CN108533740B - Control device and method for improving vehicle sliding downshift impact - Google Patents
Control device and method for improving vehicle sliding downshift impact Download PDFInfo
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- CN108533740B CN108533740B CN201810380677.0A CN201810380677A CN108533740B CN 108533740 B CN108533740 B CN 108533740B CN 201810380677 A CN201810380677 A CN 201810380677A CN 108533740 B CN108533740 B CN 108533740B
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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
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
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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
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
- F16H2061/062—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for controlling filling of clutches or brake servos, e.g. fill time, fill level or pressure during filling
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Abstract
The invention provides a control device and a control method for improving sliding downshift impact of a vehicle, and belongs to the technical field of vehicle gear shifting. The problem of gear shifting impact in the downshifting process of a traditional AT vehicle during low-speed sliding is solved. The control device and the method for improving the sliding downshift impact of the vehicle comprise a TCU, a first collector and a second collector, wherein the first collector is used for collecting the real-time rotating speed of an engine and sending the real-time rotating speed to the TCU, the second collector is used for collecting the real-time rotating speed of a turbine and sending the real-time rotating speed to the TCU, the TCU controls the oil filling of a clutch in a segmented mode, the oil filling of the first stage enables the real-time rotating speed of the turbine to be increased to the preset difference value and be smaller than the real-time rotating speed of the engine, the oil filling of the second stage enables the rotating speed of the turbine to be increased to the target rotating speed. The structure enables the process that the turbine rotating speed passes through the real-time engine rotating speed to be gentle and soft, greatly improves the gear shifting impact of the internal gear of the automatic transmission, and ensures that the vehicle finishes gear shifting in a short time.
Description
Technical Field
The invention belongs to the technical field of vehicle gear shifting, and particularly relates to a control device and a control method for improving vehicle sliding downshift impact.
Background
The automatic transmission is a gear transmission mechanism applied to a vehicle, and due to the existence of gear gaps, the vehicle can cause the gear meshing direction to change under the sliding downshift working condition, so that the gear shifting impact is severe, and the driving comfort is influenced. As the driver's demand for driving comfort is higher and higher, the vehicle shift shock has a great influence on driving comfort, and even the shift shock with low frequency may cause complaints or even complaints of the driver, and may seriously affect the driving feeling condition of the driver.
AT present, in the process of sliding of a traditional AT vehicle, the rotating speed of an engine is lower than the rotating speed of a turbine, the rotating speed of the turbine is reduced along with the reduction of the vehicle speed, a common vehicle has a small accelerator opening under the working condition, so that the vehicle keeps a certain driving speed in the process of sliding, the rotating speed of the engine is slightly higher than the rotating speed of the turbine, AT the moment, the meshing relation between a gear and a gear in an automatic gearbox is shown in the attached figure 1 of the specification, and the gear cannot collide in the state; if the vehicle is downshifted at this time, the rotating speed of the turbine is increased and exceeds the rotating speed of the engine due to the change of the speed ratio and the like, when the rotating speed of the turbine is greater than the rotating speed of the engine, the meshing relation between the gears in the automatic transmission is shown in the attached figure 2 in the specification, and when the rotating speed of the turbine passes through the rotating speed of the engine with a larger slope, strong gear shifting impact is generated between the gears in the automatic transmission, so that the driving comfort is seriously influenced, the gears are seriously abraded, and the service life of the gears is shortened.
In order to solve the above-mentioned problems, the chinese patent network discloses a control device for a torque converter (publication No. CN101608689A) comprising an engine, an automatic transmission, a torque converter having a lock-up clutch, a running state determination device, a shift instruction determination device, a first target slip amount calculation device, a first engine rotational speed change rate limit value calculation device, a second target slip amount calculation device, and a control device, wherein the first target slip amount calculation device calculates a first target slip amount when the automatic transmission is shifting, the first engine rotational speed change rate limit value calculation device calculates a first engine rotational speed change rate limit value based on a running state of a vehicle, the second target slip amount calculation device calculates a second target slip amount based on the first engine rotational speed change rate limit value, and when the gear stage is changed to a low stage side in a coasting state, the second target slip amount is set as the final target slip amount of the lock-up clutch. In the case of a downshift in the coasting state, the device controls the engagement force of the lock-up clutch by controlling the magnitude of the second target slip amount so that the input element and the output element are in the half-engaged state, which is a slip-locked state in which slip occurs between the input element and the output element.
Disclosure of Invention
The invention aims to provide a control device for improving the sliding downshift impact of a vehicle aiming at the problems in the prior art, and the technical problems to be solved by the invention are as follows: how to reduce the downshift impact of the vehicle of the traditional AT transmission during the coasting process.
The purpose of the invention can be realized by the following technical scheme: a control device for improving vehicle sliding downshift impact comprises a TCU, a first collector and a second collector, wherein the first collector is used for collecting the real-time rotating speed of an engine and sending the real-time rotating speed to the TCU, the second collector is used for collecting the real-time rotating speed of a turbine and sending the real-time rotating speed to the TCU, and the control device is characterized in that the TCU marks the real-time rotating speed of the turbine and the real-time rotating speed of the engine at the moment according to a downshift signal and calculates the target rotating speed of the turbine after downshift is completed according to the real-; comparing the real-time turbine rotating speed and the target turbine rotating speed with the real-time engine rotating speed respectively, and if the real-time engine rotating speed is greater than the real-time turbine rotating speed and less than the target turbine rotating speed, carrying out segmented oil charging control on clutch oil charging by the TCU; the TCU stores a preset difference value between the real-time turbine rotating speed and the real-time engine rotating speed, when the real-time turbine rotating speed rises to the preset difference value and is smaller than the real-time engine rotating speed, the first-stage oil filling is finished, then the second-stage oil filling is started, when the turbine rotating speed after the first-stage oil filling is finished rises to the target turbine rotating speed, the second-stage oil filling is finished, and the oil filling rate of the second-stage oil filling is smaller than that of the first-stage oil filling.
In the control device for improving the vehicle sliding downshift impact, as the gear in the automatic transmission has stronger gear shifting impact only when the real-time turbine rotating speed passes through the engine rotating speed with a larger slope to reach the target turbine rotating speed, the target gear of the automatic transmission is changed, and then the TCU compares the magnitude relation among the real-time turbine rotating speed, the real-time engine rotating speed and the target turbine rotating speed to judge whether the gear shifting impact occurs, and after the gear shifting impact is confirmed, the TCU performs two-section oil charging control on the clutch; therefore, the turbine rotating speed is close to the real-time engine rotating speed at a higher speed by the oil filling in the first stage, the turbine rotating speed is gradually synchronous with the real-time engine rotating speed at a slower speed by the oil filling in the second stage, the gear reduction is not completed until the target turbine rotating speed is reached, the change of the turbine rotating speed is relatively slow in the oil filling process in the second stage, the process that the turbine rotating speed passes through the real-time engine rotating speed is relatively smooth and soft, the gear shifting impact of a gear in the automatic transmission is greatly improved, the gear reduction time is considered while the gear shifting impact is improved by the two-stage oil filling mode formed by the higher oil filling speed in the first stage and the lower oil filling speed in the second stage, the gear reduction is completed in a relatively short time, and the gear reduction response is timely and comfortable.
In the above control device for improving the vehicle coasting downshift impact, the predetermined difference is 100 rpm. Under the preset difference, in the process that the TCU performs second-stage oil filling control on the clutch, on one hand, buffer time is provided for synchronization of the rotating speed of the turbine and the rotating speed of the real-time engine, and the turbine rotating speed can smoothly pass through the rotating speed of the real-time engine; on the other hand, the rotating speed of the turbine is improved as much as possible in the process that the TCU performs first-stage oil filling control on the clutch, and the gear shifting time is favorably shortened.
In the control device for improving the sliding downshift impact of the vehicle, the ratio of the oil filling rate of the first-stage oil filling to the oil filling rate of the second-stage oil filling is 1.2. Under this ratio, the time of first stage oil filling has been shortened greatly, and the time of reserving for the second stage oil filling is more, guarantees that the process that the in-process turbine speed of second stage oil filling crosses real-time engine speed becomes comparatively mild and soft, guarantees to accomplish the downshift in the time of reducing the impact of shifting gears.
In the control device for improving the vehicle sliding downshift impact, when the real-time turbine rotating speed and the target turbine rotating speed are both less than the real-time engine rotating speed, the segmented oil charging control is not performed on the clutch. The relationship among the real-time turbine rotating speed, the real-time engine rotating speed and the target turbine rotating speed shows that the vehicle cannot have gear shifting impact in the gear shifting process, so that the oil charging of the TCU to the clutch is directly controlled to be in place by one-time oil charging.
In the control device for improving the vehicle sliding downshift impact, when the real-time turbine rotating speed and the target turbine rotating speed are both greater than the real-time engine rotating speed, the segmented oil charging control is not performed on the clutch. The relationship among the real-time turbine rotating speed, the real-time engine rotating speed and the target turbine rotating speed shows that the vehicle cannot have gear shifting impact in the gear shifting process, so that the oil charging of the TCU to the clutch is directly controlled to be in place by one-time oil charging.
A control method for improving a coast downshift impact in a vehicle, comprising the steps of:
step 1: the real-time rotating speed of the engine is collected through the first collector and sent to the TCU, and the real-time rotating speed of the turbine is collected through the second collector and sent to the TCU;
step 2: the TCU marks the real-time turbine rotating speed and the real-time engine rotating speed at the moment according to the downshift signal, and calculates the target turbine rotating speed after downshift is completed according to the real-time turbine rotating speed;
and step 3: the TCU compares the real-time turbine rotating speed and the target turbine rotating speed with the real-time engine rotating speed respectively, and controls the clutch to fill oil in sections if the real-time engine rotating speed is greater than the real-time turbine rotating speed and less than the target turbine rotating speed;
and 4, step 4: the TCU stores a preset difference value between the real-time turbine rotating speed and the real-time engine rotating speed, when the real-time turbine rotating speed rises to the preset difference value and is smaller than the real-time engine rotating speed, the first-stage oil filling is finished, then the second-stage oil filling is started, when the turbine rotating speed after the first-stage oil filling is finished rises to the target turbine rotating speed, the second-stage oil filling is finished, and the oil filling rate of the second-stage oil filling is smaller than that of the first-stage oil filling.
In the above control method for improving the vehicle coasting downshift impact, the preset difference in step 4 is 100 rpm.
In the above control method for improving the vehicle sliding downshift impact, the ratio between the oil filling rate of the first stage oil filling and the oil filling rate of the second stage oil filling in the step 4 is 1.2.
In the above control method for improving the vehicle coasting downshift impact, in step 3, when both the real-time turbine rotation speed and the target turbine rotation speed are less than the real-time engine rotation speed, the segmented oil charging control is not performed on the clutch.
In the above control method for improving the vehicle coasting downshift impact, in step 3, when both the real-time turbine rotation speed and the target turbine rotation speed are greater than the real-time engine rotation speed, the segmented oil charging control is not performed on the clutch.
Compared with the prior art, the control device and the method for improving the vehicle sliding downshift impact have the following advantages: the process that the turbine speed passes through the real-time engine speed becomes gentler and softer, the gear shifting impact of an internal gear of the automatic transmission is greatly improved, the two-stage oil filling mode formed by the fact that the first-stage oil filling rate is higher and the second-stage oil filling rate is lower improves the gear shifting impact and simultaneously considers the gear shifting time, the gear shifting of the vehicle is guaranteed to be completed in a shorter time, and the gear shifting response is timely and comfortable.
Drawings
Fig. 1 is a schematic diagram of a gear engagement structure in an automatic transmission when a turbine speed is lower than an engine speed in a coasting state of a vehicle according to the related art.
Fig. 2 is a schematic diagram of a gear engagement structure in an automatic transmission when the turbine speed is higher than the engine speed after a downshift in a coasting state of a vehicle according to the prior art.
FIG. 3 is a graph of turbine speed versus engine speed for a vehicle of the present invention during coasting, before and after a downshift.
FIG. 4 is a graph comparing clutch segment fill and turbine speed versus engine speed for a vehicle before and after a downshift during a coast condition in accordance with the present invention.
FIG. 5 is a schematic flow chart of the present invention vehicle downshifting during a coast condition.
Detailed Description
The following are specific embodiments of the present invention and are further described with reference to the drawings, but the present invention is not limited to these embodiments.
Example 1
The control device for improving the vehicle sliding downshift impact comprises a TCU, a first collector and a second collector, wherein the first collector is used for collecting the real-time rotating speed of an engine and sending the real-time rotating speed to the TCU, the second collector is used for collecting the real-time rotating speed of a turbine and sending the real-time rotating speed to the TCU, the TCU marks the real-time rotating speed of the turbine and the real-time rotating speed of the engine at the moment according to a downshift signal, and calculates the target rotating speed of the turbine after downshift is completed according to the real-time; comparing the real-time turbine rotating speed and the target turbine rotating speed with the real-time engine rotating speed respectively, if the real-time engine rotating speed is greater than the real-time turbine rotating speed and less than the target turbine rotating speed, carrying out segmented oil charging control on the clutch by the TCU, and when the real-time turbine rotating speed and the target turbine rotating speed are both less than the real-time engine rotating speed or the real-time turbine rotating speed and the target turbine rotating speed are both greater than the real-time engine rotating speed, not carrying out segmented oil charging control on the clutch; the TCU stores a preset difference value between the real-time turbine rotating speed and the real-time engine rotating speed, in the embodiment, the preset difference value is 100rpm, when the real-time turbine rotating speed rises to the preset difference value and is smaller than the real-time engine rotating speed, the first-stage oil filling is finished, then the second-stage oil filling is started, when the turbine rotating speed after the first-stage oil filling is finished rises to the target turbine rotating speed, the second-stage oil filling is finished, and the oil filling rate of the second-stage oil filling is smaller than that of the first-stage oil filling, in the embodiment, the ratio of the oil filling rate of the first-stage oil filling to that of the second-stage oil filling is 1.2.
As shown in fig. 3 and 4, the X axis of the plane rectangular coordinate system represents time t, the Y axis represents rotating speed N, Enginespeed represents engine rotating speed, Tubinspeed represents turbine rotating speed, L/ml represents clutch oil filling amount, turbine rotating speed corresponding to time t1 is real-time turbine rotating speed before downshift, turbine rotating speed corresponding to time t4 is target turbine rotating speed after downshift, a curve in time t1-t4 is a turbine rotating speed variation trend of the vehicle during the coasting downshift, the real-time turbine rotating speed is increased to the target turbine rotating speed in time t1-t4 to complete the downshift, and at time t3 during the upshift, the turbine rotating speed is synchronous with the engine rotating speed, therefore, the turbine rotating speed is from low to high and crosses the engine rotating speed during the downshift.
In order to reduce the shift impact, in the downshift process, the TCU controls the oil charge of the clutch in two stages, as shown in FIG. 4, L1 is the oil charge control of the first stage of the clutch in the time period of t1-t2, L2 is the oil charge control of the second stage of the clutch in the time period of t2-t4, the difference value between the turbine rotating speed and the real-time engine rotating speed corresponding to the time point of t2 is 100rpm, the time point of t2 is the starting time point of the second stage oil charge control of the TCU on the clutch, the turbine rotating speed and the engine rotating speed are synchronous in the second stage oil charge process of the TCU on the clutch at the time point of t3, it can be directly seen from FIG. 4 that the oil charge slope of the first stage oil charge clutch L1 is large, the oil charge slope of the second stage oil charge of the clutch L2 is small, the turbine rotating speed crosses the engine rotating speed in the second stage oil charge process of the clutch 2, and the oil charge L2 is small in the second stage oil charge clutch so that the turbine rotating speed crosses the And the gear shifting impact of the internal gear of the automatic transmission is greatly improved.
Example 2
The control method for improving the sliding downshift impact of the vehicle comprises the following steps of:
step 1: the real-time rotating speed of the engine is collected through the first collector and sent to the TCU, and the real-time rotating speed of the turbine is collected through the second collector and sent to the TCU;
step 2: the TCU marks the real-time turbine rotating speed and the real-time engine rotating speed at the moment according to the downshift signal, and calculates the target turbine rotating speed after downshift is completed according to the real-time turbine rotating speed;
and step 3: the TCU compares the real-time turbine rotating speed and the target turbine rotating speed with the real-time engine rotating speed respectively, and controls the clutch to fill oil in sections if the real-time engine rotating speed is greater than the real-time turbine rotating speed and less than the target turbine rotating speed; when the real-time turbine rotating speed and the target turbine rotating speed are both smaller than the real-time engine rotating speed, the clutch is not subjected to segmented oil charging control; when the real-time turbine rotating speed and the target turbine rotating speed are both greater than the real-time engine rotating speed, the segmented oil charging control is not carried out on the clutch
And 4, step 4: the TCU stores a preset difference value between the real-time turbine rotating speed and the real-time engine rotating speed, when the real-time turbine rotating speed rises to the preset difference value and is smaller than the real-time engine rotating speed, the first-stage oil filling is finished, then the second-stage oil filling is started, when the turbine rotating speed after the first-stage oil filling is finished rises to the target turbine rotating speed, the second-stage oil filling is finished, and the oil filling rate of the second-stage oil filling is smaller than that of the first-stage oil filling.
After the target gear of the automatic transmission is changed, the TCU compares the magnitude relation among the real-time turbine rotating speed, the real-time engine rotating speed and the target turbine rotating speed to judge whether gear shifting impact occurs or not, and after the gear shifting impact is confirmed to occur, the TCU performs two-stage oil charging control on the clutch; therefore, the turbine rotating speed is close to the real-time engine rotating speed at a higher speed by the oil filling in the first stage, the turbine rotating speed is gradually synchronous with the real-time engine rotating speed at a slower speed by the oil filling in the second stage, the gear reduction is not completed until the target turbine rotating speed is reached, the change of the turbine rotating speed is relatively slow in the oil filling process in the second stage, the process that the turbine rotating speed passes through the real-time engine rotating speed is relatively smooth and soft, the gear shifting impact of a gear in the automatic transmission is greatly improved, the gear reduction time is considered while the gear shifting impact is improved by the two-stage oil filling mode formed by the higher oil filling speed in the first stage and the lower oil filling speed in the second stage, the gear reduction is completed in a relatively short time, and the gear reduction response is timely and comfortable.
In this embodiment, the preset difference in the step 4 is 100 rpm.
In this embodiment, the ratio between the oil filling rate of the first-stage oil filling and the oil filling rate of the second-stage oil filling in step 4 is 1.2.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications or additions may be made to the described embodiments or alternatives may be employed by those skilled in the art without departing from the spirit or ambit of the invention as defined in the appended claims.
Claims (10)
1. A control device for improving the impact of coasting and downshifting of a vehicle includes
TCU；
The first collector is used for collecting the real-time rotating speed of the engine and sending the real-time rotating speed to the TCU; and
the second collector is used for collecting the real-time rotating speed of the turbine and sending the real-time rotating speed to the TCU, and is characterized in that,
the TCU marks the real-time turbine rotating speed and the real-time engine rotating speed at the moment according to the downshift signal, and calculates the target turbine rotating speed after downshift is completed according to the real-time turbine rotating speed; comparing the real-time turbine rotating speed and the target turbine rotating speed with the real-time engine rotating speed respectively, and if the real-time engine rotating speed is greater than the real-time turbine rotating speed and less than the target turbine rotating speed, carrying out segmented oil charging control on clutch oil charging by the TCU;
the TCU stores a preset difference value between the real-time turbine rotating speed and the real-time engine rotating speed, when the real-time turbine rotating speed rises, the real-time engine rotating speed falls, the difference value between the real-time turbine rotating speed and the real-time engine rotating speed reaches a preset difference value, and the real-time turbine rotating speed is smaller than the real-time engine rotating speed, the first-stage oil filling is finished, the second-stage oil filling is randomly carried out, when the turbine rotating speed after the first-stage oil filling is finished rises to the target turbine rotating speed, the second-stage oil filling is finished, and the oil filling rate of the second-stage oil filling is smaller than that of the first-.
2. A control device for improving coasting downshift shock in a vehicle as in claim 1, wherein said predetermined difference is 100 rpm.
3. The control device for improving the shock of a coasting downshift of a vehicle as claimed in claim 1, wherein the ratio of the oil filling rate of said first stage oil filling to the oil filling rate of said second stage oil filling is 1.2.
4. A control arrangement for ameliorating the coast downshift shock of a vehicle according to any one of claims 1 to 3 wherein the clutch is not under step fill control when both the real turbine speed and the target turbine speed are less than the real engine speed.
5. A control arrangement for ameliorating the coast downshift shock of a vehicle according to any one of claims 1 to 3 wherein the clutch is not under step fill control when both the real turbine speed and the target turbine speed are greater than the real engine speed.
6. A control method for improving a coast downshift impact of a vehicle, comprising the steps of:
step 1: the real-time rotating speed of the engine is collected through the first collector and sent to the TCU, and the real-time rotating speed of the turbine is collected through the second collector and sent to the TCU;
step 2: the TCU marks the real-time turbine rotating speed and the real-time engine rotating speed at the moment according to the downshift signal, and calculates the target turbine rotating speed after downshift is completed according to the real-time turbine rotating speed;
and step 3: the TCU compares the real-time turbine rotating speed and the target turbine rotating speed with the real-time engine rotating speed respectively, and controls the clutch to fill oil in sections if the real-time engine rotating speed is greater than the real-time turbine rotating speed and less than the target turbine rotating speed;
and 4, step 4: the TCU stores a preset difference value between the real-time turbine rotating speed and the real-time engine rotating speed, when the real-time turbine rotating speed rises, the real-time engine rotating speed falls, the difference value between the real-time turbine rotating speed and the real-time engine rotating speed reaches a preset difference value, and the real-time turbine rotating speed is smaller than the real-time engine rotating speed, the first-stage oil filling is finished, the second-stage oil filling is randomly carried out, when the turbine rotating speed after the first-stage oil filling is finished rises to the target turbine rotating speed, the second-stage oil filling is finished, and the oil filling rate of the second-stage oil filling is smaller than that of the first-.
7. The control method for improving coasting downshift impact of a vehicle according to claim 6, wherein said predetermined difference in step 4 is 100 rpm.
8. The control method for improving the impact of the coasting downshift of the vehicle as claimed in claim 6, wherein the ratio of the oil filling rate of the first-stage oil filling to the oil filling rate of the second-stage oil filling in step 4 is 1.2.
9. The control method for improving the coasting deceleration impact of the vehicle as claimed in claim 6, 7 or 8, wherein in step 3, when the real-time turbine speed and the target turbine speed are both less than the real-time engine speed, the segmented oil filling control is not performed on the clutch.
10. The control method for improving the coasting deceleration impact of the vehicle as claimed in claim 6, 7 or 8, wherein in step 3, when the real-time turbine speed and the target turbine speed are both greater than the real-time engine speed, the segmented oil filling control is not performed on the clutch.
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| DE102017218822A1 (en) * | 2016-10-28 | 2018-05-03 | Aisin Aw Co., Ltd. | VEHICLE CONTROL DEVICE |
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| CN108533740A (en) | 2018-09-14 |
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