutch
gear
rotation speed
input shaft
rotating speed
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CN110239504A (en
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焦伟
冯巍
侯伟
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

The invention discloses a method and a device for controlling a clutch in a power upshift process, wherein the method comprises the following steps: responding to a power gear-up instruction, and acquiring the rotating speed of an engine, the rotating speed of an input shaft corresponding to a current gear to be engaged and the rotating speed of an input shaft corresponding to a gear to be engaged at a target moment; if the target rotation speed difference between the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged is larger than the preset threshold value, when the clutch to be disengaged is controlled in a self-adaptive mode, the preset threshold value is smaller than a first rotation speed difference between the current gear to be engaged and the rotation speed of the input shaft corresponding to the gear to be engaged. Therefore, when the abnormal separating time of the clutch to be separated is known by judging the target rotating speed difference at the target moment, and the clutch to be separated is adaptively controlled to be separated, the problem that the rotating speed difference between the driving part and the driven part of the clutch exceeds the normal rotating speed difference range and the transmission power is abnormal due to the abnormal separating time of the clutch to be separated is solved, and the driving feeling and the riding comfort are improved.

Description

Method and device for controlling clutch in power upshift process
Technical Field
The invention relates to the technical field of control of an automobile power system, in particular to a method and a device for controlling a clutch in a power upshift process.
Background
At present, more and more double-clutch transmissions are applied to automobiles, have the advantages of high transmission efficiency, no interruption of power in the gear shifting process and the like, and are different from manual transmissions in that two clutches in the double-clutch transmissions are connected with two input shafts, and the gear shifting and the clutch operation are realized by a mechanical electronic module integrating electronic and hydraulic elements. Popular explanation: a dual clutch transmission has two clutches, each connected to a different input shaft, e.g., one clutch controlling 1, 3, 5 gears; the other clutch controls gears 2, 4 and 6.
Generally, during a power upshift, a clutch in a dual clutch transmission transmits power by maintaining a speed differential between the driving and driven members that is within a normal speed differential range.
However, the inventor of the present invention has found that there is frequent power-up operation during the running of the vehicle, and during the power-up operation, there may be a case where the rotating speed difference between the clutch driving member and the clutch driven member is too small when the off-going clutch is disengaged too slowly, or a case where the rotating speed difference between the clutch driving member and the clutch driven member is too large when the off-going clutch is disengaged too quickly, that is, the rotating speed difference between the clutch driving member and the clutch driven member exceeds the normal rotating speed difference range due to too slow or too fast disengagement of the off-going clutch, and then the transmission power is abnormal, which further affects the driving feeling and the riding comfort.
Disclosure of Invention
The technical problem to be solved by the invention is to provide a method and a device for controlling a clutch in a power upshift process, after the result that the clutch to be separated is too slow or too fast is judged and the clutch to be separated is controlled to be separated in a self-adaptive manner, the problems that the rotating speed difference between a driving part and a driven part of the clutch exceeds the normal rotating speed difference range and the power transmission is abnormal due to the fact that the clutch to be separated is too slow or too fast are solved, and therefore the driving feeling and the riding comfort are improved.
In a first aspect, an embodiment of the present invention provides a method for controlling a clutch during a power upshift, where the method includes:
responding to a power gear-up instruction, and acquiring the rotating speed of an engine, the rotating speed of an input shaft corresponding to a current gear to be engaged and the rotating speed of an input shaft corresponding to a gear to be engaged at a target moment, wherein the target moment is the moment when a preset time period is elapsed after a torque item is finished;
obtaining a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged;
if the target rotation speed difference is larger than a preset threshold value, when the clutch to be separated is controlled to be separated in a self-adaptive mode, the preset threshold value is smaller than a first rotation speed difference, the first rotation speed difference is obtained according to the rotation speed of the input shaft corresponding to the current engaging gear and the rotation speed of the input shaft corresponding to the gear to be engaged, and the clutch to be separated is a clutch connected with the input shaft corresponding to the current engaging gear.
Preferably, when the adaptive control is used for disengaging the clutch to be disengaged, the adaptive control specifically comprises:
and the position of the clutch to be separated is adaptively adjusted, so that the time for separating the clutch to be separated is adaptively controlled.
Preferably, the specific step that the target rotation speed difference is greater than the preset threshold is as follows:
the target rotation speed difference is smaller than the first rotation speed difference and larger than a preset threshold; alternatively, the first and second electrodes may be,
the target difference in rotational speed is greater than the first difference in rotational speed.
Preferably, if the target difference in rotational speed is smaller than the first difference in rotational speed and the target difference in rotational speed is greater than a preset threshold, the adaptively controlling the clutch to be disengaged during disengagement specifically includes:
and reducing the time for separating the clutch to be separated.
Preferably, if the target difference in rotational speed is greater than the first difference in rotational speed, when the adaptive control is used to disengage the offgoing clutch, the method specifically includes:
increasing the disengagement time of the offgoing clutch.
In a second aspect, an embodiment of the present invention provides an apparatus for controlling a clutch during a power upshift, including:
the acquiring unit is used for responding to a power gear-up instruction, and acquiring the rotating speed of an engine, the rotating speed of an input shaft corresponding to a current gear to be engaged and the rotating speed of the input shaft corresponding to a gear to be engaged at a target moment, wherein the target moment is the moment when a preset time period is elapsed after a torque item is finished;
the obtaining unit is used for obtaining a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged;
and the control unit is used for adaptively controlling the separation of the clutch to be separated if the target rotation speed difference is greater than a preset threshold, wherein the preset threshold is smaller than a first rotation speed difference, the first rotation speed difference is obtained according to the rotation speed of the input shaft corresponding to the current engaged gear and the rotation speed of the input shaft corresponding to the gear to be engaged, and the clutch to be separated is a clutch connected with the input shaft corresponding to the current engaged gear.
Preferably, the control unit is specifically configured to:
and the position of the clutch to be separated is adaptively adjusted, so that the time for separating the clutch to be separated is adaptively controlled.
Preferably, the specific step that the target rotation speed difference is greater than the preset threshold is as follows:
the target rotation speed difference is smaller than the first rotation speed difference and larger than a preset threshold; alternatively, the first and second electrodes may be,
the target difference in rotational speed is greater than the first difference in rotational speed.
Preferably, if the target difference between the rotational speeds is smaller than the first difference between the rotational speeds and the target difference between the rotational speeds is greater than a preset threshold, the control unit is specifically configured to:
and reducing the time for separating the clutch to be separated.
Preferably, if the target difference in rotational speed is greater than the first difference in rotational speed, the control unit is specifically configured to:
increasing the disengagement time of the offgoing clutch.
Compared with the prior art, the invention has at least the following advantages:
by adopting the technical scheme of the embodiment of the invention, in response to a power upshift instruction, firstly, at a target moment after a preset time period is finished in a torque item, the rotating speed of an engine, the rotating speed of an input shaft corresponding to a current engaged gear and the rotating speed of an input shaft corresponding to a gear to be engaged are obtained; then, obtaining a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged; and judging whether the target rotation speed difference is greater than a preset threshold value, if so, when the separation of a clutch to be separated connected with the input shaft corresponding to the current engaging gear is controlled in a self-adaptive manner, wherein the preset threshold value is smaller than a first rotation speed difference obtained according to the rotation speed of the input shaft corresponding to the current engaging gear and the rotation speed of the input shaft corresponding to the gear to be engaged. Therefore, whether the to-be-separated clutch is separated too slowly or too fast is determined by judging whether the to-be-separated target rotation speed difference is larger than a preset threshold value at the target moment, and if the to-be-separated clutch is separated too slowly or too fast, when the to-be-separated clutch is adaptively controlled to be separated, the problem that the transmission power is abnormal because the rotation speed difference between the driving part and the driven part of the clutch exceeds a normal rotation speed difference range due to the fact that the to-be-separated clutch is separated too slowly or too fast is solved, and driving feeling and riding comfort are improved.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments described in the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a schematic diagram of a system framework involved in an application scenario according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart illustrating a method for clutch control during a power upshift process according to an embodiment of the present invention;
FIG. 3 is a schematic flow chart illustrating a method for clutch control during a power upshift in accordance with an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a device for controlling a clutch during a power upshift process according to an embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The inventor has found that, in general, during power up-shifting, the clutch in the dual clutch transmission transmits power by maintaining a certain speed difference between the driving member and the driven member, and the speed difference is in a normal speed difference range. However, during the running of the vehicle, there is frequent power up-shifting operation, in the process, too slow separation of the clutch to be separated may cause the rotating speed difference between the clutch driving and driven components to be too small, or too fast separation of the clutch to be separated may cause the rotating speed difference between the clutch driving and driven components to be too large, that is, too slow separation or too fast separation of the clutch to be separated causes the rotating speed difference between the clutch driving and driven components to exceed the normal rotating speed difference range, and then the transmitted power is abnormal, thereby affecting the driving feeling and the riding comfort.
In order to solve the problem, in the embodiment of the invention, in response to a power upshift instruction, firstly, at a target moment after a preset time period elapses after a torque item ends, the rotating speed of an engine, the rotating speed of an input shaft corresponding to a current engaged gear and the rotating speed of an input shaft corresponding to a gear to be engaged are acquired; then, obtaining a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged; and judging whether the target rotation speed difference is greater than a preset threshold value, if so, when the separation of a clutch to be separated connected with the input shaft corresponding to the current engaging gear is controlled in a self-adaptive manner, wherein the preset threshold value is smaller than a first rotation speed difference obtained according to the rotation speed of the input shaft corresponding to the current engaging gear and the rotation speed of the input shaft corresponding to the gear to be engaged. Therefore, whether the to-be-separated clutch is separated too slowly or too fast is determined by judging whether the to-be-separated target rotation speed difference is larger than a preset threshold value at the target moment, and if the to-be-separated clutch is separated too slowly or too fast, when the to-be-separated clutch is adaptively controlled to be separated, the problem that the transmission power is abnormal because the rotation speed difference between the driving part and the driven part of the clutch exceeds a normal rotation speed difference range due to the fact that the to-be-separated clutch is separated too slowly or too fast is solved, and driving feeling and riding comfort are improved.
For example, one of the scenarios of the embodiment of the present invention may be applied to the scenario shown in fig. 1. The scene includes a sensor 101, an electronic controller 102, and an offgoing clutch 103. In response to a power upshift instruction, at a target time, the electronic controller 102 acquires the rotating speed of the engine, the rotating speed of the input shaft corresponding to the current engaged gear and the rotating speed of the input shaft corresponding to the gear to be engaged through the sensor 101, wherein the target time is the time when a preset time period elapses after a torque item is finished; the electronic controller 102 obtains a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged; if the target rotation speed difference is greater than a preset threshold, when the electronic controller 102 adaptively controls the separation of the to-be-separated clutch 103, the preset threshold is smaller than a first rotation speed difference, the first rotation speed difference is obtained according to the rotation speed of the input shaft corresponding to the current engaged gear and the rotation speed of the input shaft corresponding to the to-be-engaged gear, and the to-be-separated clutch is a clutch connected with the input shaft corresponding to the current engaged gear.
It is to be understood that, in the above application scenarios, although the actions of the embodiments of the present invention are described as being performed by the controller 102, the present invention is not limited in terms of the subject of execution, as long as the actions disclosed in the embodiments of the present invention are performed.
It is to be understood that the above scenario is only one scenario example provided by the embodiment of the present invention, and the embodiment of the present invention is not limited to this scenario.
The following describes a specific implementation manner of the method and the device for controlling the clutch during the power upshift process according to the embodiment of the present invention in detail by using embodiments with reference to the accompanying drawings.
Exemplary method
Referring to FIG. 2, a flowchart of a method for clutch control during a power upshift in accordance with an embodiment of the present invention is shown. In this embodiment, the method may include, for example, the steps of:
step 201: and responding to a power upshift instruction, and acquiring the rotating speed of the engine, the rotating speed of the input shaft corresponding to the current engaged gear and the rotating speed of the input shaft corresponding to the gear to be engaged at a target time, wherein the target time is the time when a preset time period is elapsed after the torque item is finished.
It should be noted that, during the power upshift, the two phases of the torque phase and the speed phase can be divided. Wherein the torque phase, also called torque phase, at which the torque between the two clutches of the dual clutch transmission is exchanged, while the rotational speed of the engine is substantially unchanged; the speed phase, also called inertia phase, at which the two clutches of the dual clutch transmission have completed torque interchange, the rotational speed of the engine is gradually reduced, i.e. the rotational speed of the engine is gradually reduced from the rotational speed of the input shaft corresponding to the currently engaged gear to the rotational speed of the input shaft corresponding to the gear to be engaged. And the rotating speed of the input shaft corresponding to the current engaged gear is greater than that of the input shaft corresponding to the gear to be engaged.
Step 202: and obtaining a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged.
And the target rotating speed difference is equal to the difference between the rotating speed of the engine and the rotating speed of the input shaft corresponding to the gear to be engaged.
It should be noted that, under normal and ideal conditions, at a target time after a preset time period passes in the speed phase stage, the rotation speed of the engine should be smaller than the rotation speed of the input shaft corresponding to the current engaged gear and larger than the rotation speed of the input shaft corresponding to the gear to be engaged, and a target rotation speed difference between the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged should be within a certain range, that is, the target rotation speed difference should not be greater than a preset threshold, where the preset time period and the preset threshold are both set empirically. For example, when the accelerator is used to raise the accelerator to the second gear by 3, normally, at the target time after the preset time period passes in the speed phase, the rotation speed of the engine is smaller than the rotation speed of the input shaft corresponding to the second gear and larger than the rotation speed of the input shaft corresponding to the third gear, and the target rotation speed difference between the rotation speed of the engine and the rotation speed of the input shaft corresponding to the third gear should be smaller than a preset threshold.
Therefore, to determine an abnormal ideal condition, i.e., an abnormal condition, it is determined whether the abnormal condition exists by obtaining the rotation speed of the engine at the target time and the rotation speed of the input shaft corresponding to the gear to be engaged, calculating the difference between the two rotation speeds, i.e., the target difference in rotation speed in step 202, and determining whether the target difference in rotation speed is greater than a preset threshold.
Step 203: if the target rotation speed difference is larger than a preset threshold value, when the clutch to be separated is controlled to be separated in a self-adaptive mode, the preset threshold value is smaller than a first rotation speed difference, the first rotation speed difference is obtained according to the rotation speed of the input shaft corresponding to the current engaging gear and the rotation speed of the input shaft corresponding to the gear to be engaged, and the clutch to be separated is a clutch connected with the input shaft corresponding to the current engaging gear.
It should be noted that, the target rotation speed difference being greater than the preset threshold indicates that the engine is in an abnormal condition, and it can be known from the change condition of the engine rotation speed in the above mentioned normal ideal condition that the preset threshold is less than the first rotation speed difference between the rotation speed of the input shaft corresponding to the current engaged gear and the rotation speed of the input shaft corresponding to the gear to be engaged, so that the abnormal condition can be known to be divided into two types, the first type is that the rotation speed of the engine at the target moment is lower than the rotation speed of the input shaft corresponding to the current engaged gear, but the target rotation speed difference is greater than the preset threshold, that is, the target rotation speed difference is greater than the preset threshold and less than the first rotation speed difference; the second is that the rotating speed of the engine at the target moment is higher than the rotating speed of the input shaft corresponding to the currently engaged gear, that is, the target rotating speed difference is greater than the first rotating speed difference, and at this time, the target rotating speed difference is certainly greater than the preset threshold value. Therefore, in this embodiment, the target difference is greater than a preset threshold, specifically, the target difference is smaller than the first difference and the target difference is greater than a preset threshold or the target difference is greater than the first difference.
It should be noted that, the abnormal conditions represented by the target rotating speed difference being greater than the preset threshold can be divided into two types, and the reasons for the two types of conditions are analyzed to solve the abnormal conditions.
In the first case, that is, the target rotational speed difference is smaller than the first rotational speed difference and is greater than the preset threshold, the rotational speed of the engine at the current engaged gear is lower than the rotational speed of the input shaft corresponding to the current engaged gear, that is, in the process of disengaging the clutch to be disengaged, at the target time, the target rotational speed difference between the rotational speed of the engine and the rotational speed of the input shaft corresponding to the gear to be engaged is greater than the preset threshold, so that it can be seen that the clutch to be disengaged is too slow to disengage, and the disengagement time is too long, so that the rotational speed of the engine is reduced but not reduced to a proper rotational speed, and the rotational speed difference between the rotational speed of the engine and the rotational speed of the input shaft corresponding to the gear to be engaged cannot be within a certain range. In this case, the step of adaptively controlling the disengagement of the off-going clutch may specifically be, for example: and reducing the time for separating the clutch to be separated.
If the second condition is that the target rotation speed difference is greater than the first rotation speed difference, the current engaged gear corresponds to the clutch connected with the input shaft, that is, in the process of disengaging the clutch to be disengaged, the rotation speed of the engine is still higher than the rotation speed of the input shaft corresponding to the current engaged gear at the target moment, so that it can be known that the clutch to be disengaged is too fast to disengage, and the disengagement time is too short, so that the rotation speed of the input shaft corresponding to the current engaged gear is not controlled by the rotation speed of the engine to be raised, and the rotation speed difference between the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged cannot be within a certain range. In this case, the step of adaptively controlling the disengagement of the off-going clutch may specifically be, for example: increasing the disengagement time of the offgoing clutch.
For example, when the accelerator is used for increasing the gear 2 to the gear 3, at a target time, the rotation speed of the engine is a, the rotation speed of the input shaft corresponding to the gear 2 is P, the rotation speed of the input shaft corresponding to the gear 3 is Q, and a preset threshold value is N, where N < P-Q, and if Q + N < a < P, that is, N > a-Q < P-Q, the first condition is indicated, that is, the target rotation speed difference is smaller than the first rotation speed difference and the target rotation speed difference is greater than the preset threshold value, at this time, the clutch connected to the input shaft corresponding to the gear 2 is too slow to be disengaged, and the disengagement time of the clutch needs to be reduced; if a > P, i.e., a-Q > P-Q > N, indicates the second case, i.e., the target speed difference is greater than the first speed difference, and the disengagement time of the clutch is required to be reduced because the 2-gear corresponding input shaft clutch is disengaged too quickly.
It should be noted that, in either the first case where the offgoing clutch is too slow to be disengaged or the second case where the offgoing clutch is too fast to be disengaged, the position of the offgoing clutch may be adaptively adjusted, so that the offgoing clutch is not too fast or too slow to be disengaged when the offgoing clutch is adaptively controlled to be disengaged. In some embodiments of this embodiment, the step 203 may specifically be, for example: and the position of the clutch to be separated is adaptively adjusted, so that the time for separating the clutch to be separated is adaptively controlled.
Through various implementation manners provided by the embodiment, in response to a power upshift instruction, firstly, at a target moment after a preset time period elapses after a torque item is finished, the rotating speed of an engine, the rotating speed of an input shaft corresponding to a current engaged gear and the rotating speed of an input shaft corresponding to a gear to be engaged are acquired; then, obtaining a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged; and judging whether the target rotation speed difference is greater than a preset threshold value, if so, when the separation of a clutch to be separated connected with the input shaft corresponding to the current engaging gear is controlled in a self-adaptive manner, wherein the preset threshold value is smaller than a first rotation speed difference obtained according to the rotation speed of the input shaft corresponding to the current engaging gear and the rotation speed of the input shaft corresponding to the gear to be engaged. Therefore, whether the to-be-separated clutch is separated too slowly or too fast is determined by judging whether the to-be-separated target rotation speed difference is larger than a preset threshold value at the target moment, and if the to-be-separated clutch is separated too slowly or too fast, when the to-be-separated clutch is adaptively controlled to be separated, the problem that the transmission power is abnormal because the rotation speed difference between the driving part and the driven part of the clutch exceeds a normal rotation speed difference range due to the fact that the to-be-separated clutch is separated too slowly or too fast is solved, and driving feeling and riding comfort are improved.
Referring to FIG. 3, for example, a 2-gear upshift and a 3-gear upshift, during the upshift, t0-t1The time period is a torque phase period t1-t2The time period is a speed phase, and the following embodiment is used to describe in detail the specific implementation manner of the method for controlling the clutch during the power upshift process in the embodiment of the present invention in practical application.
Referring to FIG. 3, a flow diagram of another method of clutch control during a power upshift in accordance with an embodiment of the present invention is shown. In this embodiment, the method may include, for example, the steps of:
step 301: in response to additionAccelerator 2 gear up 3 gear command at tmAt the moment, the rotating speed of the engine, the rotating speed of the input shaft corresponding to the 2 gear and the rotating speed of the input shaft corresponding to the 3 gear are obtained, and tmAt a time t1And (5) the moment after the preset time period m.
Step 302: and obtaining a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the 3 gear.
Step 303: and obtaining a first speed difference according to the rotating speed of the input shaft corresponding to the 2-gear and the rotating speed of the input shaft corresponding to the 3-gear.
Step 304: judging whether the target rotation speed difference is greater than the first rotation speed difference, if so, entering step 505; if not, go to step 506.
Step 305: the position of the clutch connected with the input shaft corresponding to the engaging gear 2 is adjusted, so that the time for separating the clutch connected with the input shaft corresponding to the engaging gear 2 is increased.
Step 306: and judging whether the target rotation speed difference is greater than a preset threshold value, if so, entering step 307, wherein the preset threshold value is smaller than the first rotation speed difference.
Step 307: the position of the clutch connected with the input shaft corresponding to the engaging gear 2 is adjusted, so that the time for separating the clutch connected with the input shaft corresponding to the engaging gear 2 is reduced.
Through various implementation manners provided by the embodiment, in response to a power upshift instruction, firstly, at a target moment after a preset time period elapses after a torque item is finished, the rotating speed of an engine, the rotating speed of an input shaft corresponding to a current engaged gear and the rotating speed of an input shaft corresponding to a gear to be engaged are acquired; then, obtaining a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged; and judging whether the target rotation speed difference is greater than a preset threshold value, if so, when the separation of a clutch to be separated connected with the input shaft corresponding to the current engaging gear is controlled in a self-adaptive manner, wherein the preset threshold value is smaller than a first rotation speed difference obtained according to the rotation speed of the input shaft corresponding to the current engaging gear and the rotation speed of the input shaft corresponding to the gear to be engaged. Therefore, whether the to-be-separated clutch is separated too slowly or too fast is determined by judging whether the to-be-separated target rotation speed difference is larger than a preset threshold value at the target moment, and if the to-be-separated clutch is separated too slowly or too fast, when the to-be-separated clutch is adaptively controlled to be separated, the problem that the transmission power is abnormal because the rotation speed difference between the driving part and the driven part of the clutch exceeds a normal rotation speed difference range due to the fact that the to-be-separated clutch is separated too slowly or too fast is solved, and driving feeling and riding comfort are improved.
Exemplary device
Referring to fig. 4, a schematic diagram of a clutch control device during a power upshift according to an embodiment of the present invention is shown. In this embodiment, the apparatus may specifically include:
the acquiring unit 401 is configured to acquire, in response to a power upshift instruction, a rotation speed of an engine, a rotation speed of an input shaft corresponding to a current engaged gear, and a rotation speed of an input shaft corresponding to a gear to be engaged at a target time, where the target time is a time when a preset time period elapses after a torque item ends;
an obtaining unit 402, configured to obtain a target rotation speed difference according to a rotation speed of the engine and a rotation speed of an input shaft corresponding to the gear to be engaged;
a control unit 403, configured to, if the target rotation speed difference is greater than a preset threshold, when adaptively controlling the disengagement of the to-be-disengaged clutch, where the preset threshold is smaller than a first rotation speed difference, the first rotation speed difference is obtained according to the rotation speed of the input shaft corresponding to the current engaged gear and the rotation speed of the input shaft corresponding to the to-be-engaged gear, and the to-be-disengaged clutch is a clutch connected to the input shaft corresponding to the current engaged gear.
Optionally, the control unit 403 is specifically configured to:
and the position of the clutch to be separated is adaptively adjusted, so that the time for separating the clutch to be separated is adaptively controlled.
Optionally, the target difference is greater than a preset threshold, specifically, the target difference is smaller than the first difference and the target difference is greater than the preset threshold, or the target difference is greater than the first difference.
Optionally, if the target speed difference is smaller than the first speed difference and the target speed difference is larger than a preset threshold, the control unit 403 is specifically configured to:
and reducing the time for separating the clutch to be separated.
Optionally, if the target rotational speed difference is greater than the first rotational speed difference, the control unit 403 is specifically configured to:
increasing the disengagement time of the offgoing clutch.
Through various implementation manners provided by the embodiment, in response to a power upshift instruction, firstly, at a target moment after a preset time period elapses after a torque item is finished, the rotating speed of an engine, the rotating speed of an input shaft corresponding to a current engaged gear and the rotating speed of an input shaft corresponding to a gear to be engaged are acquired; then, obtaining a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged; and judging whether the target rotation speed difference is greater than a preset threshold value, if so, when the separation of a clutch to be separated connected with the input shaft corresponding to the current engaging gear is controlled in a self-adaptive manner, wherein the preset threshold value is smaller than a first rotation speed difference obtained according to the rotation speed of the input shaft corresponding to the current engaging gear and the rotation speed of the input shaft corresponding to the gear to be engaged. Therefore, whether the to-be-separated clutch is separated too slowly or too fast is determined by judging whether the to-be-separated target rotation speed difference is larger than a preset threshold value at the target moment, and if the to-be-separated clutch is separated too slowly or too fast, when the to-be-separated clutch is adaptively controlled to be separated, the problem that the transmission power is abnormal because the rotation speed difference between the driving part and the driven part of the clutch exceeds a normal rotation speed difference range due to the fact that the to-be-separated clutch is separated too slowly or too fast is solved, and driving feeling and riding comfort are improved.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The foregoing is merely a preferred embodiment of the invention and is not intended to limit the invention in any manner. Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make numerous possible variations and modifications to the present teachings, or modify equivalent embodiments to equivalent variations, without departing from the scope of the present teachings, using the methods and techniques disclosed above. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention are still within the scope of the protection of the technical solution of the present invention, unless the contents of the technical solution of the present invention are departed.

Claims (2)

1. A method of clutch control during a power upshift, comprising:
responding to a power gear-up instruction, and acquiring the rotating speed of an engine, the rotating speed of an input shaft corresponding to a current gear to be engaged and the rotating speed of an input shaft corresponding to a gear to be engaged at a target moment, wherein the target moment is the moment when a preset time period is elapsed after a torque item is finished;
obtaining a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged;
if the target rotating speed difference is smaller than the first rotating speed difference and the target rotating speed difference is larger than a preset threshold value, reducing the time for separating the clutch to be separated;
if the target rotating speed difference is larger than the first rotating speed difference, increasing the time for separating the clutch to be separated; the preset threshold value is smaller than the first speed difference, the first speed difference is obtained according to the rotating speed of the input shaft corresponding to the current engaged gear and the rotating speed of the input shaft corresponding to the gear to be engaged, and the clutch to be disengaged is a clutch connected with the input shaft corresponding to the current engaged gear.
2. An apparatus for clutch control during a power upshift, comprising:
the acquiring unit is used for responding to a power gear-up instruction, and acquiring the rotating speed of an engine, the rotating speed of an input shaft corresponding to a current gear to be engaged and the rotating speed of the input shaft corresponding to a gear to be engaged at a target moment, wherein the target moment is the moment when a preset time period is elapsed after a torque item is finished;
the obtaining unit is used for obtaining a target rotation speed difference according to the rotation speed of the engine and the rotation speed of the input shaft corresponding to the gear to be engaged;
the control unit is used for reducing the time for separating the clutch to be separated if the target rotating speed difference is smaller than the first rotating speed difference and the target rotating speed difference is larger than a preset threshold value;
if the target rotating speed difference is larger than the first rotating speed difference, increasing the time for separating the clutch to be separated; the preset threshold value is smaller than the first speed difference, the first speed difference is obtained according to the rotating speed of the input shaft corresponding to the current engaged gear and the rotating speed of the input shaft corresponding to the gear to be engaged, and the clutch to be disengaged is a clutch connected with the input shaft corresponding to the current engaged gear.
CN201810186387.2A 2018-03-07 2018-03-07 Method and device for controlling clutch in power upshift process Active CN110239504B (en)

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