CN113464641B - Automatic gearbox clutch torque control system and control method thereof - Google Patents
Automatic gearbox clutch torque control system and control method thereof Download PDFInfo
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- CN113464641B CN113464641B CN202110514642.3A CN202110514642A CN113464641B CN 113464641 B CN113464641 B CN 113464641B CN 202110514642 A CN202110514642 A CN 202110514642A CN 113464641 B CN113464641 B CN 113464641B
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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
- F16H61/04—Smoothing ratio shift
- F16H61/0437—Smoothing ratio shift by using electrical signals
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The invention discloses a clutch torque control system of an automatic gearbox, which comprises an operating parameter acquisition module, a target clutch torque control module and a clutch, wherein the target clutch torque calculation module is respectively connected with the operating parameter acquisition module and the clutch; the operating parameter acquisition module is used for acquiring operating parameters of the engine and the clutch; the target clutch torque control module comprises a target engine rotating speed calculation module, a clutch driven end inertia torque calculation module, a clutch torque regulating quantity calculation module, a driving system control torque calculation module and a target clutch torque calculation module. The invention also provides a control method of the automatic gearbox clutch torque control system, which comprises the steps of obtaining the running parameters of the engine and the clutch, calculating the target clutch torque, adjusting the clutch engaging and disengaging degree of the clutch and carrying out PID feedback control on the actual clutch torque. The invention eliminates the torque fluctuation impact and improves the comfort; the dynamic response of the torque is improved.
Description
Technical Field
The invention relates to the technical field of torque control of gearboxes, in particular to a torque control system of a clutch of an automatic gearbox and a control method thereof.
Background
For torque control of an automatic transmission clutch, the most direct solution is to control the torque completely according to the output torque of an engine, and although the control realizes complete transmission of torque, the control is easy to impact caused by torque fluctuation, so that the service life of the clutch and the driving comfort are seriously influenced. Therefore, the currently popular solution is to perform a simple micro-slip control of the clutch, typically a PID control with the clutch speed differential as an input. Although the transmission impact is reduced, the scheme has slow dynamic response and poor control effect under the conditions of frequent fluctuation of the engine torque and low precision.
Chinese patent CN102278391B discloses a clutch control method based on rotation speed, which adopts a clutch MAP control strategy in the clutch slipping stage, carries out MAP table look-up calculation according to clutch output torque and the rotation speed difference of a clutch input shaft and an output shaft, controls the position of the clutch, judges the driving intention of a driver according to the size of an engine throttle and the change rate thereof and outputs a clutch rotation speed target value curve. And the target value and the actual value of the rotating speed of the clutch are calculated by PID to finely adjust the position of the clutch. The patent controls the clutch based on MAP lookup calculations, which do not take into account the effects of inertia torque.
Chinese patent CN109131304A discloses a method, a system and a device for coordinated control of an engine and a clutch during a gear shift process, wherein a target engine speed is calculated by introducing a clutch slip ratio and an engine idle speed, the target engine speed and an output torque of an engine flywheel end are used as inputs, and an opening degree of an accelerator is obtained by querying a pre-stored engine torque characteristic curve. The patent calculates the clutch opening from the output torque of the flywheel end of the engine, and realizes the separation and combination actions of the clutch through the pressure applied to the clutch, and although the calculation of the torque is involved, whether the calculation of the inertia torque is involved or not is not specified in detail.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a clutch torque control system of an automatic gearbox and a control method thereof, aiming at the situation that the clutch is in a micro-friction state, the system and the method realize the micro-friction transmission of the clutch taking the friction rotating speed as the target through the dynamic control of the torque of the target clutch, eliminate the impact caused by the torque fluctuation on the basis of ensuring higher transmission efficiency, and simultaneously have higher dynamic response and anti-interference capability, thereby improving the driving comfort.
In order to achieve the aim, the invention provides a clutch torque control system of an automatic gearbox, which comprises an operation parameter acquisition module, a target clutch torque control module and a clutch, wherein the operation parameter acquisition module is used for acquiring the operation parameter of the clutch;
the operating parameter acquisition module is used for acquiring operating parameters of the engine and the clutch, including altitude, accelerator opening, engine water temperature, manual speed change switch state, engine load, actual engine rotating speed, actual engine torque and actual clutch torque;
the target clutch torque control module comprises a target engine rotating speed calculation module, a clutch driven end inertia torque calculation module, a clutch torque regulation amount calculation module, a driving system control torque calculation module and a target clutch torque calculation module;
the clutch driven end inertia torque calculation module is used for obtaining clutch driven end inertia torque according to the target engine rotating speed;
the clutch torque regulating quantity calculating module is used for carrying out proportional differential control according to the difference between the target engine rotating speed and the actual engine rotating speed to obtain clutch torque regulating quantity;
the driving system control torque calculation module is used for obtaining the inertia torque of the driving end of the clutch according to the actual engine torque and obtaining the driving system control torque according to the inertia torque of the driving end of the clutch and the actual torque loss of the clutch;
the target clutch torque calculation module is used for obtaining target clutch torque according to actual engine torque, driving system control torque, clutch driven end inertia torque and clutch torque adjustment quantity.
Further, the target engine speed calculation module is used for obtaining a maximum value of a target starting speed and a target clutch speed, wherein the target clutch speed is the sum of the target micro-friction speed and a target clutch speed initial value.
Further, the target engine rotation speed calculation module comprises a target micro-slip rotation speed calculation module and a target clutch rotation speed initial value calculation module, the target micro-slip rotation speed calculation module is used for calibrating a target micro-slip rotation speed according to the engine load, and the target clutch rotation speed initial value calculation module is used for obtaining a target clutch rotation speed initial value according to the clutch rotation speed calculation model.
The invention also provides a control method based on the automatic gearbox clutch torque control system, which comprises the following steps:
obtaining operating parameters of an engine and a clutch, and respectively obtaining inertia torque of a driven end of the clutch, engine speed difference, inertia torque of a driving end of the clutch, actual clutch torque loss and actual engine torque;
carrying out proportional differential control on the engine speed difference to obtain a clutch torque adjustment quantity based on the engine speed difference;
acquiring the difference between the inertia torque of the driving end of the clutch and the actual torque loss of the clutch, and obtaining the control torque of a driving system through low-pass filtering;
obtaining target clutch torque according to the actual engine torque, the driving system control torque, the clutch driven end inertia torque and the clutch torque regulating quantity;
and adjusting the clutch degree of the clutch to enable the actual clutch torque to follow the target clutch torque.
Further, the operating parameters of the engine and the clutch include altitude, throttle opening, engine water temperature, manual transmission switch state, engine load, actual engine speed, actual engine torque, and actual clutch torque.
The method for determining the target clutch torque further comprises the steps of subtracting the sum of the clutch passive end inertia torque and the clutch torque adjusting quantity from the sum of the actual engine torque and the driving system control torque to obtain a target clutch torque initial value, obtaining a target clutch torque limit value of the current calculation period according to the target clutch torque of the previous calculation period and the limit value of the target clutch torque change rate, and carrying out limit value processing on the target clutch torque initial value to obtain the target clutch torque.
Further, the method for determining the inertia torque of the driven end of the clutch comprises the steps of obtaining an initial value of the inertia torque of the driven end of the clutch according to a target engine speed and an inertia torque calculation model, and then carrying out low-pass filtering on the initial value of the inertia torque of the driven end of the clutch; the method for determining the inertia torque of the driving end of the clutch comprises the step of obtaining the inertia torque according to an actual engine rotating speed and an inertia torque calculation model.
Further, the target engine speed obtaining method comprises the step of obtaining the maximum value of the target starting speed and the target clutch speed.
Further, the method for determining the target clutch rotation speed comprises the steps of calibrating the target micro-friction rotation speed according to the engine load, obtaining a target clutch rotation speed initial value according to the clutch rotation speed calculation model, and taking the sum of the target micro-friction rotation speed and the target clutch rotation speed initial value.
Furthermore, the method for determining the target starting rotating speed comprises the steps of calibrating a first target starting rotating speed according to the altitude, calibrating a second target starting rotating speed according to the accelerator opening, calibrating a third target starting rotating speed according to the water temperature of the engine, calibrating a fourth target starting rotating speed according to the opening state of the manual speed change switch, and taking the maximum value of the four target starting rotating speeds.
Further, the method for determining the actual clutch torque loss includes obtaining a difference between an actual engine torque and an actual clutch torque.
The invention has the beneficial effects that:
1. eliminate the torque fluctuation impact and improve the comfort. According to the invention, the target clutch torque obtained by the target clutch torque calculation module considers the influence of the difference of inertia torques of the driving end and the driven end of the clutch, the difference of the engine rotating speed and the clutch torque loss, eliminates torque fluctuation impact caused by low engine torque precision, improves the smoothness of the clutch in response to the engine torque, and improves the driving comfort.
2. The dynamic response of the torque is improved. By adding the calculation of the inertia torque of the driving end and the driven end of the clutch, the dynamic response of the clutch torque can be improved.
3. The anti-interference performance and robustness are improved. When the inertia torque of the driven end of the clutch and the inertia torque of the driving end of the clutch are calculated, the calculation results are subjected to pass filtering processing, and meanwhile, the change rate of the final target clutch torque is limited, so that the anti-interference capability and robustness of the control system to the sudden change torque are improved.
Drawings
FIG. 1 is a schematic diagram of a clutch creep-friction torque control system according to the present invention.
FIG. 2 is a flow chart of a clutch creep friction torque control method according to the present invention.
The components in the figures are numbered as follows: the system comprises an operation parameter acquisition module 100, a target clutch torque control module 200, a target engine rotating speed calculation module 210, a target micro-slip rotating speed calculation module 211, a target clutch rotating speed initial value calculation module 212, a target starting rotating speed calculation module 213, a clutch driven end inertia torque calculation module 220, a clutch torque adjustment amount calculation module 230, a driving system control torque calculation module 240, a target clutch torque calculation module 250 and a clutch 300.
Detailed Description
The following detailed description is provided to further explain the claimed embodiments of the present invention in order to make it clear for those skilled in the art to understand the claims. The scope of the invention is not limited to the following specific examples. It is within the purview of one skilled in the art to effect the invention in variations of the embodiments described below including what is claimed herein and other embodiments.
As shown in fig. 1, an automatic transmission clutch torque control system includes an operation parameter acquisition module 100, a target clutch torque control module 200 and a clutch 300, wherein the target clutch torque control module 200 is connected to the operation parameter acquisition module 100 and the clutch 300 respectively; the operating parameter acquisition module 100 is used to acquire operating parameters of the engine and the clutch, including a target engine speed, an engine load, an actual engine speed, an actual engine torque, and an actual clutch torque.
The target clutch torque control module 200 includes a target engine speed calculation module 210, a clutch passive end inertia torque calculation module 220, a clutch torque adjustment amount calculation module 230, a drive system control torque calculation module 240, and a target clutch torque calculation module 250;
the clutch driven end inertia torque calculation module 220 is used for obtaining the clutch driven end inertia torque according to the target engine speed and the inertia torque calculation model;
the clutch torque adjustment amount calculating module 230 is configured to perform proportional differential control according to a difference between the target engine speed and the actual engine speed to obtain a clutch torque adjustment amount;
the driving system control torque calculation module 240 is configured to obtain an inertia torque of the driving end of the clutch according to the actual engine torque and the inertia torque calculation model, and obtain a driving system control torque according to the inertia torque of the driving end of the clutch and the actual clutch torque loss;
the target clutch torque calculation module 250 is configured to obtain a target clutch torque according to the actual engine torque, the driving system control torque, the clutch passive end inertia torque, and the clutch torque adjustment amount.
The target engine speed calculation module 210 is configured to obtain a maximum value of a target starting speed and a target clutch speed, where the target clutch speed is a sum of a target micro-slip speed and a target clutch speed initial value.
The target engine speed calculation module 210 comprises a target micro-slip speed calculation module 211, a target clutch speed initial value calculation module 212 and a target starting speed calculation module 213, wherein the target micro-slip speed calculation module 211 is used for calibrating a target micro-slip speed according to the engine load, and the target clutch speed initial value calculation module 212 is used for obtaining a target clutch speed initial value according to a clutch speed calculation model; the target start speed calculation module 213 is configured to determine a target start speed based on the engine operating parameters.
As shown in fig. 2, the control method of the automatic transmission clutch torque control system is as follows:
1. the method comprises the steps of obtaining operation parameters of an engine and a clutch, wherein the operation parameters comprise altitude, accelerator opening, engine water temperature, manual speed change switch state, engine load, actual engine rotating speed, actual engine torque and actual clutch torque.
2. Determining a target engine speed
The target engine speed is the maximum of the target starting speed and the target clutch speed. The maximum value is taken because the clutch undergoes a state from a fully open state to a half engagement state to a fully engaged state after the engine is in a starting stage to a normal operation stage, and once the engine is fully engaged, the clutch enters a clutch micro-friction state, namely a small sliding friction state exists between a driving end pressure plate and a driven end pressure plate of the clutch, namely a state suitable for the clutch micro-friction torque control system. When a vehicle starts, the vehicle speed is 0, the target clutch rotating speed is 0, the target starting rotating speed of an engine is generally slightly higher than the idling rotating speed of the engine, if the minimum value of the vehicle speed and the target clutch rotating speed is taken, namely the target clutch rotating speed is taken, the clutch output torque can also supplement a large torque on the basis of the actual engine torque, so that the clutch pressure is too tight, the engine rotating speed can be greatly reduced, and obviously, the method is unreasonable; if the maximum value of the clutch torque and the engine torque is taken, a smaller torque is lost by the clutch torque on the basis of the engine torque, so that the clutch pressure is loosened, and the engine speed is guaranteed to rise to the target speed.
The method for determining the target starting rotating speed comprises the steps of calibrating the first target starting rotating speed according to the altitude, wherein the altitude influences the air intake density and the air intake amount of an engine as shown in a table 1, so that the target starting rotating speed is influenced; calibrating a second target starting rotating speed according to the accelerator opening, as shown in a table 2; calibrating a third target starting rotating speed according to the water temperature of the engine, as shown in a table 3; and calibrating a fourth target starting rotating speed according to the opening state of the manual speed change switch, and taking the maximum value of the four target starting rotating speeds.
TABLE 1 calibration table for altitude and target starting rotational speed
TABLE 2 calibration chart for accelerator opening and target starting speed
TABLE 3 calibration chart for engine water temperature and target starting speed
The method for determining the target clutch rotating speed comprises the steps of calibrating the target micro-sliding friction rotating speed according to the engine load, and referring to the table 4 in detail, wherein the target micro-sliding friction rotating speed represents the difference between the rotating speeds of the driving end and the driven section of the clutch; and obtaining a target clutch rotating speed initial value according to the clutch rotating speed calculation model, wherein the clutch rotating speed initial value is the rotating speed of the passive end of the clutch, and the target clutch rotating speed is the sum of the target micro-sliding friction rotating speed and the target clutch rotating speed initial value, so as to represent the target rotating speed of the driving end of the clutch.
The calculation model of the rotating speed of the clutch is as follows: n ═ v · i/(r · η)
Where n is the target clutch speed, unit rad/s, v is vehicle speed, unit m/s, i is the clutch to wheel ratio, r is the wheel rolling radius, and unit m, η is the clutch to wheel transmission efficiency.
TABLE 4 calibration table for engine load and target micro-sliding friction rotating speed
| Engine load (NM) | 0 | 50 | 100 | 150 | 200 |
| Target micro-sliding-friction speed (rpm) | 0 | 7 | 9 | 12 | 10 |
3. Respectively determining inertia torque of a driven end of the clutch, a clutch torque regulating quantity and control torque of a driving system
3.1 determining the inertia torque of the driven end of the clutch
The driven end of the clutch is connected with transmission systems such as a reduction gearbox, a main reducer, a half shaft, wheels and the like. The method for determining the inertia torque of the driven end of the clutch comprises the steps of firstly obtaining a target engine angular speed according to a target engine rotating speed, obtaining an initial value of the inertia torque of the driven end of the clutch according to the target engine angular speed and an inertia torque calculation model, and then carrying out low-pass filtering on the initial value of the inertia torque of the driven end of the clutch to reduce the influence of high-frequency fluctuation of the target engine rotating speed.
Inertia torque M of clutch driven end b The calculation model is as follows:
wherein, J trans For equivalent moment of inertia of the transmission system at the passive end of the clutch, w m Is the target engine angular velocity.
3.2 determining Clutch Torque modulation
The clutch micro-slip control requires fast response, reduces overshoot, and allows a smaller static error, and according to the control characteristics, and also in order to reduce cost, a proportional-derivative control is selected, and the module has the function of obtaining a clutch torque adjustment amount based on the engine speed difference through the proportional-derivative control according to the difference between the target engine speed and the actual engine speed. The method may reduce an effect of the engine speed difference on the target clutch torque.
3.3 determining drive train control Torque
The driving system comprises an engine crank connecting rod, an engine output shaft, a flywheel and a driving end of the clutch. And obtaining the actual engine angular speed according to the actual engine rotating speed, and obtaining the inertia torque of the driving end of the clutch according to the actual engine angular speed and the inertia torque calculation model.
Inertia torque M of driving end of clutch Z The calculation model is as follows:
wherein, J dirve Equivalent moment of inertia, w, of the transmission system at the driving end of the clutch s Is the actual engine angular velocity.
And in order to reduce torque fluctuation impact caused by the deviation, the actual clutch torque loss is subtracted from the inertia torque of the driving end of the clutch, and then the driving system control torque is obtained through low-pass filtering.
4. Determining a target clutch torque
The method for determining the target clutch torque comprises the steps of subtracting the sum of the inertia torque of the driven end of the clutch and the clutch torque adjustment quantity from the sum of the actual engine torque and the control torque of the driving system to obtain a target clutch torque initial value, obtaining a target clutch torque limit value of the current calculation period according to the target clutch torque of the previous calculation period and the limit value of the target clutch torque change rate, and carrying out limit value processing on the target clutch torque initial value to obtain the target clutch torque. The torque fluctuation impact caused by low engine torque precision is eliminated by the obtained target clutch torque, the smoothness of the clutch responding to the engine torque is improved, and the driving comfort is improved.
5. Adjusting actual clutch torque
The target clutch torque is used as the input of the clutch torque control, the actual clutch torque is used as negative feedback, the clutch degree of the clutch is adjusted by adjusting the pressure of a diaphragm spring of the clutch, PID control is adopted to enable the actual clutch torque to quickly and accurately respond to the target clutch torque, and therefore the purpose that the two ends of the clutch always work at the target micro-sliding-friction rotating speed is achieved, and the clutch micro-sliding-friction control is achieved.
The control process of the clutch micro-friction torque control system is divided into the following six working conditions:
firstly, in a steady state, namely when the target engine speed and the actual engine speed are not changed, the output of the clutch driven end inertia torque calculation module is zero, the output of the clutch torque regulation calculation module is zero, the output of the driving system control torque calculation module is the difference between the actual clutch torque and the actual engine torque, the output of the target clutch torque calculation module is the actual clutch torque, namely the actual clutch torque is equal to the target clutch torque and is equal to the actual engine torque, and the system keeps a steady state.
When the target engine speed of the target clutch is increased, if working conditions such as downhill slope or target starting speed increase occur, the output of the target engine speed calculation module is increased, the inertia torque calculation module of the driven end of the clutch outputs a positive value, the clutch torque regulation calculation module outputs a positive value, the output of the target clutch torque calculation module is reduced, the engine speed is increased due to the fact that resistance is increased until the output of the target engine speed calculation module is close, and then the steady state is achieved.
When the target engine speed of the target clutch is reduced, if the conditions of braking, ascending or target starting speed reduction and the like are met, the output of the target engine speed calculation module is reduced, the inertia torque calculation module of the driven end of the clutch outputs a negative value, the clutch torque regulation calculation module outputs a negative value, the output of the target clutch torque calculation module is increased, the rotating speed of the engine is reduced due to the increase of resistance until the rotating speed of the engine is close to the output of the target engine speed calculation module, and then the stable state is achieved.
And fourthly, when the actual engine rotating speed is increased, if working conditions such as accelerator stepping acceleration are met, the clutch torque regulation calculation module outputs a negative value, the driving system controls the inertia torque in the torque calculation module to output a positive value, the target clutch torque calculation module outputs an increase, the rotating speed of the clutch driven end is increased due to the increase of the driving force, and then the target engine rotating speed calculation module outputs an increase until the actual engine rotating speed is close to, and finally the steady state is reached.
And fifthly, when the actual engine rotating speed is reduced, if the working conditions such as reducing the accelerator and the like are met, the clutch torque regulating quantity calculating module outputs a positive value, the driving system controls an inertia torque output negative value in the torque calculating module, the output of the target clutch torque calculating module is reduced, the rotating speed of the clutch driven end is reduced due to the reduction of the driving force, and then the output of the target engine rotating speed calculating module is reduced until the actual engine rotating speed is close to, and finally the steady state is achieved.
And sixthly, when the actual engine torque is increased or reduced, the target clutch torque is correspondingly increased or reduced. When the actual engine torque fluctuates in a small range and the rotating speed of the engine is not influenced, if the engine torque is poor in filtering effect or the engine torque is low in precision and the like, the driving system is comprehensively calculated to control the torque calculation module and the target clutch torque calculation module, the target clutch torque is equal to the actual clutch torque and is not influenced by small fluctuation of the actual engine torque. The system remains steady.
Claims (9)
1. An automatic transmission clutch torque control system characterized by: the control system comprises an operation parameter acquisition module (100), a target clutch torque control module (200) and a clutch (300);
the operating parameter acquisition module (100) is used for acquiring operating parameters of the engine and the clutch, wherein the operating parameters comprise engine load, actual engine speed, actual engine torque and actual clutch torque;
the target clutch torque control module (200) comprises a target engine speed calculation module (210), a clutch driven end inertia torque calculation module (220), a clutch torque adjustment amount calculation module (230), a driving system control torque calculation module (240) and a target clutch torque calculation module (250);
the target engine rotating speed calculating module (210) is used for acquiring the maximum value of a target starting rotating speed and a target clutch rotating speed, wherein the target clutch rotating speed is the sum of a target micro-sliding friction rotating speed and a target clutch rotating speed initial value;
the inertia torque calculation module (220) of the driven end of the clutch is used for obtaining the inertia torque of the driven end of the clutch according to the target engine speed;
the clutch torque regulating quantity calculating module (230) is used for carrying out proportional differential control according to the difference between the target engine rotating speed and the actual engine rotating speed to obtain a clutch torque regulating quantity;
the driving system control torque calculation module (240) is used for obtaining the inertia torque of the driving end of the clutch according to the actual engine torque and obtaining the driving system control torque according to the inertia torque of the driving end of the clutch and the actual torque loss of the clutch;
the target clutch torque calculation module (250) is used for obtaining the target clutch torque according to the actual engine torque, the driving system control torque, the inertia torque of the driven end of the clutch and the clutch torque adjustment amount.
2. The automatic transmission clutch torque control system as recited in claim 1, wherein: the target engine rotating speed calculation module (210) comprises a target micro-sliding-friction rotating speed calculation module (211) and a target clutch rotating speed initial value calculation module (212), the target micro-sliding-friction rotating speed calculation module (211) is used for calibrating a target micro-sliding-friction rotating speed according to engine load, and the target clutch rotating speed initial value calculation module (212) is used for obtaining a target clutch rotating speed initial value according to a clutch rotating speed calculation model.
3. A control method of an automatic transmission clutch torque control system according to any one of claims 1 to 2, characterized by comprising:
obtaining operating parameters of an engine and a clutch, and respectively obtaining inertia torque of a driven end of the clutch, engine speed difference, inertia torque of a driving end of the clutch, actual clutch torque loss and actual engine torque;
carrying out proportional differential control on the engine speed difference to obtain a clutch torque adjustment amount based on the engine speed difference;
acquiring the difference between the inertia torque of the driving end of the clutch and the actual torque loss of the clutch, and obtaining the control torque of a driving system through low-pass filtering;
obtaining target clutch torque according to the actual engine torque, the driving system control torque, the clutch driven end inertia torque and the clutch torque regulating quantity;
and adjusting the clutch degree of the clutch to enable the actual clutch torque to follow the target clutch torque.
4. The control method of an automatic transmission clutch torque control system according to claim 3, characterized in that: the operating parameters of the engine and clutch include engine load, actual engine speed, actual engine torque, and actual clutch torque.
5. The control method of an automatic transmission clutch torque control system according to claim 3, characterized in that: the method for determining the target clutch torque comprises the step of subtracting the sum of the inertia torque of the driven end of the clutch and the clutch torque adjusting amount from the sum of the actual engine torque and the driving system control torque.
6. The control method of an automatic transmission clutch torque control system according to claim 3, characterized in that: the method for determining the inertia torque of the driven end of the clutch comprises the following steps of obtaining a model according to the target engine speed and the inertia torque; the method for determining the inertia torque of the driving end of the clutch comprises the step of obtaining the inertia torque according to an actual engine rotating speed and an inertia torque calculation model.
7. The control method of an automatic transmission clutch torque control system according to claim 6, characterized in that: the method for obtaining the target engine speed comprises the step of obtaining the maximum value of the target starting speed and the target clutch speed.
8. The control method of an automatic transmission clutch torque control system according to claim 7, characterized in that: the method for determining the target clutch rotating speed comprises the steps of calibrating the target micro-sliding friction rotating speed according to the engine load, obtaining a target clutch rotating speed initial value according to a clutch rotating speed calculation model, and taking the sum of the target micro-sliding friction rotating speed and the target clutch rotating speed initial value.
9. The control method of an automatic transmission clutch torque control system according to claim 3, characterized in that: the method for determining the actual clutch torque loss includes obtaining a difference between an actual engine torque and an actual clutch torque.
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| JP5464270B2 (en) * | 2010-03-31 | 2014-04-09 | アイシン・エィ・ダブリュ株式会社 | Control device for automatic transmission |
| JP5863333B2 (en) * | 2011-08-24 | 2016-02-16 | アイシン・エーアイ株式会社 | Automatic clutch control device |
| JP5480227B2 (en) * | 2011-11-29 | 2014-04-23 | 本田技研工業株式会社 | Power transmission device |
| CN105221733B (en) * | 2014-07-03 | 2018-12-21 | 比亚迪股份有限公司 | Control method, device and the vehicle of clutch |
| CN104179965B (en) * | 2014-07-22 | 2017-05-03 | 浙江吉利汽车研究院有限公司 | Control method of starting torque of automatic transmission |
| CN109131304B (en) * | 2018-09-06 | 2023-08-11 | 中国汽车技术研究中心有限公司 | Coordination control method, system and device for engine and clutch in gear shifting process |
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