CN115217959B - Gear shifting control method and gear shifting control system - Google Patents

Gear shifting control method and gear shifting control system Download PDF

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Publication number
CN115217959B
CN115217959B CN202111510808.0A CN202111510808A CN115217959B CN 115217959 B CN115217959 B CN 115217959B CN 202111510808 A CN202111510808 A CN 202111510808A CN 115217959 B CN115217959 B CN 115217959B
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China
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current
vehicle speed
torque
side clutch
target torque
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CN115217959A (en
Inventor
李佃鹏
龚德辉
李伟
梁晓合
方维
吕超
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Classifications

    • 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
    • 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
    • F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
    • 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
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • 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
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/70—Inputs being a function of gearing status dependent on the ratio established
    • 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
    • F16H2061/0462—Smoothing ratio shift by controlling slip rate during gear shift transition
    • 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
    • F16H2061/0474—Smoothing ratio shift by smoothing engagement or release of positive clutches; Methods or means for shock free engagement of dog clutches

Abstract

The invention discloses a gear shifting control method and a gear shifting control system, wherein the gear shifting control method comprises the following steps: acquiring current vehicle speed data, wherein the current vehicle speed data comprises a current vehicle speed, a current accelerator opening, a current gear, an actual slip rate and an optimal slip rate; determining a driver demand torque according to the current vehicle speed, the current accelerator opening and the current gear; and controlling the combining side clutch to carry out target torque interaction according to the driver required torque, the actual slip rate and the optimal slip rate. According to the technical scheme, the stability of the vehicle in the gear shifting process can be improved.

Description

Gear shifting control method and gear shifting control system
Technical Field
The invention relates to the technical field of vehicle control, in particular to a gear shifting control method and a gear shifting control system.
Background
The DCT (Dual Clutch Transmission, a dual clutch transmission, abbreviated as DCT) is constructed such that two input shafts and two output shafts, which are provided so that the two clutches intermittently receive power, are respectively provided to alternately form gear stages based on a series of gear ratios with separate gear mechanisms, and the two output shafts correspond to each input shaft, i.e., power is transmitted to one of the two input shafts, and the two input shafts and the output shafts respectively form odd-numbered and even-numbered gear stages.
In the conventional gear shifting control method of the DCT, the control target of the DCT does not refer to the wheel slip rate in the gear shifting process, so that in some situations, such as vehicles with large driving force or road surfaces with small attachment coefficients, the situations of jerk and vehicle speed running are easy to occur in the gear shifting process of the DCT.
Disclosure of Invention
The embodiment of the invention provides a gear shifting control method and a gear shifting control system, which are used for solving the problem of unstable vehicle in the DCT gear shifting process.
A shift control method, comprising:
acquiring current vehicle speed data, wherein the current vehicle speed data comprises an actual slip rate and an optimal slip rate;
determining a driver demand torque;
and controlling the combining side clutch to perform target torque interaction according to the driver required torque, the actual slip rate and the optimal slip rate.
Further, the vehicle speed data further comprises a current vehicle speed, a current accelerator opening and a current gear, and the driver demand torque is determined according to the current vehicle speed, the current accelerator opening and the current gear.
Further, the determining the driver demand torque according to the current vehicle speed, the current accelerator opening and the current gear includes:
determining current required power according to the current accelerator opening and the current vehicle speed;
determining a target vehicle speed according to the current vehicle speed and the minimum vehicle speed;
determining an original required torque according to the current required power and the target vehicle speed;
determining a gear correction coefficient according to the current gear;
and determining the driver demand torque according to the original demand torque and the gear correction coefficient.
Further, the determining the current required power according to the current accelerator opening and the current vehicle speed includes:
inquiring an accelerator pedal characteristic curve according to the current accelerator opening and the current vehicle speed, and determining standard required power;
and acquiring the current required power according to the standard required power.
Further, the determining the target vehicle speed according to the current vehicle speed and the minimum vehicle speed includes:
obtaining a standard vehicle speed according to the current vehicle speed and the circumference of the wheels;
and obtaining a target vehicle speed according to the standard vehicle speed and the minimum vehicle speed.
Further, the controlling the coupling side clutch to perform the target torque interaction according to the driver demand torque, the actual slip ratio and the optimal slip ratio includes:
acquiring the current target torque and a gear shifting mode of the combined side clutch;
and adopting current target torque interaction logic corresponding to the gear shifting mode, and controlling the combined side clutch to carry out target torque interaction according to the driver required torque, the actual slip rate and the optimal slip rate.
Further, the method adopts current target torque interaction logic corresponding to the gear shifting mode, and controls the combining side clutch to carry out target torque interaction according to the driver required torque, the actual slip rate and the optimal slip rate, including;
if the gear shifting mode is a motion mode, controlling the combining side clutch to perform target torque interaction according to the actual slip rate and the optimal slip rate;
and if the gear shifting mode is a smooth mode, controlling the combining side clutch to carry out target torque interaction according to the driver required torque and the actual slip rate.
Further, if the shift mode is a motion mode, controlling the coupling side clutch to perform target torque interaction according to the actual slip rate and the optimal slip rate, including;
if the actual slip ratio is smaller than the optimal slip ratio, increasing the current target torque of the combining side clutch;
if the actual slip ratio is equal to the optimal slip ratio, maintaining the current target torque of the coupling-side clutch;
and if the actual slip rate is greater than the optimal slip rate, reducing the current target torque of the combining side clutch.
Further, if the gear shift mode is a smooth mode, performing target torque interaction on the coupling side clutch according to the driver demand torque and the actual slip ratio, including:
if the gear shifting mode is a smooth mode, updating the current target torque of the combining side clutch to be the torque required by the driver;
if the actual slip ratio is less than or equal to zero, increasing the current target torque of the coupling-side clutch to the driver demand torque;
and if the actual slip ratio is greater than zero, acquiring a historical target torque, and determining the historical target torque as the current target torque of the coupling side clutch.
A gear shift control system is used for realizing the gear shift control method.
Further, the shift control system comprises a vehicle body electronic stability system, an engine control system and a transmission control system;
the vehicle body electronic stabilization system is used for acquiring current vehicle speed data, wherein the current vehicle speed data comprises a current vehicle speed, a current accelerator opening, a current gear, an actual slip rate and an optimal slip rate;
the engine control system is used for acquiring a current accelerator opening and a current gear and determining a driver demand torque according to the current vehicle speed, the current accelerator opening and the current gear;
the transmission control system is used for controlling the combining side clutch to carry out target torque interaction according to the driver required torque, the actual slip rate and the optimal slip rate.
According to the gear shifting control method and the gear shifting control system, the current vehicle speed, the current accelerator opening, the current gear, the actual slip rate and the optimal slip rate in the current vehicle speed data are obtained, the driver demand torque is determined according to the current vehicle speed, the current accelerator opening and the current gear, the combination side clutch is controlled to conduct target torque interaction according to the driver demand torque, the actual slip rate and the optimal slip rate, the combination side clutch is controlled to conduct target torque interaction according to the driver demand torque, and the problem that the wheel form is unstable due to overlarge driving force in the vehicle gear shifting process can be prevented, so that stability in the vehicle gear shifting process is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments of the present invention will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a shift control method according to an embodiment of the present invention;
FIG. 2 is another flow chart of a shift control method in an embodiment of the present invention;
FIG. 3 is another flow chart of a shift control method in an embodiment of the present invention;
FIG. 4 is another flow chart of a shift control method in an embodiment of the invention;
FIG. 5 is another flow chart of a shift control method in an embodiment of the present invention;
FIG. 6 is another flow chart of a shift control method in an embodiment of the invention;
FIG. 7 is another flow chart of a shift control method in an embodiment of the invention;
FIG. 8 is another flow chart of a shift control method in an embodiment of the present invention;
FIG. 9 is a schematic diagram of a shift control system in accordance with an embodiment of the invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The gear shifting control method provided by the embodiment of the invention is applied to the vehicle with the double-clutch transmission, and improves the stability of the gear shifting process of the vehicle with the double-clutch transmission. As shown in fig. 9, the vehicle includes, but is not limited to, a body electronic stability system 10, an engine control system 20, a transmission control system 30, a dual clutch transmission (not shown), and an engine (not shown). The vehicle body electronic stability system 10 is connected with a transmission control system 30 and an engine control system 20, the transmission control system 30 is connected with the engine control system 20 and the dual clutch transmission, the engine control system 20 is connected with an engine, and the engine is connected with the dual clutch transmission.
In one embodiment, as shown in fig. 1, a gear shift control method is provided, including the steps of:
s101: and acquiring current vehicle speed data, wherein the current vehicle speed data comprises an actual slip rate and an optimal slip rate.
The current vehicle speed data refers to vehicle data acquired at the current moment. The current vehicle speed data comprises a current vehicle speed, a current accelerator opening, a current gear, an actual slip rate and an optimal slip rate. The current vehicle speed refers to the speed of the vehicle at the current time. The actual slip ratio refers to a slip ratio acquired in real time during running of the vehicle. The optimal slip ratio refers to a slip ratio that ensures stable running of the vehicle. The current accelerator opening degree refers to the accelerator opening degree of the vehicle at the current moment. The current gear refers to the gear of the vehicle at the current time.
As an example, the body electronic stability system may detect wheel speeds through speed sensors mounted on the wheels of the vehicle, calculate a current vehicle speed, an actual slip rate, and an optimal slip rate, and send the current vehicle speed, the actual slip rate, and the optimal slip rate to the engine control system and the transmission control system. It should be noted that, the current vehicle speed, the actual slip rate and the optimal slip rate can be obtained by calculating according to the wheel rotation speed by adopting the existing calculation mode, and will not be described herein. As another example, a current accelerator opening and a current gear may be obtained by an engine control system and sent to a transmission control system.
S102: the driver demand torque is determined.
The driver demand torque is torque of the coupling side clutch determined according to the current vehicle speed, the current accelerator opening and the current gear. The dual clutch transmission includes a coupling-side clutch and a decoupling-side clutch. For example, when the vehicle is shifted from a current gear (e.g., 1 st gear) to a next gear (e.g., 2 nd gear), the off-side clutch is a clutch that releases the input shaft coupled to the gear of the current gear (e.g., 1 st gear), and the on-side clutch is a clutch that immediately engages the input shaft coupled to the gear of the next gear (e.g., 2 nd gear).
As an example, during driving of the vehicle by the driver, by acquiring the driver demand torque, that is, the torque of the coupling side clutch corresponding to the current vehicle speed, the current accelerator opening and the current gear, in the subsequent step, it can be determined whether the torque of the coupling side clutch needs to be adjusted according to the driver demand torque, the actual slip ratio and the optimal slip ratio, so as to control the coupling side clutch to perform the target torque interaction, and ensure the stability during the driving of the vehicle.
As an example, after receiving the current vehicle speed, the current accelerator opening and the current gear sent by the vehicle body electronic stabilization system, the engine control system may calculate the input current vehicle speed, current accelerator opening and current gear according to a preset torque calculation strategy, output a corresponding driver demand torque, and send the driver demand torque to the transmission control system. In this example, the torque calculation strategy is a preset calculation strategy for calculating and determining the corresponding required torque according to variables such as the vehicle speed, the accelerator opening, the gear and the like.
In this embodiment, by determining the driver demand torque according to the current vehicle speed, the current accelerator opening and the current gear, it is possible to determine whether the torque of the coupling side clutch needs to be adjusted according to the driver demand torque, the actual slip rate and the optimal slip rate in the subsequent steps, so as to control the coupling side clutch to perform the target torque interaction, and ensure the stability in the vehicle gear shifting process.
S103: and controlling the combining side clutch to carry out target torque interaction according to the driver required torque, the actual slip rate and the optimal slip rate.
As an example, after receiving the driver demand torque sent by the engine control system and the actual slip rate and the optimal slip rate sent by the body electronic stability system, the transmission control system controls the coupling side clutch to perform the target torque interaction according to the driver demand torque, the actual slip rate and the optimal slip rate. For example, when the vehicle is not in steady running demand, if the vehicle is in a sport mode, the transmission control system controls the coupling-side clutch to perform the target torque interaction according to the magnitude relation between the actual slip ratio and the optimal slip ratio. Namely, as the vehicle is in a motion mode and has lower requirements on the stability of the vehicle, the transmission control system can directly control the combination side clutch to carry out target torque interaction according to the magnitude relation between the actual slip rate and the optimal slip rate. When the vehicle has a requirement for stable running, for example, the vehicle is in a smooth mode, if the actual slip rate is too large, the vehicle may not be stable or slip, and the transmission control system performs target torque interaction on the coupling side clutch according to the driver required torque, so as to limit the current target torque of the coupling side clutch to the driver required torque, thereby ensuring the stability of the vehicle in the gear shifting process.
In the gear shift control method provided by the embodiment, the torque required by a driver is determined according to the current vehicle speed, the current accelerator opening and the current gear; the combination side clutch is controlled to carry out target torque interaction by utilizing the driver demand torque, the actual slip rate and the optimal slip rate, and the combination side clutch is controlled to carry out target torque interaction according to the driver demand torque by referring to the actual slip rate and the optimal slip rate in the process of controlling the combination side clutch torque, so that the problem of unstable wheel form caused by overlarge driving force in the vehicle gear shifting process can be prevented, and the stability in the vehicle gear shifting process is improved.
In one embodiment, as shown in fig. 2, in step S102, determining the driver demand torque includes:
s201: and determining the current required power according to the current accelerator opening and the current vehicle speed.
The current demand power refers to driver demand power obtained according to the current accelerator opening and the current vehicle speed.
As an example, the engine control system determines the current demand power based on the obtained current accelerator opening and the current vehicle speed. The engine control system calculates the received current accelerator opening and the current vehicle speed according to a preset required power calculation strategy, and outputs the current required power. In this example, based on a preset demand power calculation strategy, the engine control system may be caused to output the current demand power by inputting information acquired in real time, such as the current accelerator opening, the current vehicle speed, and the like, to the engine control system.
S202: and determining the target vehicle speed according to the current vehicle speed and the minimum vehicle speed.
The minimum vehicle speed is a preset minimum vehicle speed, and can be reasonably set according to actual demands of users. The target vehicle speed refers to a vehicle speed obtained from the current vehicle speed and the minimum vehicle speed.
As an example, the engine control system determines the target vehicle speed based on the current vehicle speed and the minimum vehicle speed. The engine control system is capable of outputting a target vehicle speed by receiving a current vehicle speed and a minimum vehicle speed according to a preset target vehicle speed calculation strategy. In this example, the engine control system can be caused to output the target vehicle speed by inputting the current vehicle speed and the minimum vehicle speed to the engine control system based on a preset target vehicle speed calculation strategy.
S203: and determining the original required torque according to the current required power and the target vehicle speed.
The original required torque is torque of the coupling side clutch determined according to the current required power and the target vehicle speed.
As one example, the engine control system determines the raw demand torque based on the current demand power and the target vehicle speed. The engine control system is capable of outputting the raw demand torque by receiving the current demand power and the target vehicle speed, based on a preset raw demand torque calculation strategy, for example. In this example, the engine control system can be caused to output the original required torque by inputting the current required power and the target vehicle speed to the engine control system based on a preset original required torque calculation strategy.
S204: and determining a gear correction coefficient according to the current gear.
The gear correction coefficient refers to a parameter obtained according to the current gear.
As an example, a gear correction coefficient corresponding to the current gear is searched in the gear correction coefficient table based on a pre-stored gear correction coefficient table. Thus, by inputting the current gear to the engine control system, the engine control system can be caused to output a gear correction coefficient corresponding to the current gear. The gear correction coefficient table is a table which is pre-configured and used for reflecting the mapping relation between gears and correction coefficients thereof.
S205: and determining the driver demand torque according to the original demand torque and the gear correction coefficient.
As one example, the engine control system determines the driver demand torque based on the raw demand torque and the gear correction factor. The engine control system may output the driver demand torque by receiving the raw demand torque and the gear correction factor according to a preset driver demand torque calculation strategy. In this example, the engine control system can be caused to output the original required torque by inputting the current required power and the target vehicle speed to the engine control system based on a preset driver required torque calculation strategy.
As an example, the preset driver demand torque calculation strategy may receive the original demand torque and the gear correction coefficient, multiply the original demand torque and the gear correction coefficient, determine a result of multiplying the original demand torque and the gear correction coefficient as the driver demand torque, and output the driver demand torque to the transmission control system.
In this embodiment, the current required power is determined according to the current accelerator opening and the current vehicle speed, the target vehicle speed is determined according to the current vehicle speed and the minimum vehicle speed, the original required torque is determined according to the determined current required power and the determined target vehicle speed, the gear correction coefficient is determined according to the current gear, and finally the driver required torque is determined according to the original required torque and the gear correction coefficient, so that in the subsequent steps, whether the torque of the combining side clutch needs to be adjusted or not can be judged according to the driver required torque, the actual slip rate and the optimal slip rate, and the combining side clutch is controlled to perform target torque interaction, so that the stability in the vehicle gear shifting process is ensured.
In one embodiment, as shown in fig. 3, in step S201, determining the current required power according to the current accelerator opening and the current vehicle speed includes:
s301: and inquiring an accelerator pedal characteristic curve according to the current accelerator opening and the current vehicle speed, and determining the standard required power.
The standard required power refers to driver required power obtained by inquiring an accelerator pedal characteristic curve according to the current accelerator opening and the current vehicle speed.
As an example, since the accelerator pedal characteristic curve is a power curve formed by the accelerator opening and the vehicle speed, the engine control system queries the accelerator pedal characteristic curve according to the current accelerator opening and the current vehicle speed, thereby acquiring the standard required power and guaranteeing the acquisition efficiency of the standard required power.
S302: and obtaining the current required power according to the standard required power.
As an example, after determining the standard required power, the engine control system may obtain a current power unit of the standard required power, and may determine whether unit conversion is required according to the current power unit of the standard required power and the standard power unit, to obtain the current required power. The standard power unit is a preset power unit for facilitating subsequent calculation processing, for example, the standard power unit may be w. For example, if the current power unit of the standard required power is the standard power unit, directly determining the standard required power with the power unit being the standard power unit as the current required power; if the current power unit of the standard required power is not the standard power unit, carrying out unit conversion on the standard required power to obtain the current required power, so that the subsequent calculation of the required torque of the driver is facilitated, and the calculation efficiency and accuracy are improved.
In the embodiment, the engine control system queries the characteristic curve of the accelerator pedal according to the current accelerator opening and the current vehicle speed, so that the standard required power can be rapidly determined; and then according to whether the standard required power is required to be subjected to unit conversion, the current required power is obtained, so that the subsequent calculation of the required torque of the driver is facilitated, and the calculation efficiency and accuracy are improved.
In one embodiment, as shown in fig. 4, in step S202, determining the target vehicle speed according to the current vehicle speed and the minimum vehicle speed includes:
s401: and obtaining the standard vehicle speed according to the current vehicle speed and the circumference of the wheels.
The wheel circumference refers to the circumference of the vehicle wheel. The standard vehicle speed refers to a vehicle speed obtained from the current vehicle speed and the wheel circumference.
As an example, after obtaining the current vehicle speed, the engine control system determines a current vehicle speed unit corresponding to the current vehicle speed, and may determine whether unit conversion is required according to the current vehicle speed unit of the current vehicle speed and the standard vehicle speed unit, so that the standard vehicle speed can be obtained according to the current vehicle speed and the wheel circumference after unit conversion in the subsequent step. The standard vehicle speed unit is a speed unit set in advance for facilitating subsequent calculation processing, and may be m/s, for example. For example, if the current speed unit of the current vehicle speed is the standard speed unit, it is not necessary to perform unit conversion on the current speed unit of the current vehicle speed. If the current speed unit of the current vehicle speed is not the standard speed unit, converting the current speed unit of the current vehicle speed into the standard speed unit, for example, converting the current speed unit of the current vehicle speed into km/h, and converting the km/h into m/s.
As another example, after the current vehicle speed is confirmed in vehicle speed units, the current vehicle speed in which the speed units are standard speed units is calculated as a dividend, and the wheel circumference is calculated as a divisor, thereby obtaining the standard vehicle speed.
S402: and obtaining the target vehicle speed according to the standard vehicle speed and the minimum vehicle speed.
As an example, the target vehicle speed is obtained from the magnitude relation between the standard vehicle speed and the minimum vehicle speed. For example, the maximum value of the standard vehicle speed and the minimum vehicle speed is determined as the target vehicle speed.
In this embodiment, the engine control system obtains the standard vehicle speed according to the current vehicle speed and the circumference of the wheels, and then obtains the target vehicle speed according to the standard vehicle speed and the minimum vehicle speed, so that in the subsequent steps, the driver demand torque can be conveniently calculated, so that the transmission control system can judge whether the torque of the combining side clutch needs to be adjusted according to the actual slip rate and the optimal slip rate of the driver demand torque, so as to control the combining side clutch to carry out target torque interaction, and ensure the stability in the vehicle gear shifting process.
In one embodiment, as shown in fig. 5, in step S103, that is, according to the driver demand torque, the actual slip ratio, and the optimal slip ratio, the control of the coupling-side clutch to perform the target torque interaction includes:
s501: the current target torque and shift pattern of the coupling side clutch are obtained.
When the current target torque is the target torque of the vehicle at the current moment, the side clutch is combined. The shift mode is a mode of running of the vehicle. For example, shift modes include, but are not limited to, a sporty mode, a smooth mode, and the like.
As an example, in step S501, the transmission control system obtains the current target torque and the shift pattern of the coupling side clutch to interact with the current target torque and the shift pattern of the coupling side clutch according to the shift pattern required by the user, so as to ensure smoothness during the shift process.
S502: and adopting a current target torque interaction logic corresponding to the gear shifting mode, and controlling the combining side clutch to carry out target torque interaction according to the driver required torque, the actual slip rate and the optimal slip rate.
As an example, if the gear shifting mode is a motion mode, the current target torque interaction logic corresponding to the motion mode is adopted, and the combination side clutch is controlled to carry out target torque interaction according to the actual slip rate and the optimal slip rate.
As another example, if the shift mode is the smooth mode, then a current target torque interaction logic corresponding to the smooth mode is employed to interact the target torque with the combination side clutch according to the driver demand torque and the actual slip ratio.
In this embodiment, the transmission control system obtains the current target torque and the shift mode of the coupling side clutch, and adopts the current target torque interaction logic corresponding to the shift mode, and controls the coupling side clutch to perform target torque interaction according to the driver demand torque, the actual slip rate and the optimal slip rate, so as to perform interaction with the current target torque and the shift mode of the coupling side clutch according to the shift mode demanded by the user, so as to ensure the stability in the shift process.
In one embodiment, as shown in fig. 6, in step S502, that is, using the current target torque interaction logic corresponding to the shift mode, the combination side clutch is controlled to perform the target torque interaction according to the driver required torque, the actual slip ratio and the optimal slip ratio, which includes:
s601: and if the gear shifting mode is a motion mode, controlling the combining side clutch to carry out target torque interaction according to the actual slip rate and the optimal slip rate.
As an example, if the shift mode is the sport mode, the torque of the coupling side clutch is not required to be limited to improve the driving force of the vehicle, and the coupling side clutch can be controlled to perform target torque interaction according to the magnitude relation between the actual slip rate and the optimal slip rate, so that the driving force of the vehicle can be ensured, the situation that the vehicle slips can be prevented, and the stability and the optimal power of the vehicle in the sport mode can be improved.
S602: and if the gear shifting mode is a smooth mode, controlling the combining side clutch to carry out target torque interaction according to the torque required by the driver and the actual slip rate.
As an example, if the gear shift mode is the smooth mode, the torque of the coupling side clutch may be limited to achieve higher smoothness of the vehicle, and the current target torque of the coupling side clutch may be limited to the driver demand torque according to the driver demand torque and the actual slip ratio, for example, when the actual slip ratio is greater than zero, so as to ensure smoothness of the vehicle in the smooth mode.
In this embodiment, if the shift mode is a sport mode, the transmission control system controls the combination side clutch to perform target torque interaction according to the actual slip rate and the optimal slip rate, and if the shift mode is a smooth mode, the transmission control system performs target torque interaction with the combination side clutch according to the driver demand torque and the actual slip rate, so as to perform interaction with the current target torque of the combination side clutch and the shift mode according to the shift mode demanded by the user, so as to ensure stability in the shift process.
In one embodiment, as shown in fig. 7, in step S601, that is, if the shift mode is the sport mode, the target torque interaction of the coupling side clutch is controlled according to the actual slip ratio and the optimal slip ratio, including:
s701: if the actual slip ratio is less than the optimal slip ratio, the current target torque of the coupling-side clutch is increased.
As an example, if the actual slip ratio is smaller than the optimal slip ratio, it is explained that the magnitude of the current target torque of the coupling-side clutch does not cause the vehicle to slip, and therefore, when the actual slip ratio is smaller than the optimal slip ratio, the current target torque of the coupling-side clutch may be appropriately increased to secure the power of the vehicle in the sport mode.
S702: if the actual slip ratio is equal to the optimal slip ratio, the current target torque of the coupling-side clutch is maintained.
As an example, if the actual slip ratio is equal to the optimal slip ratio, it is explained that the current target torque of the coupling-side clutch at this time can make the slip ratio of the vehicle reach the most suitable slip ratio, that is, the current target torque of the coupling-side clutch will not slip while ensuring the power of the vehicle, so that the current target torque of the coupling-side clutch can be maintained when the actual slip ratio is equal to the optimal slip ratio to ensure the power of the vehicle in the sport mode.
S703: if the actual slip ratio is greater than the optimal slip ratio, the current target torque of the coupling-side clutch is reduced.
As an example, if the actual slip ratio is greater than the optimal slip ratio, it is explained that the current target torque of the coupling-side clutch at this time is too large and the vehicle is likely to slip, and therefore, the current target torque of the coupling-side clutch is reduced to ensure the smoothness of the vehicle in the sport mode.
In this embodiment, if the actual slip ratio is smaller than the optimal slip ratio, the current target torque of the coupling-side clutch is increased; if the actual slip ratio is equal to the optimal slip ratio, maintaining the current target torque of the combined side clutch; if the actual slip rate is greater than the optimal slip rate, the current target torque of the combined side clutch is reduced, so that the stability of the vehicle is ensured while the power of the vehicle is ensured.
In one embodiment, as shown in fig. 8, in step S602, if the gear shift mode is the smooth mode, the target torque interaction is performed on the coupling side clutch according to the driver required torque and the actual slip ratio, including:
s801: if the shift mode is the smooth mode, the current target torque of the combining side clutch is updated to the driver demand torque.
As an example, if the shift mode is the smooth mode, the transmission control system updates the current target torque of the coupling side clutch to the driver demand torque, i.e., limits the current target torque of the coupling side clutch to the driver demand torque, in order to ensure a high degree of stability of the vehicle.
S802: if the actual slip ratio is less than or equal to zero, the current target torque of the coupling-side clutch is increased to the driver demand torque.
As an example, if the actual slip ratio is less than or equal to zero, it is indicated that the current target torque of the coupling-side clutch is too small, and the power of the vehicle may be increased on the basis of ensuring the smoothness of the vehicle, i.e., the current target torque of the coupling-side clutch is increased to the driver demand torque.
S803: and if the actual slip ratio is greater than zero, acquiring a historical target torque, and determining the historical target torque as the current target torque of the combined side clutch.
The historical target torque refers to the target torque at the moment on the corresponding coupling side clutch when the actual slip ratio is smaller than or equal to zero.
As an example, if the actual slip ratio is greater than zero, it is indicated that the current target torque of the coupling-side clutch at the current time is too large, and the historical target torque of the coupling-side clutch corresponding to the last time when the actual slip ratio is less than or equal to zero is determined as the current target torque of the coupling-side clutch, so as to ensure the stability of the vehicle.
In this embodiment, if the shift mode is the smooth mode, the current target torque of the coupling side clutch is updated to the driver demand torque; if the actual slip ratio is less than or equal to zero, increasing the current target torque of the combined side clutch to the driver demand torque; if the actual slip rate is greater than zero, acquiring the historical target torque at the previous moment, and determining the historical target torque as the current target torque combined with the side clutch, thereby ensuring the stability of the vehicle while ensuring the power of the vehicle.
The present embodiment provides a shift control system for implementing the shift control method in the above embodiment.
In one embodiment, as shown in FIG. 9, the shift control system includes a body electronic stability system 10, an engine control system 20, and a transmission control system 30;
the vehicle body electronic stabilization system 10 is used for acquiring current vehicle speed data, wherein the current vehicle speed data comprises a current vehicle speed, a current accelerator opening, a current gear, an actual slip rate and an optimal slip rate;
the engine control system 20 is configured to obtain a current accelerator opening and a current gear, and determine a driver demand torque according to a current vehicle speed, the current accelerator opening and the current gear;
the transmission control system 30 is configured to control the coupling-side clutch to perform a target torque interaction in accordance with the driver demand torque, the actual slip ratio, and the optimal slip ratio.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present invention.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions.
The above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention, and are intended to be included in the scope of the present invention.

Claims (9)

1. A shift control method, characterized by comprising:
acquiring current vehicle speed data, wherein the current vehicle speed data comprises an actual slip rate and an optimal slip rate;
determining a driver demand torque;
acquiring the current target torque and a gear shifting mode of the combined side clutch;
adopting current target torque interaction logic corresponding to the gear shifting mode, and controlling a combining side clutch to carry out target torque interaction according to the driver required torque, the actual slip rate and the optimal slip rate;
the method comprises the steps of adopting current target torque interaction logic corresponding to the gear shifting mode, and controlling a combining side clutch to carry out target torque interaction according to the driver required torque, the actual slip rate and the optimal slip rate, wherein the method comprises the following steps of;
if the gear shifting mode is a motion mode, controlling the combining side clutch to perform target torque interaction according to the actual slip rate and the optimal slip rate;
and if the gear shifting mode is a smooth mode, controlling the combining side clutch to carry out target torque interaction according to the driver required torque and the actual slip rate.
2. The shift control method according to claim 1, wherein the vehicle speed data further includes a current vehicle speed, a current accelerator opening, a current gear, and a driver demand torque is determined based on the current vehicle speed, the current accelerator opening, and the current gear.
3. The shift control method according to claim 2, characterized in that said determining a driver demand torque based on said current vehicle speed, said current accelerator opening, and said current gear includes:
determining current required power according to the current accelerator opening and the current vehicle speed;
determining a target vehicle speed according to the current vehicle speed and the minimum vehicle speed;
determining an original required torque according to the current required power and the target vehicle speed;
determining a gear correction coefficient according to the current gear;
and determining the driver demand torque according to the original demand torque and the gear correction coefficient.
4. A shift control method as set forth in claim 3, wherein said determining a current demanded power based on said current accelerator opening and said current vehicle speed includes:
inquiring an accelerator pedal characteristic curve according to the current accelerator opening and the current vehicle speed, and determining standard required power;
and acquiring the current required power according to the standard required power.
5. A shift control method as set forth in claim 3, wherein said determining a target vehicle speed based on said current vehicle speed and a minimum vehicle speed includes:
obtaining a standard vehicle speed according to the current vehicle speed and the circumference of the wheels;
and obtaining a target vehicle speed according to the standard vehicle speed and the minimum vehicle speed.
6. The shift control method according to claim 1, wherein if the shift mode is a sport mode, controlling the coupling-side clutch to perform target torque interaction according to the actual slip ratio and the optimal slip ratio, including;
if the actual slip ratio is smaller than the optimal slip ratio, increasing the current target torque of the combining side clutch;
if the actual slip ratio is equal to the optimal slip ratio, maintaining the current target torque of the coupling-side clutch;
and if the actual slip rate is greater than the optimal slip rate, reducing the current target torque of the combining side clutch.
7. The shift control method according to claim 6, wherein, if the shift mode is a smooth mode, performing target torque interaction on the coupling-side clutch according to the driver demand torque and the actual slip ratio, comprises:
if the gear shifting mode is a smooth mode, updating the current target torque of the combining side clutch to be the torque required by the driver;
if the actual slip ratio is less than or equal to zero, increasing the current target torque of the coupling-side clutch to the driver demand torque;
and if the actual slip ratio is greater than zero, acquiring a historical target torque, and determining the historical target torque as the current target torque of the coupling side clutch.
8. A shift control system for implementing a shift control method according to any one of claims 1 to 7.
9. The shift control system of claim 8, wherein the shift control system comprises a body electronic stability system, an engine control system, and a transmission control system;
the vehicle body electronic stabilization system is used for acquiring current vehicle speed data, wherein the current vehicle speed data comprises a current vehicle speed, a current accelerator opening, a current gear, an actual slip rate and an optimal slip rate;
the engine control system is used for acquiring a current accelerator opening and a current gear and determining a driver demand torque according to the current vehicle speed, the current accelerator opening and the current gear;
the transmission control system is used for acquiring the current target torque of the combining side clutch and a gear shifting mode; adopting current target torque interaction logic corresponding to the gear shifting mode, and controlling a combining side clutch to carry out target torque interaction according to the driver required torque, the actual slip rate and the optimal slip rate;
the transmission control system is further configured to control the coupling-side clutch to perform target torque interaction according to the actual slip rate and the optimal slip rate when the gear shift mode is a motion mode; and when the gear shifting mode is a smooth mode, controlling the combining side clutch to carry out target torque interaction according to the driver required torque and the actual slip rate.
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CN111231697A (en) * 2020-01-22 2020-06-05 凯博易控车辆科技(苏州)股份有限公司 Control method and device for driving demand torque and vehicle
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CN106800018A (en) * 2017-01-11 2017-06-06 广州汽车集团股份有限公司 Vehicle engine assembly control method and system
CN108533739A (en) * 2018-03-27 2018-09-14 吉利汽车研究院（宁波）有限公司 A kind of automatic block vehicle process for gear and device
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