CN110174911A - A kind of scaling method of front axle automatic gear-box control unit - Google Patents
A kind of scaling method of front axle automatic gear-box control unit Download PDFInfo
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- CN110174911A CN110174911A CN201910292135.2A CN201910292135A CN110174911A CN 110174911 A CN110174911 A CN 110174911A CN 201910292135 A CN201910292135 A CN 201910292135A CN 110174911 A CN110174911 A CN 110174911A
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- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D13/00—Control of linear speed; Control of angular speed; Control of acceleration or deceleration, e.g. of a prime mover
- G05D13/62—Control of linear speed; Control of angular speed; Control of acceleration or deceleration, e.g. of a prime mover characterised by the use of electric means, e.g. use of a tachometric dynamo, use of a transducer converting an electric value into a displacement
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Abstract
The invention discloses a kind of scaling method of front axle automatic gear-box control unit, calibrated including the function first to speed limiter, the calibration of front axle TCU coordination function, the target torque for calculating FA-TCU according to actual needs, calibration KP point.This programme, automatic gear-box control unit is by receiving the throttle opening of automobile, gear, speed, acceleration, engine speed and oil temperature etc. are a large amount of to acquire signals in real time to reflect that the operation shape of automobile is read, be conducive to calculate the best power source of real vehicle on the basis of test, optimal comfort, the multi-modes shift schedule mathematical model such as optimal economic and shift points solver, be conducive to optimizing and calculate best shift points, so that automatic gearbox of vehicles had both had the stationarity and comfort of pure hydraulic control automatic transmission, there is the electronically controlled Best Economy of electrical control automatic manual transmission case and optimum operation again.
Description
Technical field
The present invention relates to scaling method technical field more particularly to a kind of calibration sides of front axle automatic gear-box control unit
Method.
Background technique
Due to sharply increasing for the electronic apparatus device quantity on automobile, in order to reduce the quantity and weight of connecting wire,
In this phase with having a great development, various auto electroincs are connected to become a network by connection for network, bussing technique.
It is sent and received information by data/address bus.Electronic device can also be other other than the respective control function of complete independently
Control device provides data service.Due to having used the design of networking, simplify wiring, reduce electrical node quantity and
The dosage of conducting wire keeps assembly work more simplified, while also increasing the reliability of information transmission.It can be visited by data/address bus
With any one electronic control unit, read failure west carries out fault diagnosis to it, vehicle maintenance work is made to become more simple.
Nowadays the electronic apparatus device quantity on automobile sharply increases, so that traditional method is difficult to each information
Integrated, it is difficult to calculate the multi-modes shift schedule mathematical model such as best power source, optimal comfort, optimal economic of real vehicle and
Shift points solver is unfavorable for optimizing and calculates best shift points, it is difficult to pass through each gear shift valve body of executing agency's accurate perception
Shift opportunity is controlled, reduces the dynamic property, economy and maneuverability of automobile.
Summary of the invention
The purpose of the present invention is to solve disadvantages existing in the prior art, and a kind of front axle automatic gear-box proposed
The scaling method of control unit.
To achieve the goals above, present invention employs following technical solutions:
A kind of scaling method of front axle automatic gear-box control unit, specifically includes the following steps:
S1, first the function of speed limiter is calibrated；
The calibration of S2, front axle TCU coordination function；
S3, the target torque for calculating FA-TCU according to actual needs；
Method A:fatc_flg_useTqDemUnlimForTgtRaw=FALSE: it is calculated after the distribution of TQS torque front/rear
Axis target torque；
Method B:fatc_flg_useTqDemUnlimForTgtRaw=TRUE: according to current mixed mode, according to nothing
The wheel torque request of limitation calculates front/rear axis target torque；
S4, calibration KP point: clutch overcome the vehicle moment of resistance, vehicle by it is static to move moment be to clutch control
A key point, corresponding clutch position is referred to as clutch half hitch chalaza kisspoint, abbreviation KP.
Preferably, in S1, the calibration of speed restrictor function needs to calibrate following functions:
FAT (front axle TCU): it coordinates HCU core strategy and FA-TCU by sending and receiving all coherent signals of CAN
Between interface.
TQS (torque separation): it defines " original " target torque of FA-TCU, it may include VSL (speed limitation)
Torque intervention.
RAT (rear axle TCU): it coordinates HCU core strategy and RA-TCU by sending and receiving all coherent signals of CAN
Between interface.
Preferably, front axle TCU coordination function needs to count by calibration scalar quantity fatv_gearRat_Y_fact in S2
The transmission ratio of the target gear received；
During gear shift, the variation of actual gear ratio must by scalar quantity fatc_fact_gearRatIncGrad and
The limitation of gradient defined in fatc_fact_gearRatDecGrad, this should be calibrated by considering average shift time；
During the torque that front axle TCU is required is intervened, HCU should utilize received torque limit and be regarded as net clutch
Torque (fatc_flg_useEngIndTrq=FALSE)；Torque limit message from TCU can be interpreted on crankshaft
Maximum peak torque can compensate (fatc_flg_useTrqLimForTrqRed=FALSE) or conduct by rear axle motor
Noncompensable torque intervention (fatc_flg_useTrqLimForTrqRed=TRUE)；
During VSL intervenes, front axle target torque original (tqsd_tq_crsFADTgtRaw_Nm) can reflect VSL torsion
Square distribution
(if tqsc_flg_enableVSLTrqSplitRaw=TRUE)；It must be by considering that FA-TCU requires come school
The quasi- parameter.
Preferably, in S3, method B selection is preferably as by formulating more consistent shift strategy, torque demand
The limitation not limited by current torque；
If a failure occurs, the front axle of FA-TCU and rear axle target torque will all be switched to 0Nm, torque gradient by
fatc_tq_crsZeroTgtIncGrad_Nmps
It is defined with fatc_tq_crsZeroTgtDecGrad_Nmps (front axle target torque)；For security reasons, these
Parameter should calibrate as quickly as possible, but not influence intact stability when driving；
If fatc_flg_convertMot2CrSTrq=TRUE, rear axle target torque can be used as crankshaft torque
FA-TCU is passed to, traction electric machine axis torque is otherwise used as.
Preferably, in S4, according to clutch cohesive process, in terms of the mechanical characteristics and manufacturing process in conjunction with clutch
Factor, the cohesive process of clutch are generally divided into four-stage, and hollow travel stage (0~t1), empty sliding stage (t1~t2), cunning are rubbed
Stage (t2~t3) and synchronous operation stage (t3~t4).
Preferably, during the clutch of the wet type double clutch automatic speed changing case controlled electric-liquid controls, when
When the electronic control unit TCU of DCT needs to combine some clutch according to the operation judges of driver, in order to faster
Speed responsive drive demand, it is usually quickly oil-filled firstly the need of being carried out into clutch oil pocket, it is pre-oiling (T1~T2), oil-filled
(T2~T3), reach KP (T3) to eliminate clutch idle stroke；When clutch reaches the position KP, and is able to maintain stable, then
According to driving cycles, the subsequent control of clutch is carried out.
Preferably, be actually using the principle demarcated when, be easy by speed probe precision with postpone, start
The influence of the factors such as machine idling speed stability and gearbox towing torque, calibration KP and true KP have differences.
Preferably, it is defined according to KP, when the transmitting torque of clutch is greater than the vehicle moment of resistance, speed is realized from zero breakthrough
Point is clutch KP, is found by actual test, when clutch position reaches KP, even if engine speed or input shaft turn
There is obvious fluctuation in speed, position, but since clutch starts to transmit torque, load increases, to maintain to stablize idling speed, engine
Obviously fluctuating necessarily occurs in output torque；Therefore using engine output torque as the foundation for judging clutch KP, specific side
Method is as follows: stationary vehicle, and gear is 1 grade or R grades (respectively corresponding clutch 1 and clutch 2), fully opens out from clutch
Begin slowly to combine clutch with certain speed and step, eliminate clutch idle stroke, record engine output torque occurs bright
The point of aobvious mutation, the point position C are the KP of corresponding clutch.
Preferably, mainly include four most of for the calibration of clutch KP, be the clutch based on TOT Transmission Oil Temperature respectively
The calibration of device KP basic value, based on gear box oil mildly the KP offset calibration of different driving modes, based on different accelerator open degrees and
KP offset is demarcated when the KP offset calibration of driving mode and Brake stop；Basic value is removed in vehicle actual moving process
Outside, other offsets carry out logic judgment according to different input conditions by control system, select corresponding compensation.
A kind of scaling method of front axle automatic gear-box control unit provided by the invention, compared with prior art:
1, automatic gear-box control unit is by receiving throttle opening, gear, speed, acceleration, the engine of automobile
Revolving speed and oil temperature etc. are a large amount of to acquire signals in real time to reflect that the operation shape of automobile is read, and is conducive to calculate reality on the basis of test
The multi-modes shift schedule mathematical model such as best power source, optimal comfort, optimal economic of vehicle and shift points solver, are conducive to
Optimizing calculates best shift points, and passes through executing agency --- and each gear shift valve body controls shift opportunity, so that automobile be made to obtain
Obtain good dynamic property, economy and maneuverability；
2, preceding bridge TCU (automatic gear-box control unit) coordination function passes through needed for FAT (front axle TCU) module connection component
Interface realize.Purpose be to ensure that HCU (hybrid power whole vehicle controller) receive, calculate and send all coherent signals, with
Specified vehicle functions are realized in the cooperation of front axle TCU node；
3, by this programme, KP point can be accurately demarcated, is further conducive to calculate the best power source of real vehicle, best
Comfortably, the multi-modes shift schedule mathematical model such as optimal economic and shift points solver, so that automatic gearbox of vehicles both has
There are the stationarity and comfort of pure hydraulic control automatic transmission, and has electrical control automatic manual transmission case electronically controlled most
Good economy and optimum operation.
Detailed description of the invention:
Fig. 1 is the flow chart of scaling method of the invention；
Fig. 2 is the schematic diagram of clutch cohesive process；
Fig. 3 is the schematic diagram of clutch Oil feeding process；
Fig. 4 is the schematic diagram of KP calibration principle.
Specific embodiment
In order to make the objectives, technical solutions, and advantages of the present invention clearer, it below in conjunction with specific embodiment and says
Bright book attached drawing 1-4, the present invention will be described in further detail.It should be appreciated that specific embodiment described herein is only used
To explain the present invention, it is not intended to limit the present invention.
Embodiment 1
A kind of scaling method of front axle automatic gear-box control unit, specifically includes the following steps:
S1, first the function of speed limiter is calibrated；
The calibration of S2, front axle TCU coordination function；
S3, the target torque for calculating FA-TCU according to actual needs；
Method A:fatc_flg_useTqDemUnlimForTgtRaw=FALSE: it is calculated after the distribution of TQS torque front/rear
Axis target torque；
Method B:fatc_flg_useTqDemUnlimForTgtRaw=TRUE: according to current mixed mode, according to nothing
The wheel torque request of limitation calculates front/rear axis target torque；
S4, calibration KP point: clutch overcome the vehicle moment of resistance, vehicle by it is static to move moment be to clutch control
A key point, corresponding clutch position is referred to as clutch half hitch chalaza kisspoint, abbreviation KP.
Further, in S1, the calibration of speed restrictor function needs to calibrate following functions:
FAT (front axle TCU): it coordinates HCU core strategy and FA-TCU by sending and receiving all coherent signals of CAN
Between interface.
TQS (torque separation): it defines " original " target torque of FA-TCU, it may include VSL (speed limitation)
Torque intervention.
RAT (rear axle TCU): it coordinates HCU core strategy and RA-TCU by sending and receiving all coherent signals of CAN
Between interface.
Further, in S2 front axle TCU coordination function need by calibration scalar quantity fatv_gearRat_Y_fact come
Calculate the transmission ratio of the target gear received；
During gear shift, the variation of actual gear ratio must by scalar quantity fatc_fact_gearRatIncGrad and
The limitation of gradient defined in fatc_fact_gearRatDecGrad, this should be calibrated by considering average shift time；
During the torque that front axle TCU is required is intervened, HCU should utilize received torque limit and be regarded as net clutch
Torque (fatc_flg_useEngIndTrq=FALSE)；Torque limit message from TCU can be interpreted on crankshaft
Maximum peak torque can compensate (fatc_flg_useTrqLimForTrqRed=FALSE) or conduct by rear axle motor
Noncompensable torque intervention (fatc_flg_useTrqLimForTrqRed=TRUE)；
During VSL intervenes, front axle target torque original (tqsd_tq_crsFADTgtRaw_Nm) can reflect VSL torsion
Square distribution
(if tqsc_flg_enableVSLTrqSplitRaw=TRUE)；It must be by considering that FA-TCU requires come school
The quasi- parameter.
Further, in S3, method B selection is preferably as by formulating more consistent shift strategy, torque is needed
Ask the limitation not limited by current torque；
If a failure occurs, the front axle of FA-TCU and rear axle target torque will all be switched to 0Nm, torque gradient by
fatc_tq_crsZeroTgtIncGrad_Nmps
It is defined with fatc_tq_crsZeroTgtDecGrad_Nmps (front axle target torque)；For security reasons, these
Parameter should calibrate as quickly as possible, but not influence intact stability when driving；
If fatc_flg_convertMot2CrSTrq=TRUE, rear axle target torque can be used as crankshaft torque
FA-TCU is passed to, traction electric machine axis torque is otherwise used as.
Further, in S4, according to clutch cohesive process, in terms of the mechanical characteristics and manufacturing process in conjunction with clutch
Factor, the cohesive process of clutch is generally divided into four-stage, hollow travel stage (0~t1), empty sliding stage (t1~t2), sliding
It rubs the stage (t2~t3) and runs simultaneously stage (t3~t4).
Further, during the clutch of the wet type double clutch automatic speed changing case controlled electric-liquid controls,
When the electronic control unit TCU of DCT needs to combine some clutch according to the operation judges of driver, in order to faster
Speed responsive drive demand, it is usually quickly oil-filled firstly the need of being carried out into clutch oil pocket, it is pre-oiling (T1~T2), oil-filled
(T2~T3), reach KP (T3) to eliminate clutch idle stroke；When clutch reaches the position KP, and is able to maintain stable, then
According to driving cycles, the subsequent control of clutch is carried out.
Further, it when being actually to be demarcated using the principle, is easy by speed probe precision and delay, hair
The influence of the factors such as motivation idling speed stability and gearbox towing torque, calibration KP and true KP have differences.
Further, it is defined according to KP, when the transmitting torque of clutch is greater than the vehicle moment of resistance, speed is realized to be broken through from zero
Point be clutch KP, found by actual test, when clutch position reaches KP, even if engine speed or input shaft
There is obvious fluctuation in revolving speed, position, but since clutch starts to transmit torque, load increases, and to maintain to stablize idling speed, starts
Obviously fluctuating necessarily occurs in machine output torque；Therefore using engine output torque as the foundation for judging clutch KP, specifically
Method is as follows: stationary vehicle, and gear is 1 grade or R grades (respectively corresponding clutch 1 and clutch 2), fully opens from clutch
Start slowly to combine clutch with certain speed and step, eliminates clutch idle stroke, record engine output torque
The point being obviously mutated, the point position C are the KP of corresponding clutch.
Further, mainly include four most of for the calibration of clutch KP, be respectively based on TOT Transmission Oil Temperature from
The calibration of clutch KP basic value, based on gear box oil mildly the KP offset calibration of different driving modes, be based on different accelerator open degrees
KP offset calibration with driving mode is demarcated with KP offset when Brake stop；Basic value is removed in vehicle actual moving process
Outside, other offsets carry out logic judgment according to different input conditions by control system, select corresponding compensation.
In summary: this programme, automatic gear-box control unit by receive the throttle opening of automobile, gear, speed,
Acceleration, engine speed and oil temperature etc. are a large amount of to acquire signals to reflect that the operation shape of automobile is read, on the basis of test in real time
Be conducive to calculate the multi-modes shift schedule mathematical model such as best power source, optimal comfort, optimal economic of real vehicle and shift points
Solver is conducive to optimizing and calculates best shift points, and passes through executing agency --- and each gear shift valve body is come when controlling shift
Machine, so that automobile be made to obtain good dynamic property, economy and maneuverability.
Preceding bridge TCU (automatic gear-box control unit) coordination function passes through needed for FAT (front axle TCU) module connection component
Interface is realized.Purpose be to ensure that HCU (hybrid power whole vehicle controller) receive, calculate and send all coherent signals, with it is preceding
Specified vehicle functions are realized in the cooperation of axis TCU node；
By this programme, KP point can be accurately demarcated, is further conducive to calculate the best power source of real vehicle, most preferably relax
Multi-modes shift schedule mathematical model and the shift points solvers such as suitable, optimal economic, so that automatic gearbox of vehicles both has
The stationarity and comfort of pure hydraulic control automatic transmission, and have electrical control automatic manual transmission case electronically controlled best
Economy and optimum operation.
The foregoing is only a preferred embodiment of the present invention, but scope of protection of the present invention is not limited thereto,
Anyone skilled in the art in the technical scope disclosed by the present invention, according to the technique and scheme of the present invention and its
Inventive concept is subject to equivalent substitution or change, should be covered by the protection scope of the present invention.
Claims (9)
1. a kind of scaling method of front axle automatic gear-box control unit, which is characterized in that specifically includes the following steps:
S1, first the function of speed limiter is calibrated；
The calibration of S2, front axle TCU coordination function；
S3, the target torque for calculating FA-TCU according to actual needs；
Method A:fatc_flg_useTqDemUnlimForTgtRaw=FALSE: front/rear axis mesh is calculated after the distribution of TQS torque
Mark torque；
Method B:fatc_flg_useTqDemUnlimForTgtRaw=TRUE: according to current mixed mode, according to no limitation
Wheel torque request calculate front/rear axis target torque；
S4, calibration KP point: clutch overcome the vehicle moment of resistance, vehicle by it is static to move moment be to clutch control one
A key point, corresponding clutch position are referred to as clutch half hitch chalaza kisspoint, abbreviation KP.
2. a kind of scaling method of front axle automatic gear-box control unit according to claim 1, it is characterised in that: in S1
In, the calibration of speed restrictor function needs to calibrate following functions:
FAT (front axle TCU): it is coordinated between HCU core strategy and FA-TCU by sending and receiving all coherent signals of CAN
Interface.
TQS (torque separation): it defines " original " target torque of FA-TCU, it may include VSL (speed limitation) torque
Intervene.
RAT (rear axle TCU): it is coordinated between HCU core strategy and RA-TCU by sending and receiving all coherent signals of CAN
Interface.
3. a kind of scaling method of front axle automatic gear-box control unit according to claim 1, it is characterised in that: in S2
Front axle TCU coordination function needs to calculate the target gear received by calibration scalar quantity fatv_gearRat_Y_fact
Transmission ratio；
During gear shift, actual gear ratio variation must be by scalar quantity fatc_fact_gearRatIncGrad and fatc_
The limitation of gradient defined in fact_gearRatDecGrad, this should be calibrated by considering average shift time；
During the torque that front axle TCU is required is intervened, HCU should utilize received torque limit and be regarded as net clutch moment of torque
(fatc_flg_useEngIndTrq=FALSE)；Torque limit message from TCU can be interpreted the maximum on crankshaft
Peak torque can be compensated (fatc_flg_useTrqLimForTrqRed=FALSE) or as cannot by rear axle motor
The torque intervention (fatc_flg_useTrqLimForTrqRed=TRUE) of compensation；
During VSL intervenes, front axle target torque original (tqsd_tq_crsFADTgtRaw_Nm) can reflect VSL torque point
Match
(if tqsc_flg_enableVSLTrqSplitRaw=TRUE)；This must be calibrated by considering FA-TCU requirement
Parameter.
4. a kind of scaling method of front axle automatic gear-box control unit according to claim 1, it is characterised in that: in S3
In, method B selection is the shift strategy preferably as more consistent by formulation, what torque demand was not limited by current torque
Limitation；
If a failure occurs, the front axle of FA-TCU and rear axle target torque will all be switched to 0Nm, and torque gradient is by fatc_tq_
CrsZeroTgtIncGrad_Nmps and fatc_tq_crsZeroTgtDecGrad_Nmps (front axle target torque) definition；For
Security reason, these parameters should calibrate as quickly as possible, but not influence intact stability when driving；
If fatc_flg_convertMot2CrSTrq=TRUE, rear axle target torque can be used as crankshaft torque transmitting
To FA-TCU, it is otherwise used as traction electric machine axis torque.
5. a kind of scaling method of front axle automatic gear-box control unit according to claim 1, it is characterised in that: in S4
In, according to clutch cohesive process, in conjunction with clutch mechanical characteristics and manufacturing process in terms of factor, the combination of clutch
Journey is generally divided into four-stage, hollow travel stage (0~t1), empty sliding stage (t1~t2), it is sliding rub the stage (t2~t3) with it is synchronous
Operation phase (t3~t4).
6. a kind of scaling method of front axle automatic gear-box control unit according to claim 5, it is characterised in that: right
During the clutch of the wet type double clutch automatic speed changing case of electric-liquid control is controlled, when the electronic control unit of DCT
When TCU needs to combine some clutch according to the operation judges of driver, in order to respond drive demand at faster speed,
Usually quickly oil-filled firstly the need of carrying out into clutch oil pocket, pre-oiling (T1~T2), reaches KP (T3) at oil-filled (T2~T3)
To eliminate clutch idle stroke；When clutch reaches the position KP, and is able to maintain stable, further according to driving cycles, carry out from
The subsequent control of clutch.
7. a kind of scaling method of front axle automatic gear-box control unit according to claim 6, it is characterised in that: be real
When being demarcated on border using the principle, be easy by speed probe precision and delay, engine idle rotational stability and
Gearbox pulls the influence of the factors such as torque, and calibration KP and true KP has differences.
8. a kind of scaling method of front axle automatic gear-box control unit according to claim 7, it is characterised in that: according to KP
Definition, when the transmitting torque of clutch is greater than the vehicle moment of resistance, speed realizes that the point broken through from zero is clutch KP, passes through reality
Test discovery, when clutch position reaches KP, even if engine speed or input shaft rotating speed, there is obvious fluctuation in position, but
Since clutch starts to transmit torque, load increases, and to maintain to stablize idling speed, engine output torque necessarily occurs obviously
Fluctuation；Therefore using engine output torque as the foundation for judging clutch KP, the specific method is as follows: stationary vehicle, gear
For 1 grade or R grades (respectively corresponding clutch 1 and clutch 2), since fully opening clutch with certain speed and step
Clutch is slowly combined, clutch idle stroke is eliminated, the point being obviously mutated occurs for record engine output torque, and C point position is
For the KP of corresponding clutch.
9. a kind of scaling method of front axle automatic gear-box control unit according to claim 8, it is characterised in that: for from
The calibration of clutch KP mainly includes four most of, is that the clutch KP basic value based on TOT Transmission Oil Temperature is demarcated, based on change respectively
The calibration of the KP offset of fast case oil temperature and different driving modes is demarcated based on the KP offset of different accelerator open degrees and driving mode
It is demarcated with KP offset when Brake stop；In vehicle actual moving process in addition to basic value, other offsets are by control system
Logic judgment is carried out according to different input conditions, selects corresponding compensation.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112594382A (en) * | 2020-12-18 | 2021-04-02 | 陕西法士特齿轮有限责任公司 | Offline calibration method and system for gearbox bridge |
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