CN103498879A - Method and device for controlling clutch engagement for vehicle automatic transmission - Google Patents

Method and device for controlling clutch engagement for vehicle automatic transmission Download PDF

Info

Publication number
CN103498879A
CN103498879A CN201310375371.3A CN201310375371A CN103498879A CN 103498879 A CN103498879 A CN 103498879A CN 201310375371 A CN201310375371 A CN 201310375371A CN 103498879 A CN103498879 A CN 103498879A
Authority
CN
China
Prior art keywords
clutch
rotating speed
speed
control unit
shelves
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201310375371.3A
Other languages
Chinese (zh)
Other versions
CN103498879B (en
Inventor
何麒瑜
金吉刚
杨安志
冯擎峰
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zhejiang Geely Holding Group Co Ltd, Zhejiang Geely Automobile Research Institute Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Priority to CN201310375371.3A priority Critical patent/CN103498879B/en
Priority claimed from CN201610223685.5A external-priority patent/CN105757142B/en
Publication of CN103498879A publication Critical patent/CN103498879A/en
Application granted granted Critical
Publication of CN103498879B publication Critical patent/CN103498879B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Abstract

The invention discloses a method and device for controlling clutch engagement for a vehicle automatic transmission. The method for controlling clutch engagement for the vehicle automatic transmission comprises the rotation speed reduction step and the clutch engagement step. In the rotation speed reduction step, before torque is transmitted through a clutch, whether the rotation speed of an engine is in a safe rotation speed range suitable for clutch engagement or not is judged through an engine electronic control unit, under the condition that the rotation speed of the engine is beyond the safe rotation speed range, rotation speed reduction operation is actively conducted through the engine electronic control unit, and therefore the rotation speed of the engine is reduced to the speed within the safe rotation speed range; in the clutch engagement step, clutch engagement is controlled by a transmission control unit. According to the design, the phenomenon that hardware is damaged due to the fact that the rotation speed of the engine is ultra-high when the clutch is engaged is avoided, dependence of a control system on CAN communication is reduced, and therefore the fault rate is reduced.

Description

Controlling method and device that a kind of clutch for vehicular automatic transmission engages
Technical field
The present invention relates to the Clutch Control field, controlling method and device that especially a kind of clutch for vehicular automatic transmission engages.
Background technique
When at driving experience, less driver drives the vehicle that uses automatic transmission, a kind of comparatively common faulty operation is: at neutral gear (N shelves) bend the throttle while sliding, then directly reverse the shelves (as the D shelves) that travel.This faulty operation easily causes in the situation that the higher clutch that makes of engine speed engages, thereby causes vehicle hardware to damage.
For the hardware damage of avoiding this faulty operation to cause, in the prior art, a kind of solution is: send one by TCU to ECU and fall the rotating speed request before clutch engages, ECU falls in response to this rotating speed and moment of torsion that rotating speed request reduces motor, until engine speed reaches the safety value that an applicable clutch engages; If the tach signal that TCU gathers shows that engine speed meets the requirement that clutch is re-engaged, the TCU solenoidoperated cluthes are re-engaged, otherwise TCU can wait for, until engine speed meets the requirement that clutch engages, then TCU ability solenoidoperated cluthes are engaged.But there is certain drawback in such method:
If the communication between 1 ECU and TCU is because fault is interrupted, the method is by no longer valid;
2,, due to the execution of this method, make vehicle can't be launched starting (be similar in manual vehicle like that, the driver after violent stepping on accelerator pedal, hangs forward gears and starts to walk rapidly when the neutral gear of original place);
If 3 vehicles are shorter in the time of neutral gear, before gear is got back to the shelves that travel, engine speed is still higher, and clutch need wait for that engine speed drops to below safety value, combination again.This can cause the clutch long period can't in conjunction with, vehicle, in the N shelves, does not have power, impact drive to be experienced.
Summary of the invention
The controlling method and the device that the object of the present invention is to provide a kind of new clutch for vehicular automatic transmission to engage, to overcome or to solve at least in part at least one defect of the prior art.
In order to reach this purpose, the invention provides the controlling method that a kind of clutch for vehicular automatic transmission engages, comprising:
The rotating speed step is fallen: before clutch starts transmitting torque, whether the rotating speed that judges motor by engine electronic control unit is within being suitable for the safe speed of rotation scope that clutch engages, and, in the situation that the rotating speed of described motor is higher than described safe speed of rotation scope, in the situation that there is no the request from other control unit, initiatively take to fall the rotating speed operation by described engine electronic control unit, the rotating speed of described motor is reduced in described safe speed of rotation scope;
Clutch engagement step: control described clutch by transmission control unit and start to engage.
Alternatively, the described rotating speed step of falling is carried out when described clutch separation completes; Wherein, alternatively, describedly fall the signal of rotating speed step while in response to the clutch pressure of described clutch, dropping to zero and carry out.
Alternatively, the described rotating speed step of falling is carried out when described clutch starts to engage; Wherein, alternatively, the described rotating speed step of falling is switched to the gear switch signal of the shelves that travel and carries out from neutral gear in response to lever.
Alternatively, do not judge that at described transmission control unit whether the rotating speed of described motor is in the situation that carry out described clutch engagement step in described safe speed of rotation scope.
Alternatively, describedly fall rotating speed operation and comprise oil-break.
Alternatively, in the situation that described clutch is ignored acceleration pedal position signal in incomplete jointing state.
Alternatively, described controlling method also comprises the selection step: according to user's input signal, optionally carry out the described rotating speed step of falling.
The invention also discloses the control gear that a kind of clutch for vehicular automatic transmission engages, comprising:
Engine electronic control unit, it comprises and falls rotating speed module, described rotating speed that rotating speed module is configured to judge motor before clutch starts transmitting torque falls whether within being suitable for the safe speed of rotation scope that clutch engages, and, in the situation that the rotating speed of described motor is higher than described safe speed of rotation scope, initiatively take to fall the rotating speed operation by described engine electronic control unit, the rotating speed of described motor is reduced in described safe speed of rotation scope;
Transmission control unit, it is configured to control described clutch and starts to engage.
Alternatively, described control gear also comprises selected cell, and it is configured to receive user's input signal, and enables or forbid the described rotating speed module that falls according to this input signal.
Alternatively, whether described transmission control unit is configured at the rotating speed that does not judge described motor in the situation that control described clutch joint in described safe speed of rotation scope.
Compared with prior art, the present invention at least has following technique effect:
1), according to the present invention, can, before clutch starts transmitting torque, by ECU, carry out the engine speed judgement.When rotating speed during higher than the safe speed of rotation scope, ECU, under the request from other control units not, initiatively takes to fall the rotating speed operation.
This design makes before clutch starts to engage, and engine speed can be in the safe speed of rotation scope, and while having avoided clutch to engage, engine speed is too high and cause hardware damage.In addition, ECU is not initiatively reducing engine speed under not from the request of other control units, has reduced the number of communications with other control units, has reduced to a certain extent the dependence of control system to the CAN communication, thereby has reduced rate of fault.
In said process, after ECU carries out reduction of speed to motor, engine speed maintains than in the slow-speed of revolution, can make like this engine noise less.
2), according to the present invention, TCU can be in the situation that need not be judged and be carried out the clutch engagement step engine speed.This operation has been shortened by N shelves or P shelves to travelling shelves or the power Recovery time when travelling switching shelves, has improved driving.
3), according to the present invention, in the situation that clutch is in complete jointing state, ECU ignores acceleration pedal position signal.The hardware damage that may cause because of driver's faulty operation in clutch's jointing process has been avoided in this design.
4), according to the present invention, the driver can freely select whether to use the described rotating speed step of falling.As the driver, choice for use is not described while falling the rotating speed step like this, can realize launching starting.
Above-mentioned explanation is only the general introduction of technical solution of the present invention, in order to better understand technological means of the present invention, and can be implemented according to the content of specification, and for above and other objects of the present invention, feature and advantage can be become apparent, below especially exemplified by the specific embodiment of the present invention, and the cooperation accompanying drawing, be described in detail as follows.
The accompanying drawing explanation
The flow chart that Fig. 1 is the controlling method that provides according to one embodiment of the invention;
Being switched to the N shelves at vehicle by the D shelves and then being switched to the change curve of gear switching signal, actual-gear, acceleration pedal position signal, engine speed, Engine torque, clutch pressure the occasion of D shelves from the N shelves of the controlling method that Fig. 2 provides for one embodiment of the invention;
The structural representation of the control gear that Fig. 3 provides for one embodiment of the invention.
Description of reference numerals is as follows:
Rotating speed step 101 clutch engagement step 102 is fallen
The first curve 410 second curves 420
The 3rd curve 430 the 4th curve 440
The 5th curve 450 the 6th curve 460
The 7th curve 470 levers 501
Hall transducer 502 transmission control units 503
CAN bus 504 clutches 505
Engine electronic control unit 506 engine rotation speed sensors 507
Vehicle speed sensor 508 accelerator pedal position sensors 509
Throttle opening controlling device 510 ignition advance angle controlling devices 511
Oil sprayer 512
Embodiment
Below in conjunction with accompanying drawing, the specific embodiment of the present invention is elaborated.
Hereinafter, mentioned " clutch start transmitting torque before ", can refer to that vehicle for example is switched to, in the process of the shelves (D shelves, R shelves, S shelves, M shelves) that travel when starting by N shelves or P shelves, vehicle is in the process of moving in the process of the shelves that travel that are switched to again same direction of travel after the shelves that travel are switched to the N shelves, perhaps in the Vehicle Driving Cycle process, by the shelves that travel, be directly switch in the process of another shelves that travel, the clutch 505 of vehicle not yet starts to engage or clutch has completed pressure preparatory stage and/or oil-filled stage but not yet start the occasion of transmitting torque.Technological scheme in embodiment goes for all automatic transmission vehicles such as AT, DCT, AMT, CVT.
The flow chart of the controlling method that Fig. 1 provides for one embodiment of the invention.The method can comprise falls rotating speed step 101 and clutch engagement step 102.In falling rotating speed step 101, before clutch 505 starts transmitting torque, whether the rotating speed that judges motor by engine electronic control unit (ECU) 506 is within being suitable for the safe speed of rotation scope that clutch 505 engages, and, in the situation that the rotating speed of described motor is higher than described safe speed of rotation scope, initiatively take to fall the rotating speed operation by described engine electronic control unit 506, the rotating speed of described motor is reduced in described safe speed of rotation scope.In clutch engagement step 102, control described clutch 505 by transmission control unit (TCU) 503 and start to engage.This design makes before clutch starts to engage, and engine speed can, in the safe speed of rotation scope, cause hardware damage because engine speed is too high while having avoided clutch to engage.In addition, ECU is not initiatively reducing engine speed under not from the request of other control units, has reduced the number of communications with other control units, has reduced to a certain extent the dependence of control system to the CAN communication, thereby has reduced rate of fault.
It will be appreciated that, the present invention is not intended to limit and falls rotating speed step 101 and clutch engagement step 102 starts the order of carrying out, but as long as, as limiting in falling rotating speed step 101, at clutch 505, start before transmitting torque, the rotating speed of described motor to be reduced in described safe speed of rotation scope and to get final product.Can know from the following description, this falls rotating speed step 101 can start execution before clutch engagement step 102, also can start to carry out with clutch engagement step 102 simultaneously, even can be slightly later to clutch engagement step 102 and start to carry out.
Fig. 2 is for being switched to the N shelves and then being switched to the change curve of gear switching signal, actual-gear, acceleration pedal position signal, engine speed, Engine torque, clutch pressure the occasion of D shelves from the N shelves by the D shelves at vehicle.In Fig. 2, also dotted out the change curve according to method clutch pressure vehicle is switched to D shelves process from the N shelves of prior art, in order to compare with method of the present invention.In the change curve shown in Fig. 2, transverse axis is time shaft T.An embodiment of controlling method of the present invention is more specifically described below in conjunction with the scene of Fig. 2.
For the first curve 410, expression be the gear switch signal of vehicle, the position of the lever that it is handled corresponding to the driver.Before time point t1, gear is in the D shelves.At time point t1, gear is switched to the N shelves from the D shelves.At time point t1, to t3, gear remains on the N shelves.At time point t3, gear is switched to the D shelves from the N shelves.After time point t3, lever remains on the D shelves.
For the second curve 420, expression be the actual-gear of the speed changer corresponding with the gear switch signal of the first curve 410.Here, after actual-gear refers to that transmission control unit receives the gear switch signal shown in the first curve 410, solenoidoperated cluthes separate or have engaged state afterwards.Because the handoff procedure of clutch between the Engage and disengage state needs the regular hour, therefore, actual-gear can postpone in the gear switch signal.As shown in Figure 2, meaning the time point t2 of gear be switched to the time point t1 of gear switch signal of N shelves from the D shelves after, the actual-gear ability of speed changer is transformed into the N shelves from the D shelves.Same, meaning the time point t5 of gear be switched to the time point t3 of gear switch signal of D shelves from the N shelves after, the actual-gear ability of speed changer is transformed into the D shelves from the N shelves.
For the 3rd curve 430, expression be the acceleration pedal position signal according to the present invention's vehicle in said process.In above-mentioned whole process, accelerator pedal is all by approximately 40% of the whole stroke of driver's bend the throttle.It will be appreciated that, the acceleration pedal position signal here only means a kind of exemplary operation of driver to accelerator pedal.From hereinafter, when engaging according to solenoidoperated cluthes of the present invention, can ignore this acceleration pedal position signal.Therefore, in practice, the 3rd curve 430 that means acceleration pedal position signal can be other shape arbitrarily.
For the 6th curve 460, expression be to change according to the pressure of the present invention's clutch 505 in said process.Before time point t1, clutch 505 engages fully.At time point t1, in response to shown in the first curve 410, from the D shelves, being switched to the gear switch signal of N shelves, clutch 505 starts to separate gradually, and clutch pressure reduces gradually, until separate fully to time point t2 clutch, clutch pressure is 0.As shown in the second curve 420, put t2 between at this moment, actual-gear is changed to neutral gear.From time point t2 to time point t3, clutch pressure remains 0.At time point t3, in response to shown in the first curve 410, from the N shelves, being switched to the gear switch signal of D shelves, clutch starts to engage gradually, and clutch pressure starts to increase gradually, until engage fully to time point t5 clutch.As shown in the second curve 420, put t5 between at this moment, the actual-gear of vehicle also arrives the D shelves.For the 7th curve 470 as a comparison, expression be in prior art in said process the pressure of clutch 505 change.Can find out, in the 7th curve 470, clutch 505 just starts to engage from the time point t4 that is later than time point t3, at time point t5, does not engage yet complete.Visible, technological scheme of the present invention relative to existing technologies, can make clutch 505 more early start to engage, and also can more early engage fully, shortens the power Recovery time to the D shelves by the N shelves of vehicle, has improved the driving of vehicle.
For the 4th curve 440, expression be to change according to the engine speed of the present invention's vehicle in said process, its embodiment be that engine speed when engine speed is in the safe speed of rotation scope when time point t3 changes.Can find out, after time point t2, engine speed has of short duration rising quickly.This is that during to time point t2, clutch pressure is entirely 0 because clutch pressure reduces during to t2 gradually at time point t1, and now motor is non-loaded, and the rotating speed short time rises quickly, and can reduce gradually subsequently.
For the 5th curve 450, expression be a kind of situation changed according to the Engine torque of the present invention's vehicle in said process, its embodiment be that Engine torque when engine speed exceeds the safe speed of rotation scope when time point t3 changes.The curve 455 of dotted portion means the another kind of situation according to the Engine torque variation of the present invention's vehicle in said process, but its embodiment is Engine torque variation when engine speed is in the safe speed of rotation scope when time point t3.
It will be appreciated that, for the 5th curve 450 and curve 455, its expression be to start to carry out method of the present invention at time point t3.Particularly, at time point t3, shown in execution graph 1, fall rotating speed step 101, whether the rotating speed that judges motor by ECU is within being suitable for the safe speed of rotation scope that clutch engages.In practice, this falls rotating speed step 101 and can be switched to the gear switch signal of D shelves and carry out from the N shelves at time point t3 in response to the lever shown in the first curve 410.If fall at this, in rotating speed step 101, the judgement engine speed is in this safe speed of rotation scope, and, as shown in curve 455, it is substantially constant that Engine torque can keep, and that is to say that the rotating speed operation is not fallen in ECU.Simultaneously, clutch 505 starts to engage at time point t3, i.e. clutch engagement step 102 shown in execution graph 1.Otherwise, at gear in the situation such as the N shelves waiting time is too short, engine speed may exceed the safe speed of rotation scope at time point t3, although but this does not obviously illustrate and is readily appreciated that in the 4th curve 440 of Fig. 2, now, fall in rotating speed step 101 and judge that engine speed is higher than this safe speed of rotation scope at this.Under these circumstances, now in order to reach the purpose that makes the engine speed fast reducing, can take to operate such as the rotating speed that falls of oil-break in falling rotating speed step 101, thereby at time point t4, engine speed is reduced in the safe speed of rotation scope.Similarly, clutch 505 still starts to engage at time point t3.
From the 5th curve 450 and the 6th curve 460 of Fig. 2, can find out, to fall the action that rotating speed operation and clutch 505 start joint be to be all to start at time point t3 according to of the present invention, simultaneous, and needn't be shown in the 7th curve 470 that means prior art, the time point t4 in the near safe speed of rotation scope of engine speed just starts joint by the time.It will be appreciated that, because clutch 505 engages the processes such as pressure preparatory stage, oil-filled stage, moment of torsion transfer stages and synchronization stage that generally include, its engaging time is longer, before clutch 505 moment of torsion transmittance processs start, when ECU has enough oil-breaks, the chien shih engine speed drops to the safety range that clutch 505 engages.Therefore, in the present invention, whether transmission control unit can not judge engine speed in the situation that in the safe speed of rotation scope, and only according to the gear switch signal, carries out described clutch engagement step.Thus, in principle, the execution of the clutch engagement step 102 in the present invention can be independent of falls rotating speed step 101, and the beginning execution sequence between them is only by the restriction of " before clutch 505 starts transmitting torques, the rotating speed of described motor being reduced in the safe speed of rotation scope " this condition.
Although fall rotating speed step 101 and clutch engagement step 102 in example in Fig. 2, all at time point t3, start to carry out, as indicated earlier, ECU can reduce engine speed to its safe speed of rotation scope rapidly by the rotating speed operation of falling such as oil-break.Therefore, in principle, the time of implementation of falling rotating speed step 101 even can be slightly later to the time of implementation of clutch engagement step 102, as long as guarantee, at clutch 505, starts before transmitting torque, the rotating speed of described motor to be reduced in this safe speed of rotation scope.Certainly, when falling rotating speed step 101 and clutch engagement step 102 all when time point t3 starts to carry out, they can be carried out in response to same signal (as be switched to the gear switch signal of D shelves in the first curve 410 from the N shelves), and this is conducive to the realization of simplified control system.
The 7th curve 470 by the 6th curve 460 of the present invention of the correspondence in comparison diagram 2 and corresponding prior art can be seen, in the present invention, clutch 505 more early starts to engage, also can more early engage fully, shorten the power Recovery time to the D shelves by the N shelves of vehicle, improved the driving of vehicle.
In another embodiment of the present invention, the random time point fallen in the time period before the time point t3 that time point t2 that rotating speed step 101 can complete in clutch separation starts to engage with clutch is carried out.For example, this falls rotating speed step 101 can carry out at time point t2, and now, this falls the signal of rotating speed step 101 can drop in response to the clutch pressure of described clutch 505 zero time and carries out.By earlier carrying out the rotating speed step of falling of the present invention, both can before gear shift, earlier engine speed be down to the safe speed of rotation scope that clutch 505 engages, also can save oil consumption.
In other embodiments of the invention, the D shelves in the said process shown in Fig. 2 can be changed to R shelves or other shelves (as the S shelves) that travel, and/or the N shelves in said process are changed to the P shelves.
An embodiment's the detailed operation process of the clutch control method of vehicular automatic transmission of the present invention is described below in conjunction with Fig. 2 and Fig. 3.
Lever when the D shelves, driver's bend the throttle, vehicle travels with 3 grades.Now the lever position is D, and actual-gear is 3 grades, and clutch engages.In this exemplary operation, as shown in the 3rd curve 430 of Fig. 2, acceleration pedal position signal remains unchanged in whole process, that is, and and the amount that driver's bend the throttle is identical, as previously described 40% of whole stroke.
At time point t1, the driver is release the gas pedal not, lever is pushed to N shelves (need be appreciated that this may be an inappropriate even wrong driver's operation), as shown in the first curve 410 of time point t1.After the lever change in location, the sensor be connected with lever sends lever position signal gear switch signal in other words, passes to TCU, and, by TCU and CAN, passes to ECU.After TCU receives the lever position signal, start to lay down clutch pressure, until clutch separates fully, make speed changer enter neutral gear, as shown in the 6th curve between time point t1-t2.Now engine loading reduces suddenly, although ECU starts to fall, turns round, and due to the hysteresis of throttle adjustment, still there will be the of short duration engine speed phenomenon that rises quickly, in the 4th curve immediately following as shown in the part after time point t2.After ECU receives the gear switch signal, according to current gear, the speed of a motor vehicle and throttle opening signal, the judgement driver's operation, ignore acceleration pedal position signal, starts adjusting air inflow quantity, reduces Engine torque.Although now the driver still steps on 40% accelerator pedal, but ECU controls the throttle inflow amount, the moment of torsion that maintains engine idling operation only is provided, simultaneously due to motor with than slow-speed of revolution operation (but may be still higher than the safe speed of rotation scope that is suitable for clutch and engages), also make engine noise significantly reduce.
At time point t3, the driver pulls back to the D shelves by lever, and the sensor be connected with lever sends the gear switch signal, passes to TCU, and passes to ECU by TCU and CAN.When ECU receives the gear switch signal, recover the D shelves according to current gear, the speed of a motor vehicle and acceleration pedal position signal judgement driver wish and travel.ECU is judged engine speed, if now engine speed surpasses the safe speed of rotation scope that clutch engages, ECU, from other control units, particularly under the request of TCU, initiatively not taking to fall the rotating speed operation as oil-break, descends rapidly engine speed.If now engine speed has been reduced to the allowed band that clutch 505 is re-engaged, can continue to keep the idling moment of torsion.When TCU receives the gear switch signal, at the rotating speed that does not judge described motor whether in the situation that, in described safe speed of rotation scope, directly start to carry out described clutch engagement step 102.
In other embodiments, in the situation that the rotating speed step 101 of falling of the present invention is carried out as time point t2 in advance, fall the rotating speed operation and can also comprise the adjusting joint valve opening and/or regulate firing angle, for example reduce throttle opening and/or reduce ignition advance angle.
In other embodiments of the invention, 3 grades of any one gears that can replace with R shelves or D shelves in said process, also can replace to the gears that travel such as S shelves, M shelves; N shelves in said process also can replace to the P shelves.
In the above-described embodiments, can in the situation that clutch 505 in fully jointing state (as the time point t1 of Fig. 2 random time point to the time period between time point t5, and do not comprise time point t1, time point t5; Perhaps as vehicle from static while starting to start to walk), ECU ignores acceleration pedal position signal, now driver's bend the throttle can not produce the effect that makes engine speed increase yet.This be designed with to be beneficial to carrying out during the inventive method reduces the process of engine speed, because driver's faulty operation makes engine speed increase.
It will be appreciated that, this feature was not limited to application in the present invention, but also can applies in other occasion is not for example implemented controlling method of the present invention and system " in the situation that clutch 505 is ignored acceleration pedal position signal in incomplete jointing state ECU ".For example, this can prevent the unfamiliar driver of driving operation because inappropriate or operate mistakenly accelerator pedal (as bend the throttle when neutral gear slides, then directly reversing the D shelves) and cause the damage to vehicle hardware.Best, the driver can select whether close this function of ignoring acceleration pedal position signal according to the needs of oneself, like this can be after closing this function, and that realizes vehicle launches starting (with manual vehicle, after the driver suddenly steps on the gas when the neutral gear of original place, hang forward gears and start to walk rapidly).
Whether in the above-described embodiments, can freely be selected to enable by the driver and fall rotating speed step 101, this selects step to realize by one, for example, according to user's input signal, optionally carries out the described rotating speed step 101 of falling.This design has given selection that the driver is larger freely and can be when wanting to realize launching starting, selection is closed the function of ignoring acceleration pedal position signal and selection and is closed and fall rotating speed step 101, make vehicle can realize better launching starting, avoided falling rotating speed step 101 and launched the obstruction that starting causes to vehicle.
In the above-described embodiments, the safe speed of rotation scope that described clutch 505 engages is set as referring to be less than or equal to the speed range of 2000rpm, also can be set as being less than or equal to the speed range of 1950rpm.
The invention also discloses the control gear that a kind of clutch for vehicular automatic transmission engages, comprise: engine electronic control unit 506, it comprises and falls rotating speed module, the described rotating speed module that falls is configured to judge before clutch 505 starts transmitting torque whether the rotating speed of motor is being suitable in the safe speed of rotation scope of clutch 505 joints, and, in the situation that the rotating speed of described motor is higher than described safe speed of rotation scope, initiatively take to fall the rotating speed operation by described engine electronic control unit 506, the rotating speed of described motor is reduced in described safe speed of rotation scope, transmission control unit 503, it is configured to control described clutch 505 and starts to engage.
The structural representation of the control gear that Fig. 3 provides for one embodiment of the invention.Can find out, in the described embodiment of Fig. 3, lever 501 is connected with Hall transducer 502; Hall transducer 502 is connected with the transmission control unit signal; Transmission control unit 503 is connected with clutch 505 signals, for joint and the disconnection process of solenoidoperated cluthes 505.Engine rotation speed sensor 507, vehicle speed sensor 508, accelerator pedal position sensor 509 are connected with engine electronic control unit 506 signals respectively; Throttle opening controlling device 510, ignition advance angle controlling device 511 signals and oil sprayer 512 are connected with engine electronic control unit 506 signals respectively.Transmission control unit 503, engine electronic control unit 506 are connected with CAN bus 504 signals respectively.
In one embodiment of the invention, whether described transmission control unit 503 is configured at the rotating speed that does not judge described motor in the situation that control described clutch 505 joints in described safe speed of rotation scope.This design makes the relative prior art of clutch 505 can more early start to engage, and also more engage fully morning, thereby shortened the power Recovery time of vehicle, improved the driving of vehicle.
In another embodiment of the present invention, described control gear also comprises the selected cell (not shown), and it is configured to receive user's input signal, and enables or forbid the described rotating speed module that falls according to this input signal.Can fall rotating speed module so that the driver freely selects whether to enable like this, improve driver's selection degrees of freedom.
In another embodiment of the present invention, described engine electronic control unit is configured in the situation that the clutch 505 of the automatic transmission of vehicle, in incomplete jointing state, is ignored acceleration pedal position signal.
The above is exemplarily described the present invention by reference to the accompanying drawings; obviously specific implementation of the present invention is not subject to the restrictions described above; as long as the various improvement that adopted method design of the present invention and technological scheme to carry out; or directly apply to other occasion without improvement, all within protection scope of the present invention.

Claims (10)

1. the controlling method that the clutch for vehicular automatic transmission engages comprises:
Rotating speed step (101) is fallen: before clutch starts transmitting torque, whether the rotating speed that judges motor by engine electronic control unit is within being suitable for the safe speed of rotation scope that clutch engages, and, in the situation that the rotating speed of described motor is higher than described safe speed of rotation scope, initiatively take to fall the rotating speed operation by described engine electronic control unit, the rotating speed of described motor is reduced in described safe speed of rotation scope;
Clutch engagement step (102): control described clutch by transmission control unit and start to engage.
2. controlling method according to claim 1, is characterized in that, the described rotating speed step of falling is carried out when described clutch separation completes; Alternatively, describedly fall the signal of rotating speed step while in response to the clutch pressure of described clutch, dropping to zero and carry out.
3. controlling method according to claim 1, is characterized in that, the described rotating speed step of falling is carried out when described clutch starts to engage; Alternatively, the described rotating speed step of falling is switched to the gear switch signal of the shelves that travel and carries out from neutral gear in response to lever.
4. according to the described controlling method of any one in claim 1-3, it is characterized in that, at described transmission control unit, do not judge that whether the rotating speed of described motor is in the situation that carry out described clutch engagement step in described safe speed of rotation scope.
5. according to the described controlling method of any one in claim 1-4, it is characterized in that, describedly fall rotating speed operation and comprise oil-break.
6. according to the described controlling method of any one in claim 1-5, it is characterized in that, in the situation that described clutch is ignored acceleration pedal position signal in incomplete jointing state.
7. according to the described controlling method of any one in claim 1-5, it is characterized in that, also comprise the selection step: according to user's input signal, optionally carry out the described rotating speed step of falling.
8. the control gear that the clutch for vehicular automatic transmission engages comprises:
Engine electronic control unit (506), it comprises and falls rotating speed module, the described rotating speed module that falls is configured to judge before clutch (505) starts transmitting torque whether the rotating speed of motor is being suitable in the safe speed of rotation scope of clutch joint, and, in the situation that the rotating speed of described motor is higher than described safe speed of rotation scope, initiatively take to fall the rotating speed operation by described engine electronic control unit, the rotating speed of described motor is reduced in described safe speed of rotation scope;
Transmission control unit (503), it is configured to control described clutch and starts to engage.
9. control gear according to claim 8, is characterized in that, also comprises selected cell, and it is configured to receive user's input signal, and enable or forbid the described rotating speed module that falls according to this input signal.
10. control gear according to claim 8 or claim 9, is characterized in that,
Described transmission control unit is configured to whether in the situation that control described clutch in described safe speed of rotation scope, start joint at the rotating speed that does not judge described motor.
CN201310375371.3A 2013-08-26 2013-08-26 The controlling method that a kind of clutch for vehicular automatic transmission engages and device Active CN103498879B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201310375371.3A CN103498879B (en) 2013-08-26 2013-08-26 The controlling method that a kind of clutch for vehicular automatic transmission engages and device

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201610223685.5A CN105757142B (en) 2013-08-26 2013-08-26 The control method and device that a kind of clutch for vehicle automatic speed variator engages
CN201310375371.3A CN103498879B (en) 2013-08-26 2013-08-26 The controlling method that a kind of clutch for vehicular automatic transmission engages and device

Related Child Applications (1)

Application Number Title Priority Date Filing Date
CN201610223685.5A Division CN105757142B (en) 2013-08-26 2013-08-26 The control method and device that a kind of clutch for vehicle automatic speed variator engages

Publications (2)

Publication Number Publication Date
CN103498879A true CN103498879A (en) 2014-01-08
CN103498879B CN103498879B (en) 2016-04-27

Family

ID=49864117

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201310375371.3A Active CN103498879B (en) 2013-08-26 2013-08-26 The controlling method that a kind of clutch for vehicular automatic transmission engages and device

Country Status (1)

Country Link
CN (1) CN103498879B (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105259804A (en) * 2015-10-15 2016-01-20 浙江吉利汽车研究院有限公司 Method for preventing interference between transmission control unit (TCU) and electronic stability program (ESP)
CN105889494A (en) * 2016-05-25 2016-08-24 广西柳工机械股份有限公司 Control method and control system of planetary gearbox
CN107344549A (en) * 2017-05-24 2017-11-14 广州汽车集团股份有限公司 manual gear vehicle shift control method, device and control system
CN108458002A (en) * 2017-02-22 2018-08-28 罗伯特·博世有限公司 Method and apparatus for controlling clutch
CN108869721A (en) * 2017-05-08 2018-11-23 上海汽车集团股份有限公司 The control method of vehicle start, apparatus and system

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1786505A (en) * 2004-12-10 2006-06-14 雅马哈发动机株式会社 Clutch connection control device, clutch connection control method, and saddle-ride type vehicle
CN101966848A (en) * 2009-07-27 2011-02-09 通用汽车环球科技运作公司 Motor-assist shift control in a hybrid vehicle transmission
JP2011207289A (en) * 2010-03-29 2011-10-20 Toyota Motor Corp Control device of vehicle
CN103133689A (en) * 2011-11-29 2013-06-05 本田技研工业株式会社 Power transmission apparatus
JP2013199211A (en) * 2012-03-26 2013-10-03 Toyota Motor Corp Control device of hybrid vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1786505A (en) * 2004-12-10 2006-06-14 雅马哈发动机株式会社 Clutch connection control device, clutch connection control method, and saddle-ride type vehicle
CN101966848A (en) * 2009-07-27 2011-02-09 通用汽车环球科技运作公司 Motor-assist shift control in a hybrid vehicle transmission
JP2011207289A (en) * 2010-03-29 2011-10-20 Toyota Motor Corp Control device of vehicle
CN103133689A (en) * 2011-11-29 2013-06-05 本田技研工业株式会社 Power transmission apparatus
JP2013199211A (en) * 2012-03-26 2013-10-03 Toyota Motor Corp Control device of hybrid vehicle

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
谢先平: "基于发动机联合控制的AMT换挡控制策略", 《汽车技术》 *

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105259804A (en) * 2015-10-15 2016-01-20 浙江吉利汽车研究院有限公司 Method for preventing interference between transmission control unit (TCU) and electronic stability program (ESP)
CN105259804B (en) * 2015-10-15 2018-01-19 浙江吉利汽车研究院有限公司 The method for preventing TCU and ESP from producing interference
US10344812B2 (en) 2015-10-15 2019-07-09 Zhejiang Geely Automobile Research Institute Co., Ltd Method for preventing interference between TCU and ESP
CN105889494A (en) * 2016-05-25 2016-08-24 广西柳工机械股份有限公司 Control method and control system of planetary gearbox
CN108458002A (en) * 2017-02-22 2018-08-28 罗伯特·博世有限公司 Method and apparatus for controlling clutch
CN108869721B (en) * 2017-05-08 2020-07-03 上海汽车集团股份有限公司 Vehicle starting control method, device and system
CN108869721A (en) * 2017-05-08 2018-11-23 上海汽车集团股份有限公司 The control method of vehicle start, apparatus and system
CN107344549B (en) * 2017-05-24 2019-12-13 广州汽车集团股份有限公司 gear shifting control method, gear shifting control device and gear shifting control system for manual transmission vehicle
CN107344549A (en) * 2017-05-24 2017-11-14 广州汽车集团股份有限公司 manual gear vehicle shift control method, device and control system

Also Published As

Publication number Publication date
CN103498879B (en) 2016-04-27

Similar Documents

Publication Publication Date Title
CN103498879A (en) Method and device for controlling clutch engagement for vehicle automatic transmission
JP4500800B2 (en) Method for correcting the clutch characteristic curve
CN105757142B (en) The control method and device that a kind of clutch for vehicle automatic speed variator engages
US20150166039A1 (en) Shift control method in dct vehicle
KR20160122220A (en) Full clutch slip power shift of a dual clutch transmission
KR101651032B1 (en) Method for operating a drive train of a motor vehicle having a freewheeling engine-off function, control device and motor vehicle
CA2515880C (en) Acceleration launch strategy for an electromechanical automatic transmission
KR101801981B1 (en) Method for controlling an automated manual transmission
US20130005531A1 (en) Shift control system and method for automated manual transmission
CN109322990B (en) Sliding working condition torque control method
JP5260227B2 (en) Shift control method for automatic transmission for vehicle
WO2014094553A1 (en) Power system control method
JP2009041601A (en) Controller and control method for automatic transmission
US9664277B1 (en) Control method of dual clutch transmission for vehicle and control system for the same
JP2014201220A (en) Drive control device for hybrid vehicle
JP2013122263A (en) Clutch control device for automatic transmission
JP3997741B2 (en) Vehicle shift control device
DE102015220059A1 (en) Method for learning synchronization thresholds of a dual-clutch transmission in a motor vehicle
DE102015200201A1 (en) Method and apparatus for mitigating inappropriate passageways in a vehicle having an automated or semi-automated clutch
US10464562B2 (en) Shift control method for rapidly accelerating DCT vehicle
CN106438990B (en) Method for controlling a vehicle drive unit
JP4859588B2 (en) Clutch control method and control device
JP2010203560A (en) Control method and control device of automatic transmission
CN109154383B (en) Method for verifying the safety of the configuration of a coupling device
CN107763200A (en) Double-clutch speed changer slides downshift control method and control device

Legal Events

Date Code Title Description
C06 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
C14 Grant of patent or utility model
GR01 Patent grant