CN105757142A - Control method and apparatus for clutch engagement of automotive automatic transmission - Google Patents
Control method and apparatus for clutch engagement of automotive automatic transmission Download PDFInfo
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- CN105757142A CN105757142A CN201610223685.5A CN201610223685A CN105757142A CN 105757142 A CN105757142 A CN 105757142A CN 201610223685 A CN201610223685 A CN 201610223685A CN 105757142 A CN105757142 A CN 105757142A
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- clutch
- rotating speed
- speed
- control unit
- rotation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/10—Preventing unintentional or unsafe engagement
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention discloses a control method and apparatus for clutch engagement of an automotive automatic transmission. The control method comprises a rotating speed reduction step and a clutch engagement step. The rotating speed reduction step is that: before a clutch starts to transfer a torque, an engine electronic control unit judges whether a rotating speed of an engine is in a safety rotating speed range suitable for clutch engagement, and under the condition that the rotating speed of the engine is higher than the safety rotating speed range, the engine electronic control unit actively adopts a rotating speed reduction operation to reduce the rotating speed of the engine into the safety rotating speed range; the clutch engagement step is that: a transmission control unit controls the clutch to be engaged. The design avoids hardware damage caused by the excessively high rotating speed of the engine in the clutch engagement process, and reduces dependence of a control system on CAN (Controller Area Network) communication, thereby reducing a failure rate.
Description
The divisional application of the application for a patent for invention that the application is the applying date be on August 26th, 2013, application number is 201310375371.3, be entitled as " control method that a kind of clutch for vehicle automatic speed variator engages and device ".
Technical field
The present invention relates to Clutch Control field, control method that especially a kind of clutch for vehicle automatic speed variator engages and device.
Background technology
When the less driver of driving experience uses the vehicle of automatic transmission, a kind of relatively conventional faulty operation is: the bend the throttle when neutral gear (N shelves) slides, and then directly reverses traveling shelves (such as D shelves).This faulty operation easily causes and when engine speed is higher, clutch is engaged, thus causing vehicle hardware to damage.
For the hardware damage avoiding this faulty operation to cause, in the prior art, a kind of solution is: is sent one by TCU to ECU before clutch engages and drops rotating speed request, ECU drops rotating speed request in response to this and reduces rotating speed and the moment of torsion of electromotor, until engine speed reaches the safety value that an applicable clutch engages；If the tach signal display engine speed that TCU gathers meets the requirement that clutch is re-engaged, then TCU controls clutch and is re-engaged, and otherwise TCU can wait, until engine speed meets the requirement that clutch engages, then TCU just controls clutch and engages.But there is certain drawback in such method:
If the communication between 1 ECU and TCU is interrupted due to fault, then the method is by no longer valid；
2, due to the execution of this method so that vehicle cannot be carried out launching starting (being similar in manual vehicle, driver after violent stepping on accelerator pedal when original place neutral gear, hangs drive shift and starts to walk rapidly)；
If the time that 3 vehicles are in neutral gear is shorter, before gear returns to traveling shelves, engine speed is still higher, and clutch needs to wait for engine speed and drops to below safety value, just can recombine.This can cause the clutch long period cannot be in conjunction with, and vehicle is in N shelves, it does not have power, affects driving experience.
Summary of the invention
Control method and device that a kind of new clutch for vehicle automatic speed variator engages are it is an object of the invention to provide, to overcome or to solve at least one defect of the prior art at least in part.
In order to reach this purpose, the invention provides the control method that a kind of clutch for vehicle automatic speed variator engages, including:
Rotating speed step drops: before clutch starts to transmit moment of torsion, judge by engine electronic control unit whether the rotating speed of electromotor is being suitable within the scope of the safe speed of rotation that clutch engages, and, when the rotating speed of described electromotor is higher than described safe speed of rotation scope, when not from the request of other control unit, actively taked to drop rotational speed operation by described engine electronic control unit, the rotating speed of described electromotor is reduced within the scope of described safe speed of rotation；
Clutch engagement step: engage being controlled described clutch by transmission control unit.
Alternatively, drop rotating speed step described in perform when described clutch separation completes；Wherein, alternatively, drop signal when rotating speed step drops to zero in response to the clutch pressure of described clutch described in and perform.
Alternatively, drop rotating speed step described in perform when described clutch starts to engage；Wherein, alternatively, drop rotating speed step described in be switched to, from neutral gear, the gear switch signal travelling shelves in response to lever and perform.
Alternatively, do not judge to perform described clutch engagement step the rotating speed of described electromotor is whether within the scope of described safe speed of rotation at described transmission control unit.
Alternatively, drop rotational speed operation described in and include oil-break.
Alternatively, when described clutch is in non-fully engaged condition, acceleration pedal position signal is ignored.
Alternatively, described control method also include select step: according to the input signal-selectivity of user perform described in rotating speed step drops.
The invention also discloses the control device that a kind of clutch for vehicle automatic speed variator engages, including:
Engine electronic control unit, it includes dropping rotating speed module, the described rotating speed module that drops is configured to start to judge before transmitting moment of torsion whether the rotating speed of electromotor is being suitable within the scope of the safe speed of rotation that clutch engages at clutch, and, when the rotating speed of described electromotor is higher than described safe speed of rotation scope, actively taked to drop rotational speed operation by described engine electronic control unit, the rotating speed of described electromotor is reduced within the scope of described safe speed of rotation；
Transmission control unit, it is configured to control described clutch and starts to engage.
Alternatively, described control device also include select unit, its be configured to receive user input signal, and according to this input signal enable or disable described in rotating speed module drops.
Alternatively, described transmission control unit is configured to do not judging that controlling described clutch the rotating speed of described electromotor is whether within the scope of described safe speed of rotation engages.
Compared with prior art, the present invention at least has the following technical effect that
1) according to the present invention, it is possible to before clutch starts to transmit moment of torsion, ECU engine speed judgement is carried out.When rotating speed is higher than safe speed of rotation scope, ECU, under the request not from other control units, actively takes to drop rotational speed operation.
This design makes before clutch starts to engage, and engine speed is at safe speed of rotation scope, it is to avoid when clutch engages, engine speed is too high and cause hardware damage.It addition, ECU actively reduces engine speed under the request not from other control units, decreasing the number of communications with other control units, decreasing the dependence to CAN communication of the control system to a certain extent, thus reducing fault rate.
In above process, after electromotor is carried out reduction of speed by ECU, engine speed maintains in the relatively slow-speed of revolution, such that engine noise is less.
2) according to the present invention, TCU can perform clutch engagement step when need not engine speed be judged.This operation shortens by N shelves or P shelves to travelling shelves or travelling power recovery time when switching shelves, improves driving.
3) according to the present invention, when clutch is in non-fully engaged condition, ECU ignores acceleration pedal position signal.This design prevents the hardware damage being likely to result in clutch's jointing process because of driver's faulty operation.
4) according to the present invention, driver can unrestricted choice whether use described in rotating speed step drops.So when dropping rotating speed step described in driver does not select use, it is possible to achieve launch starting.
Described above is only the general introduction of technical solution of the present invention, in order to better understand the technological means of the present invention, and can be practiced according to the content of description, and in order to 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 coordinate accompanying drawing, describe in detail as follows.
Accompanying drawing explanation
The flow chart of the Fig. 1 control method for providing according to one embodiment of the invention；
The control method that Fig. 2 provides for one embodiment of the invention be switched to N shelves by D shelves at vehicle, then again from the change curve of gear switching signal, actual-gear, acceleration pedal position signal, engine speed, engine torque, clutch pressure the occasion that N shelves are switched to D shelves；
The structural representation controlling device 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 drops
First curve 410 second curve 420
3rd curve 430 the 4th curve 440
5th curve 450 the 6th curve 460
7th curve 470 lever 501
Hall element 502 transmission control unit 503
CAN 504 clutch 505
Engine electronic control unit 506 engine speed sensor 507
Vehicle speed sensor 508 accelerator pedal position sensor 509
Throttle opening regulates device 510 ignition advance angle and regulates device 511
Fuel injector 512
Detailed description of the invention
Below in conjunction with accompanying drawing, the specific embodiment of the present invention is elaborated.
Hereinafter, mentioned " clutch start to transmit moment of torsion before ", can refer to that vehicle is switched to by N shelves or P shelves in the process travelling shelves (such as D shelves, R shelves, S shelves, M shelves) when starting, vehicle is in the process of moving by the process travelling the traveling shelves being switched to same travel direction after shelves are switched to N shelves again, or being travelled shelves by one in vehicle travel process to be directly switch in another process travelling shelves, the clutch 505 of vehicle not yet starts joint or clutch is complete pressure preparatory stage and/or oil-filled stage but not yet starts to transmit the occasion of moment of torsion.Technical scheme in detailed description of the invention goes for all automatic transmission vehicles such as AT, DCT, AMT, CVT.
The flow chart of the control method that Fig. 1 provides for one embodiment of the invention.The method can include dropping rotating speed step 101 and clutch engagement step 102.In dropping rotating speed step 101, before clutch 505 starts to transmit moment of torsion, judge by engine electronic control unit (ECU) 506 whether the rotating speed of electromotor is being suitable within the scope of the safe speed of rotation that clutch 505 engages, and, when the rotating speed of described electromotor is higher than described safe speed of rotation scope, actively taked to drop rotational speed operation by described engine electronic control unit 506, the rotating speed of described electromotor is reduced within the scope of described safe speed of rotation.In clutch engagement step 102, transmission control unit (TCU) 503 engage controlling described clutch 505.This design makes before clutch starts to engage, and engine speed is at safe speed of rotation scope, it is to avoid cause hardware damage when clutch engages because engine speed is too high.It addition, ECU actively reduces engine speed under the request not from other control units, decreasing the number of communications with other control units, decreasing the dependence to CAN communication of the control system to a certain extent, thus reducing fault rate.
It will be appreciated that, the present invention is not intended to limit and drops rotating speed step 101 and clutch engagement step 102 starts the order that performs, as long as but as limited in dropping rotating speed step 101, the rotating speed of described electromotor being reduced within the scope of described safe speed of rotation before clutch 505 starts to transmit moment of torsion.From the following description it is recognised that this drops rotating speed step 101 can start execution before clutch engagement step 102, it is also possible to start simultaneously at execution with clutch engagement step 102, it might even be possible to be slightly later to clutch engagement step 102 and start to perform.
Fig. 2 be switched to N shelves by D shelves at vehicle, then again from the change curve of gear switching signal, actual-gear, acceleration pedal position signal, engine speed, engine torque, clutch pressure the occasion that N shelves are switched to D shelves.In fig. 2, method according to prior art has also been represented by dashed line out and has been switched to D shelves process from N shelves the change curve of clutch pressure at vehicle, in order to compared with the method for the present invention.In the change curve shown in Fig. 2, transverse axis is time shaft T.An embodiment of control method below in conjunction with the scene present invention more particularly described below of Fig. 2.
For the first curve 410, expression is the gear switch signal of vehicle, the position of its lever handled corresponding to driver.Before time point t1, gear is in D shelves.At time point t1, gear is switched to N shelves from D shelves.At time point t1 to t3, gear is maintained at N shelves.At time point t3, gear is switched to D shelves from N shelves.After time point t3, lever is maintained at D shelves.
For the second curve 420, expression is the actual-gear of the variator 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, control the state after clutch separation or joint complete.Owing to clutch needs the regular hour at the handoff procedure engaged between released state, therefore, actual-gear can postpone in gear switch signal.As in figure 2 it is shown, representing that gear is switched to the time point t2 after the time point t1 of the gear switch signal of N shelves from D shelves, the actual-gear of variator is just transformed into N shelves from D shelves.Same, representing that gear is switched to the time point t5 after the time point t3 of the gear switch signal of D shelves from N shelves, the actual-gear of variator is just transformed into D shelves from N shelves.
For the 3rd curve 430, expression is the acceleration pedal position signal according to present invention vehicle in above process.In above-mentioned whole process, accelerator pedal is all by about the 40% of the whole stroke of driver's bend the throttle.It is to be appreciated that acceleration pedal position signal here only indicates that the driver's a kind of exemplary operation to accelerator pedal.From hereafter it can be seen that according to the present invention control clutch engage time, it is possible to ignore this acceleration pedal position signal.Therefore, in practice, represent that the 3rd curve 430 of acceleration pedal position signal can be other shape any.
For the 6th curve 460, expression is to change according to the pressure of present invention clutch 505 in above process.Before time point t1, clutch 505 is fully engaged.At time point t1, in response to the gear switch signal being switched to N shelves from D shelves shown in the first curve 410, clutch 505 starts to be gradually disengaged, and clutch pressure is gradually lowered, until being kept completely separate to time point t2 clutch, clutch pressure is 0.As shown in the second curve 420, putting 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 the gear switch signal being switched to D shelves from N shelves shown in the first curve 410, clutch starts to engage gradually, and clutch pressure starts to be gradually increased, until being fully engaged to time point t5 clutch.As shown in the second curve 420, putting t5 between at this moment, the actual-gear of vehicle also arrives at D shelves.For the 7th curve 470 as a comparison, expression is the pressure change of clutch 505 in above process in prior art.It can be seen that in the 7th curve 470, clutch 505 just starts to engage from the time point t4 being later than time point t3, does not engage complete yet at time point t5.Visible, technical scheme is relative to existing technologies, it is possible to make clutch 505 earlier start engage, it is also possible to be fully engaged earlier, shorten vehicle by the power recovery time of N shelves to D shelves, improve the driving of vehicle.
For the 4th curve 440, expression is to change according to the engine speed of present invention vehicle in above process, its embodiment be that engine speed is within the scope of safe speed of rotation when time point t3 time engine speed change.It can be seen that engine speed has of short duration rising quickly after time point t2.This is that during to time point t2, clutch pressure is entirely 0, and now electromotor is non-loaded, and the rotating speed short time rises quickly, and can be gradually lowered subsequently owing to clutch pressure is gradually reduced when time point t1 to t2.
For the 5th curve 450, expression is a kind of situation changed according to the engine torque of present invention vehicle in above process, its embodiment be when time point t3 engine speed beyond safe speed of rotation scope time engine torque change.The curve 455 of dotted portion represents according to the another kind of situation that the engine torque of present invention vehicle in above process changes, but its embodiment be that engine speed is within the scope of safe speed of rotation when time point t3 time engine torque change.
It is to be appreciated that for the 5th curve 450 and curve 455, its expression is in the time point t3 method starting to perform the present invention.Specifically, at time point t3, perform to drop rotating speed step 101 shown in Fig. 1, ECU judge that the rotating speed of electromotor is whether within the scope of the safe speed of rotation being suitable for clutch joint.In practice, this drops rotating speed step 101 and can be switched to the gear switch signal of D shelves at time point t3 from N shelves in response to the lever shown in the first curve 410 and perform.If drop judge in rotating speed step 101 that engine speed is within the scope of this safe speed of rotation at this, then as shown in curve 455, engine torque can keep being basically unchanged, say, that ECU does not carry out dropping rotational speed operation.Meanwhile, clutch 505 starts to engage at time point t3, namely performs the clutch engagement step 102 shown in Fig. 1.Otherwise, at gear when the N shelves time of staying is too short, engine speed may exceed safe speed of rotation scope at time point t3, although this be not clearly shown in the 4th curve 440 of Fig. 2 it is readily understood that, now, drop at this rotating speed step 101 judging, engine speed is higher than this safe speed of rotation scope.In this case, now in order to reach the purpose making engine speed quickly reduce, that can take such as oil-break in dropping rotating speed step 101 drops rotational speed operation, thus engine speed being reduced within the scope of safe speed of rotation at time point t4.Similarly, clutch 505 still starts to engage at time point t3.
Can be seen that from the 5th curve 450 of Fig. 2 and the 6th curve 460, according to the present invention rotational speed operation drops and action that clutch 505 starts to engage is to be all start at time point t3, namely simultaneous, without, shown in the 7th curve 470 representing prior art, waiting until that the time point t4 within the scope of the near safe speed of rotation of engine speed just starts to engage.It will be appreciated that, the processes such as pressure preparatory stage, oil-filled stage, moment of torsion transfer stages and synchronization stage are generally included owing to clutch 505 engages, its engaging time is longer, before clutch 505 moment of torsion transmittance process starts, when ECU has enough oil-breaks, chien shih engine speed drops to the safety range that clutch 505 engages.Therefore, in the present invention, transmission control unit can not judge whether engine speed is within the scope of safe speed of rotation, and performs described clutch engagement step according only to gear switch signal.Thus, in principle, the execution of the clutch engagement step 102 in the present invention can independent of dropping rotating speed step 101, and the beginning execution sequence between them is only by the restriction of " being reduced within the scope of safe speed of rotation by the rotating speed of described electromotor before transmitting moment of torsion clutch 505 " this condition.
Although dropping rotating speed step 101 and clutch engagement step 102 in fig. 2 in example all to start to perform at time point t3, but as indicated earlier, ECU can pass through the rotational speed operation that drops of such as oil-break and reduce engine speed rapidly to its safe speed of rotation scope.Therefore, in principle, the execution time dropping rotating speed step 101 even can be slightly later to the execution time of clutch engagement step 102, as long as guaranteeing to be reduced within the scope of this safe speed of rotation by the rotating speed of described electromotor before clutch 505 starts to transmit moment of torsion.Certainly, when dropping rotating speed step 101 and clutch engagement step 102 all starts to perform at time point t3, they can perform in response to same signal (being switched to the gear switch signal of D shelves in the first curve 410 from N shelves), and this is conducive to the realization of simplified control system.
By the 7th curve 470 of the 6th curve 460 of the corresponding present invention in comparison diagram 2 and corresponding prior art it can be seen that, in the present invention, clutch 505 starts to engage earlier, it is also possible to be fully engaged earlier, shorten vehicle by the power recovery time of N shelves to D shelves, improve the driving of vehicle.
In another embodiment of the present invention, drop rotating speed step 101 can perform by the random time point in the time point t2 that clutch separation the completes time period started with clutch before the time point t3 engaged.Such as, this drops rotating speed step 101 and can perform at time point t2, and now, this drops signal when rotating speed step 101 can drop to zero in response to the clutch pressure of described clutch 505 and performs.Drop rotating speed step by what earlier perform the present invention, both earlier engine speed can be down to the safe speed of rotation scope that clutch 505 engages before gear shift, it is also possible to save oil consumption.
In other embodiments of the invention, it is possible to the D shelves in the said process shown in Fig. 2 are changed to R shelves or other travel shelves (such as S shelves), and/or the N shelves in said process are changed to P shelves.
The detailed operation of one embodiment of the clutch control method of vehicle automatic speed variator of the present invention is described below in conjunction with Fig. 2 and Fig. 3.
When lever is in D shelves, driver's bend the throttle, vehicle is with 3 grades of travelings.Now 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, i.e. the amount that driver's bend the throttle is identical, the 40% of whole stroke as previously described.
At time point t1, driver is release the gas pedal not, lever pushes N shelves (it is to be understood that this is probably the operator of an inappropriate even mistake), as shown in first curve 410 of time point t1.After lever change in location, the sensor being connected with lever sends lever position signalling gear switch signal in other words, passes to TCU, and by TCU and CAN, passes to ECU.After TCU receives lever position signalling, start to lay down clutch pressure, until clutch is kept completely separate so that variator enters neutral gear, as shown in the 6th curve between time point t1 t2.Now engine loading reduces suddenly, although ECU starts to drop torsion, but delayed due to throttle adjustment, still there will be of short duration engine speed and rises quickly phenomenon, be immediately following shown in the part after time point t2 in the 4th curve.After ECU receives gear switch signal, according to current gear, speed and throttle opening amount signal, it is judged that operator, ignore acceleration pedal position signal, start to regulate air inflow, reduce engine torque.Although now driver still steps on the accelerator pedal of 40%, but ECU controls throttle inflow amount, provide only the moment of torsion maintaining engine idling operation, simultaneously because electromotor runs (but being likely to still higher than being suitable for the safe speed of rotation scope that clutch engages) with the relatively slow-speed of revolution, engine noise is also made significantly to reduce.
At time point t3, lever is pulled back to D shelves by driver, and the sensor being connected with lever sends gear switch signal, passes to TCU, and passes to ECU by TCU and CAN.When ECU receives gear switch signal, judge that driver is intended to recover D shelves and travels according to current gear, speed and acceleration pedal position signal.Engine speed is judged by ECU, if now engine speed exceedes the safe speed of rotation scope that clutch engages, then ECU is under the request not from other control units particularly TCU, actively takes to drop rotational speed operation such as oil-break, makes engine speed decline rapidly.If now engine speed has been decreased to the allowed band that clutch 505 is re-engaged, then can continue to keep idling moment of torsion.When TCU receives gear switch signal, when not judging that the rotating speed of described electromotor is whether within the scope of described safe speed of rotation, directly start to perform described clutch engagement step 102.
In other embodiments, when by the present invention drop rotating speed step 101 performs such as time point t2 in advance, drop rotational speed operation and can also include regulating throttle opening and/or regulating the angle of ignition, for instance reduction throttle opening and/or reduction ignition advance angle.
In other embodiments of the invention, 3 grades in said process could alternatively be any one gear of R shelves or D shelves, it is also possible to replaces to the drivable position such as S shelves, M shelves；N shelves in said process can also replace to P shelves.
In the above-described embodiments, it is possible to (such as the random time point of the time period between the time point t1 to time point t5 of Fig. 2, and do not include time point t1, time point t5 when clutch 505 is in non-fully engaged condition；Or as vehicle from static start to start to walk time), ECU ignores acceleration pedal position signal, and now driver's bend the throttle is without producing to make the effect that engine speed increases.This design is conducive to performing the inventive method in the process reducing engine speed, to make engine speed increase due to the faulty operation of driver.
It will be appreciated that, " ECU ignores acceleration pedal position signal when clutch 505 is in non-fully engaged condition " this feature is not limited to application in the present invention, but does not such as implement in other occasion can also apply in the control method of the present invention and system.Such as, this is possible to prevent the unfamiliar driver of driver behavior because inappropriate or operate accelerator pedal (such as the bend the throttle when neutral gear slides, then directly reverse D shelves) mistakenly and cause the damage to vehicle hardware.Best, driver can choose whether to close this function ignoring acceleration pedal position signal according to the needs of oneself, so can after closing this function, what realize vehicle launches starting (with manual vehicle, after driver steps on the gas suddenly when original place neutral gear, hang drive shift and start to walk rapidly).
In the above-described embodiments, it is possible to whether enabled by driver's unrestricted choice and drop rotating speed step 101, this by one select step realize, for instance, according to the input signal-selectivity of user perform described in rotating speed step 101 drops.This design gives the bigger selection of driver freely and can when wanting realization to launch starting, select close the function ignoring acceleration pedal position signal and select closedown to drop rotating speed step 101, allow the vehicle to realize better launching starting, it is to avoid drop rotating speed step 101 and launch, to vehicle, the obstruction that starting causes.
In the above-described embodiments, the safe speed of rotation range set that described clutch 505 engages is refer to the range of speeds less than or equal to 2000rpm, it is also possible to be set smaller than or be equal to the range of speeds of 1950rpm.
The invention also discloses the control device that a kind of clutch for vehicle automatic speed variator engages, including: engine electronic control unit 506, it includes dropping rotating speed module, the described rotating speed module that drops is configured to start to judge before transmitting moment of torsion whether the rotating speed of electromotor is being suitable within the scope of the safe speed of rotation that clutch 505 engages at clutch 505, and, when the rotating speed of described electromotor is higher than described safe speed of rotation scope, actively taked to drop rotational speed operation by described engine electronic control unit 506, the rotating speed of described electromotor is reduced within the scope of described safe speed of rotation；Transmission control unit 503, it is configured to control described clutch 505 and starts to engage.
The structural representation controlling device that Fig. 3 provides for one embodiment of the invention.It can be seen that in the embodiment described in figure 3, lever 501 is connected with Hall element 502；Hall element 502 is connected with transmission control unit signal；Transmission control unit 503 is connected with clutch 505 signal, for controlling joint and the disconnection process of clutch 505.Engine speed sensor 507, vehicle speed sensor 508, accelerator pedal position sensor 509 are connected with engine electronic control unit 506 signal respectively；Throttle opening regulates device 510, ignition advance angle regulates device 511 signal and fuel injector 512 is connected with engine electronic control unit 506 signal respectively.Transmission control unit 503, engine electronic control unit 506 are connected with CAN 504 signal respectively.
In one embodiment of the invention, described transmission control unit 503 is configured to do not judging that controlling described clutch 505 the rotating speed of described electromotor is whether within the scope of described safe speed of rotation engages.This design makes clutch 505 hinge structure can start earlier to engage, it is also possible to being fully engaged earlier, thus shortening the power recovery time of vehicle, improve the driving of vehicle.
In another embodiment of the present invention, described control device also include select unit (not shown), its be configured to receive user input signal, and according to this input signal enable or disable described in rotating speed module drops.The selection degree of freedom of driver so so that whether driver's unrestricted choice enables drops rotating speed module, can be improve.
In another embodiment of the present invention, described engine electronic control unit is configured to, when the clutch 505 of the automatic transmission of vehicle is in non-fully engaged condition, ignore acceleration pedal position signal.
Above in conjunction with accompanying drawing, the present invention is exemplarily described; the obvious present invention implements and is not subject to the restrictions described above; as long as have employed the various improvement that the design of the method for the present invention carries out with technical scheme; or not improved that directly apply to other occasion, all within protection scope of the present invention.
Claims (10)
1. the control method engaged for the clutch of vehicle automatic speed variator, including:
Rotating speed step (101) drops: before clutch starts to transmit moment of torsion, judge by engine electronic control unit whether the rotating speed of electromotor is being suitable within the scope of the safe speed of rotation that clutch engages, and, when the rotating speed of described electromotor is higher than described safe speed of rotation scope, actively taked to drop rotational speed operation by described engine electronic control unit, the rotating speed of described electromotor is reduced within the scope of described safe speed of rotation；
Clutch engagement step (102): engage being controlled described clutch by transmission control unit.
2. control method according to claim 1, it is characterised in that described in drop rotating speed step and perform when described clutch separation completes；Alternatively, drop signal when rotating speed step drops to zero in response to the clutch pressure of described clutch described in and perform.
3. control method according to claim 1, it is characterised in that described in drop rotating speed step and perform when described clutch starts to engage；Alternatively, drop rotating speed step described in be switched to, from neutral gear, the gear switch signal travelling shelves in response to lever and perform.
4. the control method according to any one of claim 13, it is characterised in that do not judge to perform described clutch engagement step the rotating speed of described electromotor is whether within the scope of described safe speed of rotation at described transmission control unit.
5. the control method according to any one of claim 14, it is characterised in that described in drop rotational speed operation and include oil-break.
6. the control method according to any one of claim 15, it is characterised in that when described clutch is in non-fully engaged condition, ignore acceleration pedal position signal.
7. the control method according to any one of claim 15, it is characterised in that also include select step: according to the input signal-selectivity of user perform described in rotating speed step drops.
8. the control device engaged for the clutch of vehicle automatic speed variator, including:
Engine electronic control unit (506), it includes dropping rotating speed module, the described rotating speed module that drops is configured to start to judge before transmitting moment of torsion whether the rotating speed of electromotor is being suitable within the scope of the safe speed of rotation that clutch engages at clutch (505), and, when the rotating speed of described electromotor is higher than described safe speed of rotation scope, actively taked to drop rotational speed operation by described engine electronic control unit, the rotating speed of described electromotor is reduced within the scope of described safe speed of rotation；
Transmission control unit (503), it is configured to control described clutch and starts to engage.
9. control device according to claim 8, it is characterised in that also include select unit, its be configured to receive user input signal, and according to this input signal enable or disable described in rotating speed module drops.
10. control device according to claim 8 or claim 9, it is characterised in that
Described transmission control unit is configured to do not judging that controlling described clutch the rotating speed of described electromotor is whether within the scope of described safe speed of rotation starts to engage.
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| 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 |
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| 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 |
| 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 |
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| CN201310375371.3A Division CN103498879B (en) | 2013-08-26 | 2013-08-26 | The controlling method that a kind of clutch for vehicular automatic transmission engages and device |
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| CN109322991B (en) * | 2017-08-01 | 2020-06-02 | 宝沃汽车（中国）有限公司 | Clutch control device, system and method thereof and vehicle |
| CN109968975A (en) * | 2017-12-28 | 2019-07-05 | 河南森源重工有限公司 | Sweeper and its actuating unit |
| CN110230691A (en) * | 2018-03-05 | 2019-09-13 | 上海汽车集团股份有限公司 | The shift control method and system of a kind of vehicle, electric clutch |
| CN114776801A (en) * | 2022-04-18 | 2022-07-22 | 哈尔滨东安汽车发动机制造有限公司 | Feed-forward control method for clutch pressure in automatic transmission garage shifting gear shifting |
| CN114776801B (en) * | 2022-04-18 | 2024-03-22 | 哈尔滨东安汽车发动机制造有限公司 | Feedforward control method for clutch pressure in automatic transmission garage shifting |
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