CN103148207A  Method for controlling clutch switch process of dualclutch transmission  Google Patents
Method for controlling clutch switch process of dualclutch transmission Download PDFInfo
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 CN103148207A CN103148207A CN2013100559139A CN201310055913A CN103148207A CN 103148207 A CN103148207 A CN 103148207A CN 2013100559139 A CN2013100559139 A CN 2013100559139A CN 201310055913 A CN201310055913 A CN 201310055913A CN 103148207 A CN103148207 A CN 103148207A
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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
 F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
 F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths

 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 changespeed or reversinggearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
 F16H61/68—Control functions within control units of changespeed or reversinggearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
 F16H61/684—Control functions within control units of changespeed or reversinggearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
 F16H61/688—Control functions within control units of changespeed or reversinggearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torqueflow paths by clutches
Abstract
Description
Technical field
The present invention relates to a kind of controlling method of speed changer, particularly relate to a kind of controlling method of the clutch handoff procedure for doubleclutch speed changer.
Background technique
Speed changer is a very important part in modern transmission system, in order to improve the efficient of transmission system, in the recent period since, people have carried out considerable R﹠D work.Be accompanied by the development of modern control technology, wherein the development of quite a few all launches round doubleclutch speed changer.The engage a gear of doubleclutch speed changer is similar to common manual transmission.Gear in each gear train is arranged on separately axle and can rotates freely around axle, and the gear side is provided with synchronizer, and synchronizer can optionally mesh the gear of different gears, doubleclutch speed changer.In order to realize automatic speed changing, the gear shift of each gear train is moved synchronizer by certain actuator and is realized.Reverse gearset comprises an input shaft gear, a counter shaft gear and an intermediate gear that arranges between them, thereby realizes counter shaft gear counterrotating and then realize the counterrotating of output shaft and reverse gear.Although these doubleclutch speed changers have overcome the shortcoming of some conventional transmissions and new type auto speed changer, but control and adjusting to the selfshifting doubleclutch speed changer are the things of a complexity, and the desired comfortable target of passenger did not reach yet in the past.at present, in the regulating and controlling field to double clutch, a large amount of patent applications is arranged also, for example U.S. BorgWarner Inc is respectively CN1530570A at the publication number that China proposes, CN1526976A, CN1523253A, the open time is three applications for a patent for invention of 2004, Shanghai Automotive Transmission Co is CN101943228A at the publication number that China proposes, open day is on January 12nd, 2011, denomination of invention is the clutch closed loop control system of two clutch gearboxes and the application for a patent for invention of controlling method thereof, also having in addition the applicant is 201210082148.5 at the application number that proposes before, application publication number is CN102606724A, Shen Qing Publication day is the Chinese invention patent application on July 25th, 2012.In addition, domestic also have the people to deliver relevant paper at the doubleclutch speed changer control field, title as Southwestern University Li Jun China is the master thesis of " dualclutch transmission control system design and research ", this piece paper elaborates the control system of dualclutch transmission, and this piece paper can retrieve in the Baidu library.It is worth mentioning that, in the approaching prior art of the control technique in doubleclutch speed changer, the control system that the AMT automatic transmission adopts and controlling method are all to be worth using for reference.
In the control field of doubleclutch speed changer, be a very important field to the control of clutch handoff procedure, for speed changer is controlled and operation in good time, make each gear shift level and smooth and effectively, still also have a large amount of things to do.In the clutch switch step, guarantee that it is very crucial that output torque is tried one's best smoothgoing, because it is from a gear switch to another gear.In present existing controlling method, some control engine speed is followed a linear goal, the target of the control rate that also has migration curve to an approximately linear.These two kinds of methods can produce shift quality preferably, and two kinds of methods are all very sensitive to the variation of moment of torsion, but they need to do more stakingout work.As application number be 200410005885.0, notice of authorization number is a kind of disclosed method of controlling double clutch transmission device of Chinese invention patent on November 19th, 2008 for CN100434768C, notice of authorization day, the method comprises a linear goal curve, the major defect of this method is, in the identification that relies on from the transfer process state that enters out state, and can allow speed become linearity before closed loop control activates.Application number is 200380109880.6 in addition, notice of authorization number is the Chinese invention patent on July 9th, 2008 for CN100400937C, notice of authorization day, a kind of gearshifting control method of automatic double clutch gearbox is disclosed, the method has comprised based on the calculating to the multimode target of the physical property of controlled system, even now should obtain a result preferably to the definite of target, but is difficult to revise and optimize in the practice of vehicle calibration.
Summary of the invention
The technical problem to be solved in the present invention is to provide a kind of clutch method for handover control that allows the doubleclutch speed changer of the demarcation more simplified.
The clutch method for handover control of doubleclutch speed changer of the present invention, in described doubleclutch speed changer, the clutch of clutch switching front transfer moment of torsion is front sequence clutch, and another is followup clutch, and it comprises the following steps:
(1) determine the target gear ratios;
(2) determine the input torque of front sequence clutch;
(3) detect the input speed of front sequence clutch;
(4) detect the rotating speed of target of followup clutch;
(5) calculate current speed ratio with the input speed that detects divided by the output speed that detects;
(6) determine goals ratio according to nominal data, nominal data depends on shift type, drives gear, input speed, input torque and current clutch temp;
(7) deduct current speed ratio with goals ratio and calculate current speed ratio error;
(8) take the value of speed ratio error as controlling target, adopt the PID closed loop control successively to revise clutch moment of torque and Engine torque request, make actual speed ratio follow the goals ratio curve, the parameter of PID controller depends on shift type, speed ratio error, drives gear, input torque and current clutch temp, accelerator open degree, output speed, braking pedal situation.
The clutch method for handover control of doubleclutch speed changer of the present invention, it further comprises following steps:
(1) determine goals ratio with the target deadline of completing gear shift;
(2) time division section within the object time, three time phase T1, T2 in control and T3.
The clutch method for handover control of doubleclutch speed changer of the present invention, it further comprises following steps:
(1) the goals ratio increment of regulation T1;
(2) the low closed loop gain in regulation T1.
The clutch method for handover control of doubleclutch speed changer of the present invention, it further comprises following steps:
(1) the goals ratio incremental raio T1 of regulation T3 and T2's is lower.
The clutch method for handover control difference from prior art of doubleclutch speed changer of the present invention is that the target of the clutch method for handover control of doubleclutch speed changer of the present invention calculates and the variation of input speed independence mutually, also independent mutually with the rotating speed difference size of the input and output of clutch, so the clutch method for handover control of doubleclutch speed changer of the present invention allows the demarcation more simplified.
To be divided into three time phases the object time in the clutch method for handover control of doubleclutch speed changer of the present invention, and be all in order to strengthen the stability of control in T1 stage and T3 stage respective specified target slope.
Be described further below in conjunction with the clutch method for handover control of accompanying drawing to doubleclutch speed changer of the present invention.
Description of drawings
Fig. 1 is the structural representation of the doubleclutch speed changer can the clutch method for handover control by doubleclutch speed changer of the present invention controlled;
Fig. 2 is the structural representation of doubleclutch speed changer hydraulic system;
Fig. 3 is the flow chart of the clutch method for handover control of doubleclutch speed changer of the present invention;
Fig. 4 is the speed ratio plotted curve that upgrades;
Fig. 5 is the speed ratio plotted curve that lowers category.
Embodiment
Understand the present invention in order to be more convenient for, this first to the machinery of doubleclutch speed changer of the prior art consist of, the Hydraulic system and control system explains.
Consist of except can be referring to the description in the file of pointing out in background technique about the machinery of doubleclutch speed changer, can also be 200910260370.8 at the application number that proposes before referring to the applicant, application publication number is CN101737462A, Shen Qing Publication day to be the Chinese invention patent application on June 16th, 2010, also can be referring to Fig. 1.Doubleclutch speed changer as shown in Figure 1, comprise two clutches, be first clutch 11 and second clutch 12, the even number shelves countershaft 14, jack shaft 15 and the reversing auxiliary shaft 16 that also comprise input shaft 110, odd number shelves countershaft 13, be arranged in parallel with odd number shelves countershaft 13, also comprise a plurality of synchronizers, i.e. the first synchronizer 17, the second synchronizer 18 and the 3rd synchronizer 19.Doubleclutch speed changer by selectable speed ratio transmission from the moment of torsion of motor to output shaft, until on wheel.Doubleclutch speed changer transmits moment of torsion from motor on odd number shelves countershaft 13 or even number shelves countershaft 14 by first clutch 11 or second clutch 12.Gear on odd number shelves countershaft 13 and even number shelves countershaft 14 all with jack shaft 15 on the gear constant engagement.Odd number shelves countershaft 13 and even number shelves countershaft 14 1 straight through the gear transmission on jack shaft 15 to wheel.Odd number shelves countershaft 13 can be in transmission connection with jack shaft 15 by overrunning clutch 20 and the 3rd synchronizer 19, even number shelves countershaft 14 when the first synchronizer 17 or the second synchronizer 18 hang up shifting gear and jack shaft 15 be in transmission connection.If one of odd number shelves countershaft 13 and even number shelves countershaft 14 are transmitting moment of torsion to jack shaft 15, and there is gear to be hung up on them, so can be by reducing the moment of torsion on front sequence clutch until sliding generations that rub, the moment of torsion that also increases simultaneously on followup clutch realize gear switch, before the preorder clutch finger clutch here switches, just at that clutch of transmitting torque, it also can be called as the active service clutch, and another is followup clutch.
When odd number shelves countershaft 13 just provides moment of torsion to jack shaft 15 by first clutch 11, and second clutch 12 is not when engaging, and the target gear is on the gear of even number shelves countershaft 14, and gear need to be selected.This generic operation is called as gear to be selected, and also can be called preengage a gear, because it is not in the situation that affect vehicle operating and in advance gear had been hung up before switch clutch.
Therefore, an important link is exactly to realize prehung or the excision of gear by the first synchronizer 17, the second synchronizer 18 or the 3rd synchronizer 19 in handoff procedure.In doubleclutch speed changer as shown in fig. 1,5 synchronizers are arranged in fact, be respectively the second synchronizer 18 and the 3rd synchronizer 19 of paired setting, and first an independent synchronizer 17 that switches between forward gears and reverse gear.The second synchronizer 18 and the 3rd synchronizer 19 are synchronizers of bidirectional drive, namely when from the centre left or can hang up the gear on the left side or the right when moving right.As for the first synchronizer 17 as shown in Fig. 1 optimal way, moving to right can engage a gear, and when moving to left invalid (namely hanging neutral).
The control of speaking of within the present invention, general idea refers to electronic control component.Electronic control component itself has surpassed outside scope described in the invention.In any case, it need to manage control logic, provides needed voltage, signal, hydraulic pressure that doubleclutch speed changer is operated.No matter be that clutch switches, or the gear selection, all need each clutch and each synchronizer are controlled.In order to realize controlling, change control signal into the control result, need hydraulic system to carry out, hydraulic system can be that 200910249994.X, application publication number are CN101709777A, Shen Qing Publication day to be the Chinese invention patent application on May 19th, 2010 at the application number that proposes before referring to the applicant, also can be referring to hydraulic system as shown in Figure 2.As shown in Figure 2, the first gear is selected control solenoid valve 22 and the second gear to select to control solenoid valve 23 and is preferably PWMtype (PWM).The PWMtype solenoid valve can provide a variable pressure by send pulse signal to solenoid valve.This solenoid valve is a kind of lowcost mode that can realize that variable pressure is controlled.The first gear select to be controlled the oil pressure that solenoid valve 22 and the second gear select to control solenoid valve 23 and is provided by main pressure regulator valve 28, main pressure regulator valve 28 outputs be main oil pressure, and the oil of main pressure regulator valve 28 is provided by pump 29.By the variable pressure solenoid valve, the main oil pressure of main pressure regulator valve 28 outputs can be in minimum to output changeably between maximum.Two variable pressure solenoid valves are arranged in Fig. 2, i.e. the first variable pressure solenoid valve 210 and the second variable pressure solenoid valve 211, they are used for respectively controlling by first clutch actuator 213 and second clutch actuator 212 moment of torsion that each clutches transmit.The purpose that main oil pressure is controlled is exactly to make main oil pressure all the time higher than the request pressure of the first variable pressure solenoid valve 210 and the second variable pressure solenoid valve 211.Similarly, main oil pressure will select control solenoid valve 22 and the second gear to select the request pressure of control solenoid valve 23 also very important higher than the first gear.The first gear select to control solenoid valve 22 and the second gear select to control solenoid valve 23 according to the relative pressure state selectivity of the first variable pressure solenoid valve 210 and the second variable pressure solenoid valve 211 provide hydraulic pressure to gear selecting sequence valve 24, gear selecting sequence valve 24 provides a hydraulic coupling to select piston 25, third gear to select piston 26, the first gears to select pistons 27, the second gear to select piston 25, third gear to select the first synchronizer 17, the second synchronizer 18 in the mobile corresponding diagram 1 respectively of piston 26, the movement of the 3rd synchronizer 19 to the second gear.
The clutch method for handover control of doubleclutch speed changer of the present invention mainly embodies from flow chart shown in Figure 3, from initial entry block 31, having determined a target gear when the logic of transmission control unit and hardware changes when having occured, speed changer is necessary for the clutch switching and prepares, so enter entry block 32, determine the type of gear shift request in entry block 32, (speed ratio of target gear is determined by speed changer hardware to obtain the speed ratio of target gear, such as 1 grade of speed ratio, 2 grades of speed ratios, 3 grades of speed ratios, 4 grades of speed ratios, 5 grades of speed ratios etc.It is 1 grade as the target gear, the target gear ratios is exactly the speed ratio of 1 grade so), then enter entry block 33, (input torque of front sequence clutch namely motor is delivered to the moment of torsion of front sequence clutch to the input torque that entry block 33 is determined from motor for the moment of torsion of clutch switches.The value of this moment of torsion is to send to control system of speed variator by engine control system by the CAN communication, the value that then obtains through calculating).In entry block 34, the input speed of sequence clutch before determining (input speed of front sequence clutch is the rotating speed of motor namely, the value of this rotating speed be exactly this moment engine control system send to the engine speed of control system of speed variator by the CAN communication).In entry block 35, target velocity determines that according to the input speed of the followup clutch that detects (then rotating speed of target can calculate by the speed probe collection on speed changer and obtain, if the target gear is 1,3,5 grade, the rotating speed of target of so followup clutch can be converted to input shaft by the rotating speed that gathers odd number shelves countershaft and obtain, if the target gear is 2,4 grades, the rotating speed of target of so followup clutch can be converted to input shaft by the rotating speed that gathers even number shelves countershaft and obtain).In entry block 36, actual current speed ratio in other words based on the input speed of speed changer divided by the output speed of speed changer calculate (input speed is exactly current engine speed, the value of this rotating speed be exactly this moment engine control system send to the engine speed of control system of speed variator by the CAN communication; Output speed is exactly to be converted to the differential mechanism rear end and the value that obtains by the rotating speed that current jack shaft speed probe collects).This signal is exactly the control signal 31 shown in Fig. 4 and Fig. 5.In entry block 37, target is calculated based on input speed, input torque and the shift type of each clutch switching time.Then this time be divided out the ratio of regulation, and such as T1 accounts for 10% of cumulative time, T2 accounts for 80% of cumulative time, and T3 accounts for 10% of cumulative time.These ratios are not fixed for every kind of shift type.Shift type is defined as follows, and power on upgrades, and power off upgrades, and power on lowers category, and power off lowers category.Similarly, also having defined the speed ratio percentage change for every kind of shift type, for example, is 5% of overall ratio variable quantity in T1, is 90% of overall ratio variable quantity in T2, is 5% of overall ratio variable quantity in T3.In entry block 38, the goals ratio corresponding with the time (reasoning speed ratio) will produce target error with the deviation of actual speed ratio.This error is passed to the variation that a PID controller decides input torque.Then proceed to entry block 40, this will determine new moment of torsion target, thereby proceed to entry block 41.Then continue to calculate actual speed ratio by entry block 39, form closed loop control, until target is reached.
In entry block 37, goals ratio is definite according to nominal data, and nominal data depends on shift type, drives gear, input speed, input torque (being the moment of torsion that motor passes to speed changer) and current clutch temp.Goals ratio=previous goals ratio+goals ratio increment.Specifically being calculated as follows of goals ratio increment:
At first be to calculate the object time (this time represents with T) of completing gear shift, this time is determined by following twopart factor: the value of first portion's factor (representing with a) is to obtain by two parameter interpolation tables, two input quantities of this two parameter interpolations table are respectively: shift type, driving gear, the value in two parameter interpolation tables is the numerical value that can demarcate.The value of second portion factor (representing with b) is to obtain by three parameter interpolation tables, and three input quantities of this three parameter interpolations table are respectively input speed (engine speed), input torque (being the moment of torsion that motor passes to speed changer), when the temperature of front clutch.So complete the object time T=a+b of gear shift.
Next is to calculate the value of T1, T2, T3 and variation total amount, variation total amount, the variation total amount of speed ratio in the T3 time of speed ratio in the T2 time of speed ratio in the T1 time, and concrete calculation method is as follows: T1=T*T1 accounts for the percentage in T.The percentage (representing with e) that T1 accounts for time T is determined by twopart factor: the value of first portion's factor (representing with c) is to obtain by two parameter interpolation tables, two input quantities of this two parameter interpolations table are respectively: shift type, driving gear, the value in two parameter interpolation tables is the numerical value that can demarcate.The value of second portion factor (representing with b) is to obtain by three parameter interpolation tables, and three input quantities of this three parameter interpolations table are respectively input speed (engine speed), input torque (being the moment of torsion that motor passes to speed changer), when the temperature of front clutch.So T1 accounts for the percentage e=c+b of time T.T3=T*T3 accounts for the percentage in T.The percentage (representing with f) that T3 accounts for time T is determined by twopart factor: the value of first portion's factor (representing with h) is to obtain by two parameter interpolation tables, two input quantities of this two parameter interpolations table are respectively: shift type, driving gear, the value in two parameter interpolation tables is the numerical value that can demarcate.The value of second portion factor (representing with i) is to obtain by three parameter interpolation tables, and three input quantities of this three parameter interpolations table are respectively input speed (engine speed), input torque, when the temperature of front clutch.So T3 accounts for the percentage f=h+i of time T.T2=T*T2 accounts for the percentage in T.The percentage that T2 accounts in T represents with j, j=100%ef, and in whole shift time, the total amount that speed ratio changes is k=target gear ratiosdriving gear ratios.The percentage that interior speed ratio variation of T1 time total amount accounts for k is m, and in the T1 time, speed ratio changes total amount n=k*m, and the value of m is to obtain by a twodimensional interpolation table, and two input quantities of this twodimensional interpolation table are respectively shift type, driving gear.The percentage that interior speed ratio variation of T3 time total amount accounts for k is p, and in the T3 time, speed ratio changes total amount q=k*p, and the value of p is to obtain by a twodimensional interpolation table, and two input quantities of this twodimensional interpolation table are respectively shift type, driving gear.In the T2 time, speed ratio changes total amount r=knq.Calculate at last the goals ratio increment, the goals ratio increment=n/T1 in the T1 time; Goals ratio increment=r/T2 in the T2 time; Goals ratio increment=q/T3 in the T3 time; So, at the goals ratio of T1 in the time be: goals ratio=previous goals ratio+n/T1.At the goals ratio of T2 in the time be: goals ratio=previous goals ratio+r/T2.At the goals ratio of T3 in the time be: goals ratio=previous goals ratio+q/T3.
The clutch that drives gear place axle is front sequence clutch, and the clutch of target gear place axle is followup clutch.Remarks: in Clutch Control, the moment of torsion of calculating all has been converted to input shaft end.The increment of the torque request value of front sequence clutch is affected by two factors: first portion's factor is that a PID controller calculates gain, and this value can represent with s; The second portion factor is a dynamic adjustments value, and this dynamic adjustments value can represent with w.At T1 in the time: preorder clutch moment of torque value request=previous preorder clutch moment of torque value request+s+w.Three parameters of this PID controller can be with P1, I1, D1, represent.The current speed ratio error of the current speed ratio error+D1*(of the current speed ratio error+I1* of s=P1*previous speed ratio error), P1 is determined by twopart factor, the value of first portion's factor (representing with P11) is to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: shift type, driving gear and input torque, the value in three parameter interpolation tables is the numerical value that can demarcate.The second portion factor be (representing with P12) to be to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: current speed ratio error, input torque increment (current input torqueprevious input torque) and current clutch temp, the value of three parameter interpolation tables is the numerical value that can demarcate.P1=P11+P12。I1 is determined by twopart factor: the value of first portion's factor (representing with I11) is to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: shift type, driving gear and input torque, the value in three parameter interpolation tables is the numerical value that can demarcate.The second portion factor be (representing with I12) to be to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: current speed ratio error, input torque increment (current input torqueprevious input torque) and current clutch temp, the value of three parameter interpolation tables is the numerical value that can demarcate.I1=I11+I12。D1 is determined by twopart factor: the value of first portion's factor (representing with D11) is to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: shift type, driving gear and input torque, the value in three parameter interpolation tables is the numerical value that can demarcate.The second portion factor be (representing with D12) to be to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: current speed ratio error, input torque increment (current input torqueprevious input torque) and current clutch temp, the value of three parameter interpolation tables is the numerical value that can demarcate.Dynamic adjustments value w obtains by three parameter interpolation tables, and three input quantities of this three parameter interpolations table are respectively: accelerator open degree, braking pedal state, output speed error (current output speedprevious output speed).So torque request value+s+w of the torque request value of front sequence clutch=previous front sequence clutch.The increment of the torque request value of followup clutch is affected by two factors, and first portion's factor is that a PID controller calculates gain, and this value can represent with v; The second portion factor is a dynamic adjustments value, and this dynamic adjustments value can represent with y.At T1 in the time: followup clutch moment of torque value request=previous followup clutch moment of torque value request+v+y, three parameters of this PID controller can be with P2, I2, D2, represent.The current speed ratio error of the current speed ratio error+D2*(of the current speed ratio error+I2* of v=P2*previous speed ratio error) P2 is determined by twopart factor: the value of first portion's factor (representing with P21) is to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: shift type, driving gear and input torque, the value in three parameter interpolation tables is the numerical value that can demarcate.The second portion factor be (representing with P22) to be to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: current speed ratio error, input torque increment (current input torqueprevious input torque) and current clutch temp, the value of three parameter interpolation tables is the numerical value that can demarcate.P2=P21+P22。I2 is determined by twopart factor: the value of first portion's factor (representing with I21) is to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: shift type, driving gear and input torque, the value in three parameter interpolation tables is the numerical value that can demarcate.The second portion factor be (representing with I22) to be to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: current speed ratio error, input torque increment (current input torqueprevious input torque) and current clutch temp, the value of three parameter interpolation tables is the numerical value that can demarcate.I2=I21+I22。D2 is determined by twopart factor: the value of first portion's factor (representing with D21) is to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: shift type, driving gear and input torque, the value in three parameter interpolation tables is the numerical value that can demarcate.The second portion factor be (representing with D22) to be to obtain by three parameter interpolation tables, three input quantities of this three parameter interpolations table are respectively: current speed ratio error, input torque increment (current input torqueprevious input torque) and current clutch temp, the value of three parameter interpolation tables is the numerical value that can demarcate.Dynamic adjustments value y obtains by three parameter interpolation tables, and three input quantities of this three parameter interpolations table are respectively: accelerator open degree, braking pedal state, output speed error (current output speedprevious output speed).So torque request value+v+y of the torque request value of followup clutch=previous front sequence clutch.The increment of Engine torque value request is to be calculated by a PID controller, and this value can represent with z; At T1 in the time: Engine torque value request=previous Engine torque value request+z.Three parameters of this PID controller can be with P3, I3, D3, represent.The current speed ratio error of the current speed ratio error+D3*(of the current speed ratio error+I3* of z=P3*previous speed ratio error).P3 is fixed by three parameter interpolation votings, three input variables of this interpolation table are respectively: current speed ratio error, shift type, (driver's requested torque is to issue control system of speed variator by engine control system by the CAN communication to driver's requested torque, this value is affected by accelerator open degree mainly) with the difference of current input torque, the value in three parameter interpolation tables is the numerical value that can demarcate.I3 is fixed by three parameter interpolation votings, and three input variables of this interpolation table are respectively: current speed ratio error, and shift type, the difference of driver's requested torque and current input torque, the value in three parameter interpolation tables is the numerical value that can demarcate.D3 is fixed by three parameter interpolation votings, and three input variables of this interpolation table are respectively: current speed ratio error, and shift type, the difference of driver's requested torque and current input torque, the value in three parameter interpolation tables is the numerical value that can demarcate.Torque request value+the z of the torque request value of motor=previous motor.T2, T3 are in the stage, and computational methods and the computational methods in T1 of preorder clutch moment of torque value request, followup clutch moment of torque value request, Engine torque value request are similar, and just the size of the demarcation numerical value in each interpolation table is not identical.
In entry block 46, accelerator open degree and braking pedal state are always monitored, thereby determine the object variations that therefore input brings.In entry block 45, the determining of object variations amount is based on and calculates from the input of entry block 43 and entry block 44.According to moment of torsion and load calculation acceleration responsive, calculate the acceleration responsive of speed changer in entry block 44 according to moment of torsion input in entry block 43.
Can stipulate that in T1, the value of closed loop gain is lower (namely in the clutch method for handover control of doubleclutch speed changer of the present invention, in the T1 stage, the increment of preorder clutch moment of torque value request, the increment of followup clutch moment of torque value request, the increment of Engine torque value request is all lower).Can stipulate in the clutch method for handover control of doubleclutch speed changer of the present invention that the goals ratio increment (q/T3) of T3 is than T1(n/T1) and T2(r/T2) lower.
In order to be more convenient for understanding intuitively the application, Fig. 4 and Fig. 5 have provided respectively upgrade speed ratio curve and the speed ratio curve that lowers category, and in Fig. 4,51 represent old gear ratios, and 52 represent the target gear ratios, and 53 represent the actualgear speed ratio, and 54 represent target gear ratios curve; In Fig. 5,61 represent the target gear ratios, and 62 represent old gear ratios, and 63 represent the actualgear speed ratio, and 64 represent target gear ratios curve.
Abovedescribed embodiment is described the preferred embodiment of the present invention; be not that scope of the present invention is limited; design under the prerequisite of spirit not breaking away from the present invention; various distortion and improvement that those of ordinary skills make technological scheme of the present invention all should fall in the definite protection domain of claims of the present invention.
Claims (4)
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CN2013100559139A CN103148207A (en)  20130221  20130221  Method for controlling clutch switch process of dualclutch transmission 
CN201310263447.3A CN103322185B (en)  20130221  20130627  The clutch method for handover control of doubleclutch speed changer 
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Cited By (2)
Publication number  Priority date  Publication date  Assignee  Title 

CN106574674A (en) *  20140619  20170419  法雷奥离合器公司  Torque estimator for double clutch 
WO2019228484A1 (en) *  20180531  20191205  长城汽车股份有限公司  Shift control method and device 
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CN104976243B (en) *  20150717  20170329  上海汽车变速器有限公司  The preoiling pressure adaptive method and system of wet dualclutch automatic transmission 
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JP3900049B2 (en) *  20020912  20070404  トヨタ自動車株式会社  Hydraulic control device for automatic transmission for vehicle 
JP4446911B2 (en) *  20050317  20100407  ジヤトコ株式会社  Gear ratio control device for CVT 
CN101130364B (en) *  20060821  20111228  五十铃自动车株式会社  Device for controlling running vehicle 
JP4300233B2 (en) *  20061024  20090722  ジヤトコ株式会社  Control device and method for automatic transmission 
US8682545B2 (en) *  20100615  20140325  Ford Global Technologies, Llc  Damping oscillations during a gear ratio change of a dual clutch powershift transmission 
CN102275585B (en) *  20110518  20130724  上海理工大学  Power system efficiency control method of input distribution type hybrid vehicle 

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Cited By (3)
Publication number  Priority date  Publication date  Assignee  Title 

CN106574674A (en) *  20140619  20170419  法雷奥离合器公司  Torque estimator for double clutch 
CN106574674B (en) *  20140619  20191015  法雷奥离合器公司  Torque estimator for double clutch 
WO2019228484A1 (en) *  20180531  20191205  长城汽车股份有限公司  Shift control method and device 
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CN103322185A (en)  20130925 
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