CN104315135A - Variable-cycle upshift process control method for multi-gear wire control automatic transmission - Google Patents

Variable-cycle upshift process control method for multi-gear wire control automatic transmission Download PDF

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Publication number
CN104315135A
CN104315135A CN201410469238.9A CN201410469238A CN104315135A CN 104315135 A CN104315135 A CN 104315135A CN 201410469238 A CN201410469238 A CN 201410469238A CN 104315135 A CN104315135 A CN 104315135A
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China
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gear
gears
control
rise
upshift
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Granted
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CN201410469238.9A
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Chinese (zh)
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CN104315135B (en
Inventor
任传波
曲金玉
田香玉
朱慎超
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Shandong University of Technology
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Shandong University of Technology
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02Selector apparatus
    • F16H59/0204Selector apparatus for automatic transmissions with means for range selection and manual shifting, e.g. range selector with tiptronic
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control 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
    • F16H61/02Control 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 characterised by the signals used
    • F16H61/0202Control 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 characterised by the signals used the signals being electric
    • F16H61/0204Control 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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control 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
    • F16H61/04Smoothing ratio shift
    • F16H61/0437Smoothing ratio shift by using electrical signals
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control 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
    • F16H61/26Generation or transmission of movements for final actuating mechanisms
    • F16H61/28Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/2807Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted using electric control signals for shift actuators, e.g. electro-hydraulic control therefor
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02Selector apparatus
    • F16H2059/0234Selectors for gearings using foot control
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control 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
    • F16H61/02Control 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 characterised by the signals used
    • F16H61/0202Control 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 characterised by the signals used the signals being electric
    • F16H61/0204Control 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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213Control 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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0223Generating of new shift maps, i.e. methods for determining shift points for a schedule by taking into account driveline and vehicle conditions
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H2200/00Transmissions for multiple ratios
    • F16H2200/0021Transmissions for multiple ratios specially adapted for electric vehicles

Abstract

The invention discloses a variable-cycle upshift process control method for a multi-gear wire control automatic transmission. The method comprises the following steps: judging whether the first gear is shifted to the second gear, the second gear is shifted to the third gear and the third gear is shifted to the fourth gear by detecting a D-gear switch signal, a vehicle speed signal v of a vehicle speed sensor and an opening signal alpha of an accelerator pedal position sensor by an electrical control unit, and controlling the power-on current of an electromagnetic clutch in each upshift process; taking the process of shifting the second gear to the third gear as an example, by a variable cycle function T(v), controlling the power-on current of a third-gear electromagnetic clutch according to a power-on current function I3b(t) (I3b(t)={I3, t is not less than 0 and not more than T[delta]; kI3+I3(1-k)(t-T[delta])/(T23-T[delta]), t is more than T[delta] and not more than T23}) of the third-gear electromagnetic clutch, and controlling the power-on current of a second-gear electromagnetic clutch according to a power-on current function I2b(t) (I2b(t)={I2, t is not less than 0 and not more than IT[delta]; 0, t is more than IT[delta] and not more than T23}) of the second-gear electromagnetic clutch by the electrical control unit, so that the control on the upshift process of the wire control automatic transmission is finished. According to the method, the interruption of input power of an engine in the upshift process and the impact of shifting can be avoided, and the upshift process of the wire control automatic transmission is stable.

Description

The variable period upshift course control method for use of many gears line traffic control automatic transmission
Technical field
The present invention relates to a kind of controlling method of automatic transmission, more precisely a kind of variable period upshift course control method for use of many gear line traffic control automatic transmission.
Background technique
Automatic transmission is widely used in the various vehicles such as automobile, electric vehicle, engineering machinery.Existing automatic transmission mainly contains hydraulic mechanical type automatic transmission (AT), metal band type CVT (continuously variable transmission) (CVT), automatic mechanical transmission (AMT), double-clutch automatic transmission (DCT) four major types.
Above-mentioned four class automatic transmission all adopt electric-controlled hydraulic servomechanism installation, realize shift process and control, and complex structure, cost are high and add and control difficulty and complexity.Especially the actuator of DCT comprises: the oil feeding mechanism be made up of oil hydraulic pump, hydrovalve and accumulator, by hydraulic pressure or motor-driven pulsewidth modulation upshift actuator, by hydraulic pressure or motor-driven clutch operation.These hydraulic controls make speed changer complicated integral structure, cost high and add to control difficulty and complexity.
Along with the extensive use of the progressively ripe and automobile network communication technology of automotive electronic technology, automatic control technology, X-by-wire on Automobile has become the development trend in automobile future; Automobile line traffic control (X-By-Wire) technology replaces machinery and hydraulic system with electric wire and electronic controller exactly, the control action of driver is become electrical signal through sensor, be input to ECU (Electrical Control Unit), produce control signal by ECU (Electrical Control Unit) and drive actuator to carry out action required.X-by-wire on Automobile can reduce the complexity of parts, reduces hydraulic pressure and mechanical transmission, and electric wire moves towards the flexibility of layout simultaneously, expands the free space of Automobile Design.
Be circular layout each forward gear high gear of formula line traffic control automatic transmission of many gears often engages with flywheel inside engaged gear, the high gear that reverses gear often engages with central external gear pump, magnetic clutch controls being separated and joint of each gear high gear and driving gear, and each gear driven gear on transmission countershaft is outputed power by planetary gears; This magnetic clutch keeping off the formula line traffic control automatic transmission that is circular layout adopts line traffic control mode power gear shifting, without skidding and power interruption phenomenon more.
For guaranteeing the steady gearshift of many gear line traffic control automatic transmission, avoiding interruption and the shift shock of motor input power in shift process, needing to control the shift process of many gear line traffic control automatic transmission.
Summary of the invention
The object of this invention is to provide a kind of interruption and the shift shock that can either avoid motor input power in shift process, the variable period upshift course control method for use of many gears line traffic control automatic transmission of the steady upshift of vehicle can be realized again.A kind of variable period upshift course control method for use of many gear line traffic control automatic transmission, the control gear realizing many gears line traffic control automatic transmission of this controlling method comprises motor, D position switch, vehicle speed sensor, accelerator pedal position sensor, ECU (Electrical Control Unit), a gear magnetic clutch, two gear magnetic clutchs, three gear magnetic clutchs, four gear magnetic clutchs, stores that a gear rises two gear law curves, two gears rise three gear law curves, three gears rise four gear law curves in ECU (Electrical Control Unit) in advance.
Technological scheme of the present invention is as follows:
After engine start igniting, ECU (Electrical Control Unit) powers on, and the variable period upshift course control method for use of many gear line traffic control automatic transmission brings into operation, and this controlling method comprises the following steps:
Step 1, ECU (Electrical Control Unit) detect the vehicle speed signal of D position switch signal, vehicle speed sensor v, accelerator pedal position sensor opening amount signal α;
Step 2, judge whether to be linked into D gear: when ECU (Electrical Control Unit) detects that D position switch signal is connected, carry out step 3; Otherwise, when ECU (Electrical Control Unit) detects D position switch signal access failure, carry out step 1;
Step 3, judge whether that needs one gear rises to two gears: when ECU (Electrical Control Unit) detects the vehicle speed signal of vehicle speed sensor vwith the opening amount signal of accelerator pedal position sensor αwhen meeting the upshift point in many gear line traffic control automatic transmission upshift law curves on gear liter two gear law curves, be judged as that needs one gear rises to two gears, carry out step 4; Otherwise, when ECU (Electrical Control Unit) detects the vehicle speed signal of vehicle speed sensor vwith the opening amount signal of accelerator pedal position sensor αwhen not meeting the upshift point in many gear line traffic control automatic transmission upshift law curves on gear liter two gear law curves, be judged as not needing a gear to rise to two gears, carry out step 6; ;
Step 4, a gear rise to two gear process control: the vehicle speed signal of vehicle speed sensor of ECU (Electrical Control Unit) by detecting vcontrol cycle function variable with upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine that a gear rises to two gear control cycles t 12 , and then determine two gear magnetic clutch electrical current functions i 2a ( t)={ i 2 , 0tt δ ; kI 2 + i 2 (1- k) ( t- t δ )/( t 12 - t δ ), t δ < tt 12 , control the electrical current of two gear magnetic clutchs, and determine a gear magnetic clutch electrical current function simultaneously i 1a ( t)={ i 1 , 0tlT δ ; 0, lT δ < tt 12 , control the electrical current of a gear magnetic clutch, in formula: i 1 be the rating value of the electrical current of a gear magnetic clutch, i 2 be the rating value of the electrical current of two gear magnetic clutchs, βfor upshift control cycle variation coefficient, t δ for eliminating the minimum current"on"time required for two gear magnetic clutch Separations, kfor bond strength coefficient, lfor postponing disengaging time coefficient;
Step 5, judge one gear rose to for two gear control procedure endurance twhether be less than a gear and rise to two gear control cycles t 12 : when a gear rose to for two gear control procedure endurance tbe less than a gear and rise to two gear control cycles t 12 time, be judged as that a gear rises to two gear control procedures and not yet terminates, turn back to step 4; Otherwise, when a gear rose to for two gear control procedure endurance tbe more than or equal to a gear and rise to two gear control cycles t 12 time, be judged as that a gear rises to two gear control procedures and terminates, turn back to step 1;
Step 6, judge whether that needs two gear rises to three gears: when ECU (Electrical Control Unit) detects the vehicle speed signal of vehicle speed sensor vwith the opening amount signal of accelerator pedal position sensor αwhen meeting the upshift point in many gear line traffic control automatic transmission upshift law curves on two gear liter three gear law curves, be judged as that needs two gear rises to three gears, carry out step 7; Otherwise, when ECU (Electrical Control Unit) detects the vehicle speed signal of vehicle speed sensor vwith the opening amount signal of accelerator pedal position sensor αwhen not meeting the upshift point in many gear line traffic control automatic transmission upshift law curves on two gear liter three gear law curves, be judged as not needing two gears to rise to three gears, carry out step 9;
Step 7, two gears rise to three gear process control: the vehicle speed signal of vehicle speed sensor of ECU (Electrical Control Unit) by detecting vcontrol cycle function variable with upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine that two gears rise to three gear control cycles t 23 , and then determine three gear magnetic clutch electrical current functions i 3b ( t)={ i 3 , 0tt δ ; kI 3 + i 3 (1- k) ( t- t δ )/( t 23 - t δ ), t δ < tt 23 , control the electrical current of three gear magnetic clutchs, and determine two gear magnetic clutch electrical current functions simultaneously i 2b ( t)={ i 2 , 0tlT δ ; 0, lT δ < tt 23 , control the electrical current of two gear magnetic clutchs, in formula: i 2 be the rating value of the electrical current of two gear magnetic clutchs, i 3 be the rating value of the electrical current of three gear magnetic clutchs, βfor upshift control cycle variation coefficient, t δ for eliminating the minimum current"on"time required for three gear magnetic clutch Separations, kfor bond strength coefficient, lfor postponing disengaging time coefficient;
Step 8, judge two gear rose to for three gear control procedure endurance twhether be less than two gears and rise to three gear control cycles t 23 : when two gears rose to for three gear control procedure endurance tbe less than two gears and rise to three gear control cycles t 23 time, be judged as that two gears rise to three gear control procedures and not yet terminate, turn back to step 7; Otherwise, when two gears rose to for three gear control procedure endurance tbe more than or equal to two gears and rise to three gear control cycles t 23 time, be judged as that two gears rise to three gear control procedures and terminate, turn back to step 1;
Step 9, judge whether that needs three gear rises to four gears: when ECU (Electrical Control Unit) detects the vehicle speed signal of vehicle speed sensor vwith the opening amount signal of accelerator pedal position sensor αwhen meeting the upshift point in many gear line traffic control automatic transmission upshift law curves on three gear liter four gear law curves, be judged as that needs three gear rises to four gears, carry out step 10; Otherwise, when ECU (Electrical Control Unit) detects the vehicle speed signal of vehicle speed sensor vwith the opening amount signal of accelerator pedal position sensor αwhen not meeting the upshift point in many gear line traffic control automatic transmission upshift law curves on three gear liter four gear law curves, be judged as not needing three gears to rise to four gears, turn back to step 1;
Step 10, three gears rise to four gear process control: the vehicle speed signal of vehicle speed sensor of ECU (Electrical Control Unit) by detecting vcontrol cycle function variable with upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine that three gears rise to four gear control cycles t 34 , and then determine four gear magnetic clutch electrical current functions i 4c ( t)={ i 4 , 0tt δ ; kI 4 + i 4 (1- k) ( t- t δ )/( t 34 - t δ ), t δ < tt 34 , control the electrical current of four gear magnetic clutchs, and determine three gear magnetic clutch electrical current functions simultaneously i 3c ( t)={ i 3 , 0tlT δ ; 0, lT δ < tt 34 , control the electrical current of three gear magnetic clutchs, in formula: i 3 be the rating value of the electrical current of three gear magnetic clutchs, i 4 be the rating value of the electrical current of four gear magnetic clutchs, βfor upshift control cycle variation coefficient, t δ for eliminating the minimum current"on"time required for four gear magnetic clutch Separations, kfor bond strength coefficient, lfor postponing disengaging time coefficient;
Step 11, judge three gear rose to for four gear control procedure endurance twhether be less than three gears and rise to four gear control cycles t 34 : when three gears rose to for four gear control procedure endurance tbe less than three gears and rise to four gear control cycles t 34 time, be judged as that three gears rise to four gear control procedures and not yet terminate, turn back to step 10; Otherwise, when three gears rose to for four gear control procedure endurance tbe more than or equal to three gears and rise to four gear control cycles t 34 time, be judged as that three gears rise to four gear control procedures and terminate, turn back to step 1.
After driver turns off ignition switch, ECU (Electrical Control Unit) power-off, the variable period upshift course control method for use of many gear line traffic control automatic transmission terminates to run.
Rise to two gear process control at above-mentioned steps 4 one gear, step 7 two gear rises to three gear process control, step 10 three gear rises in four gear process control, upshift control cycle variation coefficient βa fixed value of setting, β=0.7 ~ 1.3; Bond strength coefficient ka fixed value of setting, k=0.5 ~ 0.8; Postpone disengaging time coefficient la fixed value of setting, l=0.8 ~ 1.2.
Compared with prior art, its advantage is in the present invention:
(1) the variable period upshift course control method for use of many gear line traffic control automatic transmission of the present invention, upshift control cycle reduces with the increase of the speed of a motor vehicle, makes the time controling of upshift process more accurate, meets the requirement of the different speed of a motor vehicle to upshift control cycle;
(2) the variable period upshift course control method for use of many gear line traffic control automatic transmission of the present invention, the magnetic clutch Separation of high gear can be eliminated fast in upshift process, and progressively increase the electrical current of the magnetic clutch of high gear, achieve the smooth-going increase of the magnetic clutch carry-over moment of high gear, thus avoid the shift shock phenomenon in upshift process;
(3) the variable period upshift course control method for use of many gear line traffic control automatic transmission of the present invention, the magnetic clutch that can control low gear in upshift process ensures reliably to engage before the non-carry-over moment of the magnetic clutch of high gear, keep transmission of power, and after the magnetic clutch of high gear starts transferring power, the magnetic clutch quick separating of low gear, thus avoid the power interruption phenomenon in upshift process.
Accompanying drawing explanation
Fig. 1 is a gear of many gears line traffic control automatic transmission of the embodiment of the present invention and the control gear that reverses gear and transmission structures schematic diagram.
Fig. 2 is a gear and two control gear kept off and the transmission structures schematic diagram of many gears line traffic control automatic transmission of the embodiment of the present invention.
Fig. 3 is three gears and four control gear kept off and the transmission structures schematic diagram of many gears line traffic control automatic transmission of the embodiment of the present invention.
Fig. 4 is the variable period upshift course control method for use flow chart of many gears line traffic control automatic transmission of the embodiment of the present invention.
Fig. 5 is many gears line traffic control automatic transmission upshift law curve schematic diagram of the embodiment of the present invention.
Fig. 6 is the variable period controlling curve schematic diagram of many gears line traffic control automatic transmission of the embodiment of the present invention.
Fig. 7 is that many gears line traffic control automatic transmission one gear of the embodiment of the present invention rises to two gear magnetic clutch electrical current functions in two gear process control i 2a ( t) curve and a gear magnetic clutch electrical current function i 1a ( t) curve synoptic diagram.
Fig. 8 is that many gears line traffic control automatic transmission two gear of the embodiment of the present invention rises to three gear magnetic clutch electrical current functions in three gear process control i 3b ( t) curve and two gear magnetic clutch electrical current functions i 2b ( t) curve synoptic diagram.
Fig. 9 is that many gears line traffic control automatic transmission three gear of the embodiment of the present invention rises to four gear magnetic clutch electrical current functions in four gear process control i 4c ( t) curve and three gear magnetic clutch electrical current functions i 3c ( t) curve synoptic diagram.
In figure:, 1., transmission input shaft, 2. case of transmission, 200. motor, 24. transmission countershafts, 25. transmission output shafts, 3. flywheel, 3a. power intake, 3b. clutch end, 31. flywheel inside engaged gears, 32. central external gear pumps, 33. intermediate gears, 41. 1 gear magnetic clutchs, 411. one gear magnetic clutch slip rings, 412. one gear magnetic clutch brushes, 42. 2 gear magnetic clutchs, 421. two gear magnetic clutch slip rings, 422. two gear magnetic clutch brushes, 43. 3 gear magnetic clutchs, 431. three gear magnetic clutch slip rings, 432. three gear magnetic clutch brushes, 44. 4 gear magnetic clutchs, 441. four gear magnetic clutch slip rings, 442. four gear magnetic clutch brushes, 4R. reverses gear magnetic clutch, 4R1. reverses gear magnetic clutch slip ring, 4R2. reverses gear magnetic clutch brush, 4Z1. mono-keeps off main shaft, 4Z2. bis-keeps off main shaft, 4Z3. tri-keeps off main shaft, 4Z4. tetra-keeps off main shaft, 4ZR. reverses gear main shaft, 51. 1 gear high gears, 52. 2 gear high gears, 53. 3 gear high gears, 54. 4 gear high gears, 5R. reverses gear high gear, 61. 1 gear driving gears, 62. 2 gear driving gears, 63. 3 gear driving gears, 64. 4 gear driving gears, 6R. reverses gear driving gear, 71. 1 gear driven gears, 72. 2 gear driven gears, 73. 3 gear driven gears, 74. 4 gear driven gears, 7R. reverses gear driven gear, 91. sun gears, 92. planetary pinions, 93. gear rings, 94. planet carriers, 100. ECU (Electrical Control Unit), 100a. mono-keeps off control output end, 100b. bis-keeps off control output end, 100c. tri-keeps off control output end, 100d. tetra-keeps off control output end, 100r. reverses gear control output end, VSS. vehicle speed sensor, D-SW.D position switch, APS. accelerator pedal position sensor, D 12. a gear rises two gear law curve D 23. two gears rise three gear law curve D 34. three gears rise four gear law curves.
Embodiment
Below in conjunction with the accompanying drawing in the embodiment of the present invention, be described in detail technological scheme in the embodiment of the present invention, obviously, described embodiment is only the present invention's part embodiment, instead of whole embodiments; Based on the embodiment in the present invention, those of ordinary skill in the art belong to the scope of protection of the invention not making the every other embodiment obtained under creative work prerequisite.
A kind of variable period upshift course control method for use of many gear line traffic control automatic transmission, the control gear realizing many gears line traffic control automatic transmission of the embodiment of the present invention comprises motor 200, D position switch D-SW, vehicle speed sensor VSS, accelerator pedal position sensor APS, ECU (Electrical Control Unit) 100, gear magnetic clutch 41, two gear magnetic clutch 42, three gear magnetic clutch 43, four gear magnetic clutch 44, stores a gear liter two in advance and keep off law curve D in ECU (Electrical Control Unit) 100 12, two gears rise three gear law curve D 23, three gears rise four gear law curve D 34.
Housing 2 is installed with a gear magnetic clutch brush 412, two gear magnetic clutch brushes 422, three gear magnetic clutch brushes 432, four gear magnetic clutch brushes 442, reverse gear magnetic clutch brush 4R2, one gear magnetic clutch brush 412, two gear magnetic clutch brushes 422, three gear magnetic clutch brushes 432, four gear magnetic clutch brushes 442, the magnetic clutch brush 4R2 that reverses gear keeps off magnetic clutch slip ring 411 with one respectively, two gear magnetic clutch slip rings 421, three gear magnetic clutch slip rings 431, four gear magnetic clutch slip rings 441, the magnetic clutch slip ring 4R1 that reverses gear keeps sliding contact, the tenminal block of one gear magnetic clutch brush 412, the tenminal block of two gear magnetic clutch brushes 422, the tenminal block of three gear magnetic clutch brushes 432, the tenminal block of four gear magnetic clutch brushes 442, the tenminal block of magnetic clutch brush 4R2 of reversing gear keeps off the sub-100a in control output end respectively by one of wire and ECU (Electrical Control Unit) 100, the two gear 100b in control output end, the three gear 100c in control output end, the four gear 100d in control output end, the sub-100r in control output end that reverses gear is connected.
ECU (Electrical Control Unit) 100 is kept off magnetic clutch brush 412, two by control one and is kept off magnetic clutch brush 422, three and keep off magnetic clutch brush 432, four and keep off magnetic clutch brush 442, the energising of the magnetic clutch brush 4R2 that reverses gear or power-off, control a gear magnetic clutch 41, two keep off magnetic clutch 42, three keep off magnetic clutch 43, four keep off magnetic clutch 44, the magnetic clutch 4R that reverses gear joint be separated; ECU (Electrical Control Unit) 100 is kept off magnetic clutch brush 412, two by control one and is kept off magnetic clutch brush 422, three gear magnetic clutch brush 432, four gear magnetic clutch brush 442, the reverse gear power-on voltage of magnetic clutch brush 4R2 or the size of electric current, controls joint and the speed be separated that a gear magnetic clutch 41, two keeps off magnetic clutch 42, three gear magnetic clutch 43, four gear magnetic clutch 44, the magnetic clutch 4R that reverses gear.
The transmission device realizing many gears line traffic control automatic transmission of the embodiment of the present invention comprises transmission input shaft 1, flywheel 3, transmission countershaft 24, transmission output shaft 25, housing 2; One end of flywheel 3 is power intake 3a, and power intake 3a is connected with one end of transmission input shaft 1; The other end of flywheel 3 is clutch end 3b, and clutch end 3b is provided with flywheel inside engaged gear 31 and central external gear pump 32; Flywheel inside engaged gear 31 is positioned at the outside of central external gear pump 32; In the transmission countershaft 24 has been fixedly connected sequentially driven gear 7R, four gear driven gears 74, three gear driven gears 73, two gear driven gears 72, the gear driven gears 71 of reversing gear, and one end away from flywheel 3 of countershaft 24 is also fixedly connected with sun gear 91 in the transmission.
Flywheel inside engaged gear 31 keeps off high gear 52, three and keeps off high gear 53, four along keeping off high gear 51, two its gear week to the inside successively with one and keep off high gear 54 and often engage; Each forward gear high gear and the empty set intermediate gear 33 in the transmission on countershaft 24 often engages; Central authorities' external gear pump 32 often engages with the high gear 5R that reverses gear.
One gear high gear 51, two keeps off high gear 52, three and keeps off high gear 53, four and keep off that Partner, three that high gear 54 keeps off magnetic clutch 41 respectively Partner, two with one keeps off magnetic clutch 42 keeps off the Partner of magnetic clutch 43, four Partner keeping off magnetic clutch 44 are connected; The drive end of one gear magnetic clutch 41, the drive end of two gear magnetic clutchs 42, the drive end of three gear magnetic clutchs 43, the drive end of four gear magnetic clutchs 44 keep off driving gear 61, two respectively by a gear main shaft 4Z1, two gear main shaft 4Z2, three gear main shaft 4Z3, four gear main shaft 4Z4 and and keep off driving gear 62, three and keep off driving gear 63, four and keep off driving gear 64 and be connected; One gear driving gear 61, two keeps off driving gear 62, three and keeps off driving gear 63, four and keep off driving gear 64 and keep off driven gear 71, two respectively with one and keep off driven gear 72, three and keep off driven gear 73, four and keep off driven gear 74 and often engage.
The high gear 5R that reverses gear is connected with the Partner of the magnetic clutch 4R that reverses gear; The drive end of magnetic clutch 4R of reversing gear is connected with the driving gear 6R that reverses gear; The driving gear 6R that reverses gear often is engaged with the driven gear 7R that reverses gear by the main shaft 4ZR that reverses gear.
Sun gear 91 often engages with planetary pinion 92, planetary pinion 92 also often engages with gear ring 93, planetary pinion 92 is rolled by its center bearing bore and is arranged on planet carrier 94, planet carrier 94 is fixed on case of transmission 2, gear ring 93 is by spline joint one end at transmission output shaft 25, and the other end of transmission output shaft 25 is as transmission power output terminal.
The each forward gear further illustrating many gears line traffic control automatic transmission of the embodiment of the present invention below in conjunction with Fig. 1, Fig. 2, Fig. 3 and the power transmission line reversed gear.
One gear transmission: ECU (Electrical Control Unit) 100 controls gear magnetic clutch 41 energising and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to a gear high gear 51 by flywheel inside engaged gear 31, again by the gear magnetic clutch 41 that engages by the engagement of a gear driving gear 61 and a gear driven gear 71 by transmission of power to sun gear 91, export transmission output shaft 25 to finally by the spline on gear ring 93, realize a gear transmission.
Two gear transmissions: ECU (Electrical Control Unit) 100 controls two gear magnetic clutchs 42 energisings and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to two gear high gears 52 by flywheel inside engaged gear 31, again by the two gear magnetic clutchs 42 that engage by the engagement of two gear driving gears 62 and two gear driven gears 72 by transmission of power to sun gear 91, export transmission output shaft 25 to finally by the spline on gear ring 93, realize two gear transmissions.
Three gear transmissions: ECU (Electrical Control Unit) 100 controls three gear magnetic clutchs 43 energisings and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to three gear high gears 53 by flywheel inside engaged gear 31, again by the three gear magnetic clutchs 43 that engage by the engagement of three gear driving gears 63 and three gear driven gears 73 by transmission of power to sun gear 91, export transmission output shaft 25 to finally by the spline on gear ring 93, realize three gear transmissions.
Four gear transmissions: ECU (Electrical Control Unit) 100 controls four gear magnetic clutchs 44 energisings and engages, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to four gear high gears 54 by flywheel inside engaged gear 31, again by the four gear magnetic clutchs 44 that engage by the engagement of four gear driving gears 64 and four gear driven gears 74 by transmission of power to sun gear 91, export transmission output shaft 25 to finally by the spline on gear ring 93, realize four gear transmissions.
Reverse gear: ECU (Electrical Control Unit) 100 controls the magnetic clutch 4R energising joint that reverses gear, all the other magnetic clutch power-off are separated, the moment of torsion of transmission input shaft 1 passes to by central external gear pump 32 the high gear 5R that reverses gear, again by the magnetic clutch 4R that reverses gear that engages by reverse gear driving gear 6R and the engagement of driven gear 7R of reversing gear by transmission of power to sun gear 91, export transmission output shaft 25 to finally by the spline on gear ring 93, realize reverse gear.
Neutral: ECU (Electrical Control Unit) 100 controls gear magnetic clutch 41, two gear magnetic clutch 42, three gear magnetic clutch 43, a four gear magnetic clutch 44, the magnetic clutch 4R that reverses gear all is in power-off separated state, realizes neutral.
The variable period upshift course control method for use flow chart of many gear line traffic control automatic transmission of the present invention as shown in Figure 4, after motor 200 starting ignition, ECU (Electrical Control Unit) 100 powers on, and the variable period upshift course control method for use of many gear line traffic control automatic transmission brings into operation, and this controlling method comprises the following steps:
Step S1, ECU (Electrical Control Unit) 100 detect the vehicle speed signal of D position switch D-SW signal, vehicle speed sensor VSS v, accelerator pedal position sensor APS opening amount signal α;
Step S2, judge whether to be linked into D gear: when ECU (Electrical Control Unit) 100 detects that D position switch D-SW signal is connected, carry out step S3; Otherwise, when ECU (Electrical Control Unit) 100 detects D position switch D-SW signal access failure, carry out step S1;
Step S3, judge whether that needs one gear rises to two gears: when ECU (Electrical Control Unit) 100 detects the vehicle speed signal of vehicle speed sensor VSS vwith the opening amount signal of accelerator pedal position sensor APS αmeet a gear in many gear line traffic control automatic transmission upshift law curves and rise two gear law curve D 12on upshift point time, be judged as that needs one gear rises to two gears, carry out step S4; Otherwise, when ECU (Electrical Control Unit) 100 detects the vehicle speed signal of vehicle speed sensor VSS vwith the opening amount signal of accelerator pedal position sensor APS αdo not meet a gear in many gear line traffic control automatic transmission upshift law curves and rise two gear law curve D 12on upshift point time, be judged as not needing a gear to rise to two gears, carry out step S6;
Step S4, a gear rise to two gear process control: as shown in Figure 6, ECU (Electrical Control Unit) 100 by the vehicle speed sensor VSS that detects vehicle speed signal vcontrol cycle function variable with upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine that a gear rises to two gear control cycles t 12 , and then determine two gear magnetic clutch 42 electrical current functions i 2a ( t)={ i 2 , 0tt δ ; kI 2 + i 2 (1- k) ( t- t δ )/( t 12 - t δ ), t δ < tt 12 , control the electrical current of two gear magnetic clutchs 42, and determine a gear magnetic clutch 41 electrical current function simultaneously i 1a ( t)={ i 1 , 0tlT δ ; 0, lT δ < tt 12 , control the electrical current of a gear magnetic clutch 41, in formula: i 1 be the rating value of the electrical current of a gear magnetic clutch 41, i 2 be the rating value of the electrical current of two gear magnetic clutchs 42, βfor upshift control cycle variation coefficient, t δ for eliminating the minimum current"on"time required for two gear magnetic clutch 42 Separations, kfor bond strength coefficient, lfor postponing disengaging time coefficient;
Step S5, judge one gear rose to for two gear control procedure endurance twhether be less than a gear and rise to two gear control cycles t 12 : when a gear rose to for two gear control procedure endurance tbe less than a gear and rise to two gear control cycles t 12 time, be judged as that a gear rises to two gear control procedures and not yet terminates, turn back to step S4; Otherwise, when a gear rose to for two gear control procedure endurance tbe more than or equal to a gear and rise to two gear control cycles t 12 time, be judged as that a gear rises to two gear control procedures and terminates, turn back to step S1;
Step S6, judge whether that needs two gear rises to three gears: when ECU (Electrical Control Unit) 100 detects the vehicle speed signal of vehicle speed sensor VSS vwith the opening amount signal of accelerator pedal position sensor APS αmeet two gears in many gear line traffic control automatic transmission upshift law curves and rise three gear law curve D 23on upshift point time, be judged as that needs two gear rises to three gears, carry out step S7; Otherwise, when ECU (Electrical Control Unit) 100 detects the vehicle speed signal of vehicle speed sensor VSS vwith the opening amount signal of accelerator pedal position sensor APS αdo not meet two gears in many gear line traffic control automatic transmission upshift law curves and rise three gear law curve D 23on upshift point time, carry out step S9;
Step S7, two gears rise to three gear process control: the vehicle speed signal of vehicle speed sensor VSS of ECU (Electrical Control Unit) 100 by detecting vcontrol cycle function variable with upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine that two gears rise to three gear control cycles t 23 , and then determine three gear magnetic clutch (43) electrical current functions i 3b ( t)={ i 3 , 0tt δ ; kI 3 + i 3 (1- k) ( t- t δ )/( t 23 - t δ ), t δ < tt 23 , control the electrical current of three gear magnetic clutchs 43, and determine two gear magnetic clutch 42 electrical current functions simultaneously i 2b ( t)={ i 2 , 0tlT δ ; 0, lT δ < tt 23 , control the electrical current of two gear magnetic clutchs 42, in formula: i 2 be the rating value of the electrical current of two gear magnetic clutchs 42, i 3 be the rating value of the electrical current of three gear magnetic clutchs 43, βfor upshift control cycle variation coefficient, t δ for eliminating the minimum current"on"time required for three gear magnetic clutch 43 Separations, kfor bond strength coefficient, lfor postponing disengaging time coefficient;
Step S8, judge two gear rose to for three gear control procedure endurance twhether be less than two gears and rise to three gear control cycles t 23 : when two gears rose to for three gear control procedure endurance tbe less than two gears and rise to three gear control cycles t 23 time, be judged as that two gears rise to three gear control procedures and not yet terminate, turn back to step S7; Otherwise, when two gears rose to for three gear control procedure endurance tbe more than or equal to two gears and rise to three gear control cycles t 23 time, be judged as that two gears rise to three gear control procedures and terminate, turn back to step S1;
Step S9, judge whether that needs three gear rises to four gears: when ECU (Electrical Control Unit) 100 detects the vehicle speed signal of vehicle speed sensor VSS vwith the opening amount signal of accelerator pedal position sensor APS αmeet three gears in many gear line traffic control automatic transmission upshift law curves and rise four gear law curve D 34on upshift point time, be judged as that needs three gear rises to four gears, carry out step S10; Otherwise, when ECU (Electrical Control Unit) 100 detects the vehicle speed signal of vehicle speed sensor VSS vwith the opening amount signal of accelerator pedal position sensor APS αdo not meet three gears in many gear line traffic control automatic transmission upshift law curves and rise four gear law curve D 34on upshift point time, be judged as not needing three gears to rise to four gears, turn back to step S1;
Step S10, three gears rise to four gear process control: the vehicle speed signal of vehicle speed sensor VSS of ECU (Electrical Control Unit) 100 by detecting vcontrol cycle function variable with upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine that three gears rise to four gear control cycles t 34 , and then determine four gear magnetic clutch 44 electrical current functions i 4c ( t)={ i 4 , 0tt δ ; kI 4 + i 4 (1- k) ( t- t δ )/( t 34 - t δ ), t δ < tt 34 , control the electrical current of four gear magnetic clutchs 44, and determine three gear magnetic clutch 43 electrical current functions simultaneously i 3c ( t)={ i 3 , 0tlT δ ; 0, lT δ < tt 34 , control the electrical current of three gear magnetic clutchs 43, in formula: i 3 be the rating value of the electrical current of three gear magnetic clutchs 43, i 4 be the rating value of the electrical current of four gear magnetic clutchs 44, βfor upshift control cycle variation coefficient, t δ for eliminating the minimum current"on"time required for four gear magnetic clutch 44 Separations, kfor bond strength coefficient, lfor postponing disengaging time coefficient;
Step S11, judge three gear rose to for four gear control procedure endurance twhether be less than three gears and rise to four gear control cycles t 34 : when three gears rose to for four gear control procedure endurance tbe less than three gears and rise to four gear control cycles t 34 time, be judged as that three gears rise to four gear control procedures and not yet terminate, turn back to step S10; Otherwise, when three gears rose to for four gear control procedure endurance tbe more than or equal to three gears and rise to four gear control cycles t 34 time, be judged as that three gears rise to four gear control procedures and terminate, turn back to step S1.
After driver turns off ignition switch, ECU (Electrical Control Unit) 100 power-off, the variable period upshift course control method for use of many gear line traffic control automatic transmission terminates to run.
In the present embodiment, upshift control cycle variation coefficient βbe taken as 1; Bond strength coefficient kbe taken as 0.6; Postpone disengaging time coefficient lbe taken as 1.0; Eliminate the minimum current"on"time required for two gear magnetic clutch 42 Separations t δ , eliminate minimum current"on"time required for three gear magnetic clutch 43 Separations t δ the minimum current"on"time required for magnetic clutch 44 Separation is kept off with elimination four t δ all be taken as 250ms; Maximum upshift control cycle t h be taken as 800ms; Minimum upshift control cycle t l be taken as 400ms; The corresponding speed of a motor vehicle of minimum upshift control cycle v 2 be taken as 50km/h; The corresponding speed of a motor vehicle of maximum upshift control cycle v 1 be taken as 15km/h.
Further illustrate embodiment of the present invention step S3 below in conjunction with Fig. 5, Fig. 6, Fig. 7 and judge whether that a gear rises to two gears and step S4 mono-gear rises to two gear process control:
As shown in Figure 5, the embodiment of the present invention many gears line traffic control automatic transmission upshift law curve schematic diagram, D 12be that a gear rises two gear law curves, D 23be that two gears rise three gear law curves, D 34be that three gears rise four gear law curves; Work as vehicle speed signal vwith accelerator pedal opening amount signal αwhen running to A (26,50) point, according to many gear line traffic control automatic transmission upshift law curves, ECU (Electrical Control Unit) 100 judges that A point rises two gear law curve D as a gear 12on upshift point, then carry out rising to two gear process control;
As shown in Figure 6, the variable period controlling curve schematic diagram of the embodiment of the present invention many gears line traffic control automatic transmission, upshift control cycle is according to the variable control cycle function of upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine; As the upshift point A (26,50) in Fig. 5, vehicle speed signal v=26km/h, corresponding upshift control cycle t(26)= t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 }=400+1 × 400 × (50-26)/(50-15)=674ms, is the A ˊ (26,674) in Fig. 6;
As shown in Figure 7, two gear magnetic clutch electrical current functions of the embodiment of the present invention many gears line traffic control automatic transmission i 2a ( t) curve and a gear magnetic clutch electrical current function i 1a ( t) curve synoptic diagram, two gear magnetic clutch 42 electrical current functions i 2a ( t)={ i 2 , 0t≤ 250ms; 0.6 i 2 + 0.4 i 2 ( t-250)/( t 12 -250), 250ms< tt 12 , a gear magnetic clutch 41 electrical current function i 1a ( t)={ i 1 , 0t≤ 250ms; 0, 250ms< tt 12 .
Further illustrate embodiment of the present invention step S6 below in conjunction with Fig. 5, Fig. 6, Fig. 8 and judge whether that two gears rise to three gears and step S7 bis-gear rises to three gear process control:
As shown in Figure 5, the embodiment of the present invention many gears line traffic control automatic transmission upshift law curve schematic diagram, works as vehicle speed signal vwith accelerator pedal opening amount signal αwhen running to B (59,50) point, according to many gear line traffic control automatic transmission upshift law curves, ECU (Electrical Control Unit) 100 judges that B point rises three gear law curve D as two gears 23on upshift point, then carry out two gears and rise to three gear process control;
As shown in Figure 6, the variable period controlling curve schematic diagram of the embodiment of the present invention many gears line traffic control automatic transmission, upshift control cycle is according to the variable control cycle function of upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine; As the upshift point B (59,50) in Fig. 5, vehicle speed signal v=59km/h, corresponding upshift control cycle t(59)= t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 }=400ms, is the B ˊ (59,400) in Fig. 6;
As shown in Figure 8, three gear magnetic clutch electrical current functions of the embodiment of the present invention many gears line traffic control automatic transmission i 3b ( t) curve and two gear magnetic clutch electrical current functions i 2b ( t) curve synoptic diagram, three gear magnetic clutch 43 electrical current functions i 3b ( t)={ i 3 , 0t≤ 250ms; 0.6 i 3 + 0.4 i 3 ( t-250)/( t 23 -250), 250ms< tt 23 , two gear magnetic clutch 42 electrical current functions i 2b ( t)={ i 2 , 0t≤ 250ms; 0, 250ms< tt 23 .
Further illustrate embodiment of the present invention step S9 below in conjunction with Fig. 5, Fig. 6, Fig. 9 and judge whether that three gears rise to four gears and step S10 tri-gear rises to four gear process control:
As shown in Figure 5, the embodiment of the present invention many gears line traffic control automatic transmission upshift law curve schematic diagram, works as vehicle speed signal vwith accelerator pedal opening amount signal αwhen running to C (78,50) point, according to many gear line traffic control automatic transmission upshift law curves, ECU (Electrical Control Unit) 100 judges that C point rises four gear law curve D as three gears 34on upshift point, then carry out three gears and rise to four gear process control;
As shown in Figure 6, the variable period controlling curve schematic diagram of the embodiment of the present invention many gears line traffic control automatic transmission, upshift control cycle is according to the variable control cycle function of upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine; As the upshift point C (78,50) in Fig. 5, vehicle speed signal v=78km/h, corresponding upshift control cycle t(78)= t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 }=400ms, is the C ˊ (78,400) in Fig. 6;
As shown in Figure 9, four gear magnetic clutch electrical current functions of the embodiment of the present invention many gears line traffic control automatic transmission i 4c ( t) curve and three gear magnetic clutch electrical current functions i 3c ( t) curve synoptic diagram, four gear magnetic clutch 44 electrical current functions i 4c ( t)={ i 4 , 0t≤ 250ms; 0.6 i 4 + 0.4 i 4 ( t-250)/( t 34 -250), 250ms< tt 34 , three gear magnetic clutch 43 electrical current functions i 3c ( t)={ i 3 , 0t≤ 250ms; 0, 250ms< tt 34 .
By reference to the accompanying drawings embodiments of the present invention are explained in detail above, but the present invention is not limited to above-mentioned mode of execution, in the ken that art those of ordinary skill possesses, various change can also be made under the prerequisite not departing from present inventive concept.

Claims (2)

1. one kind, keep off the variable period upshift course control method for use of line traffic control automatic transmission more, the control gear realizing many gears line traffic control automatic transmission of this controlling method comprises motor (200), D position switch (D-SW), vehicle speed sensor (VSS), accelerator pedal position sensor (APS), ECU (Electrical Control Unit) (100), one gear magnetic clutch (41), two gears magnetic clutch (42), three gears magnetic clutch (43), four gears magnetic clutch (44), in ECU (Electrical Control Unit) (100), store a gear in advance rise two gear law curve (D 12), two gears rise three gear law curve (D 23), three gears rise four gear law curve (D 34), it is characterized in that, described controlling method comprises the following steps:
Step 1, ECU (Electrical Control Unit) (100) detect the vehicle speed signal of D position switch (D-SW) signal, vehicle speed sensor (VSS) v, accelerator pedal position sensor (APS) opening amount signal α;
Step 2, judge whether to be linked into D gear: when ECU (Electrical Control Unit) (100) detects that D position switch (D-SW) signal is connected, carry out step 3; Otherwise, when ECU (Electrical Control Unit) (100) detects D position switch (D-SW) signal access failure, carry out step 1;
Step 3, judge whether that needs one gear rises to two gears: when ECU (Electrical Control Unit) (100) detects the vehicle speed signal of vehicle speed sensor (VSS) vwith the opening amount signal of accelerator pedal position sensor (APS) αmeet a gear in many gear line traffic control automatic transmission upshift law curves and rise two gear law curve (D 12) on upshift point time, be judged as that needs one gear rises to two gears, carry out step 4; Otherwise, when ECU (Electrical Control Unit) (100) detects the vehicle speed signal of vehicle speed sensor (VSS) vwith the opening amount signal of accelerator pedal position sensor (APS) αdo not meet a gear in many gear line traffic control automatic transmission upshift law curves and rise two gear law curve (D 12) on upshift point time, be judged as not needing a gear to rise to two gears, carry out step 6;
Step 4, a gear rise to two gear process control: the vehicle speed signal of vehicle speed sensor (VSS) of ECU (Electrical Control Unit) (100) by detecting vcontrol cycle function variable with upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine that a gear rises to two gear control cycles t 12 , and then determine two gear magnetic clutch (42) electrical current functions i 2a ( t)={ i 2 , 0tt δ ; kI 2 + i 2 (1- k) ( t- t δ )/( t 12 - t δ ), t δ < tt 12 , control the electrical current of two gears magnetic clutch (42), and determine gear magnetic clutch (41) electrical current function simultaneously i 1a ( t)={ i 1 , 0tlT δ ; 0, lT δ < tt 12 , control the electrical current of gear magnetic clutch (41), in formula: i 1 be the rating value of the electrical current of a gear magnetic clutch (41), i 2 be the rating value of the electrical current of two gear magnetic clutchs (42), βfor upshift control cycle variation coefficient, t δ for eliminating the minimum current"on"time required for two gear magnetic clutch (42) Separations, kfor bond strength coefficient, lfor postponing disengaging time coefficient;
Step 5, judge one gear rose to for two gear control procedure endurance twhether be less than a gear and rise to two gear control cycles t 12 : when a gear rose to for two gear control procedure endurance tbe less than a gear and rise to two gear control cycles t 12 time, be judged as that a gear rises to two gear control procedures and not yet terminates, turn back to step 4; Otherwise, when a gear rose to for two gear control procedure endurance tbe more than or equal to a gear and rise to two gear control cycles t 12 time, be judged as that a gear rises to two gear control procedures and terminates, turn back to step 1;
Step 6, judge whether that needs two gear rises to three gears: when ECU (Electrical Control Unit) (100) detects the vehicle speed signal of vehicle speed sensor (VSS) vwith the opening amount signal of accelerator pedal position sensor (APS) αmeet two gears in many gear line traffic control automatic transmission upshift law curves and rise three gear law curve (D 23) on upshift point time, be judged as that needs two gear rises to three gears, carry out step 7; Otherwise, when ECU (Electrical Control Unit) (100) detects the vehicle speed signal of vehicle speed sensor (VSS) vwith the opening amount signal of accelerator pedal position sensor (APS) αdo not meet two gears in many gear line traffic control automatic transmission upshift law curves and rise three gear law curve (D 23) on upshift point time, be judged as not needing two gears to rise to three gears, carry out step 9;
Step 7, two gears rise to three gear process control: the vehicle speed signal of vehicle speed sensor (VSS) of ECU (Electrical Control Unit) (100) by detecting vcontrol cycle function variable with upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine that two gears rise to three gear control cycles t 23 , and then determine three gear magnetic clutch (43) electrical current functions i 3b ( t)={ i 3 , 0tt δ ; kI 3 + i 3 (1- k) ( t- t δ )/( t 23 - t δ ), t δ < tt 23 , control the electrical current of three gears magnetic clutch (43), and determine two gear magnetic clutch (42) electrical current functions simultaneously i 2b ( t)={ i 2 , 0tlT δ ; 0, lT δ < tt 23 , control the electrical current of two gears magnetic clutch (42), in formula: i 2 be the rating value of the electrical current of two gear magnetic clutchs (42), i 3 be the rating value of the electrical current of three gear magnetic clutchs (43), βfor upshift control cycle variation coefficient, t δ for eliminating the minimum current"on"time required for three gear magnetic clutch (43) Separations, kfor bond strength coefficient, lfor postponing disengaging time coefficient;
Step 8, judge two gear rose to for three gear control procedure endurance twhether be less than two gears and rise to three gear control cycles t 23 : when two gears rose to for three gear control procedure endurance tbe less than two gears and rise to three gear control cycles t 23 time, be judged as that two gears rise to three gear control procedures and not yet terminate, turn back to step 7; Otherwise, when two gears rose to for three gear control procedure endurance tbe more than or equal to two gears and rise to three gear control cycles t 23 time, be judged as that two gears rise to three gear control procedures and terminate, turn back to step 1;
Step 9, judge whether that needs three gear rises to four gears: when ECU (Electrical Control Unit) (100) detects the vehicle speed signal of vehicle speed sensor (VSS) vwith the opening amount signal of accelerator pedal position sensor (APS) αmeet three gears in many gear line traffic control automatic transmission upshift law curves and rise four gear law curve (D 34) on upshift point time, be judged as that needs three gear rises to four gears, carry out step 10; Otherwise, when ECU (Electrical Control Unit) (100) detects the vehicle speed signal of vehicle speed sensor (VSS) vwith the opening amount signal of accelerator pedal position sensor (APS) αdo not meet three gears in many gear line traffic control automatic transmission upshift law curves and rise four gear law curve (D 34) on upshift point time, be judged as not needing three gears to rise to four gears, turn back to step 1;
Step 10, three gears rise to four gear process control: the vehicle speed signal of vehicle speed sensor (VSS) of ECU (Electrical Control Unit) (100) by detecting vcontrol cycle function variable with upshift t( v)={ t h , 0v< v 1 ; t l + β T l ( v 2 - v)/( v 2 - v 1 ), v 1 vv 2 ; t l , v> v 2 determine that three gears rise to four gear control cycles t 34 , and then determine four gear magnetic clutch (44) electrical current functions i 4c ( t)={ i 4 , 0tt δ ; kI 4 + i 4 (1- k) ( t- t δ )/( t 34 - t δ ), t δ < tt 34 , control the electrical current of four gears magnetic clutch (44), and determine three gear magnetic clutch (43) electrical current functions simultaneously i 3c ( t)={ i 3 , 0tlT δ ; 0, lT δ < tt 34 , control the electrical current of three gears magnetic clutch (43), in formula: i 3 be the rating value of the electrical current of three gear magnetic clutchs (43), i 4 be the rating value of the electrical current of four gear magnetic clutchs (44), βfor upshift control cycle variation coefficient, t δ for eliminating the minimum current"on"time required for four gear magnetic clutch (44) Separations, kfor bond strength coefficient, lfor postponing disengaging time coefficient;
Step 11, judge three gear rose to for four gear control procedure endurance twhether be less than three gears and rise to four gear control cycles t 34 : when three gears rose to for four gear control procedure endurance tbe less than three gears and rise to four gear control cycles t 34 time, be judged as that three gears rise to four gear control procedures and not yet terminate, turn back to step 10; Otherwise, when three gears rose to for four gear control procedure endurance tbe more than or equal to three gears and rise to four gear control cycles t 34 time, be judged as that three gears rise to four gear control procedures and terminate, turn back to step 1.
2. the variable period upshift course control method for use of the many gears line traffic control automatic transmission as described in right 1, it is characterized in that, keep off in described step 4 one and rise to two gear process control, step 7 two gear rises to three gear process control, step 10 three gear rises in four gear process control, described upshift control cycle variation coefficient βa fixed value of setting, β=0.7 ~ 1.3; Described bond strength coefficient ka fixed value of setting, k=0.5 ~ 0.8; Described delay disengaging time coefficient la fixed value of setting, l=0.8 ~ 1.2.
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CN108757918A (en) * 2018-05-24 2018-11-06 黄伟 The control method of electric vehicle multi-gear transmission

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