CN110864107A - Vehicle control method, device and computer-readable storage medium - Google Patents
Vehicle control method, device and computer-readable storage medium Download PDFInfo
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- CN110864107A CN110864107A CN201911219563.9A CN201911219563A CN110864107A CN 110864107 A CN110864107 A CN 110864107A CN 201911219563 A CN201911219563 A CN 201911219563A CN 110864107 A CN110864107 A CN 110864107A
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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
- F16H61/04—Smoothing ratio shift
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The invention discloses a control method of a vehicle, which is characterized in that in the rotating speed synchronization stage of the vehicle, the throttle state is detected; when the accelerator is in a starting state, acquiring the rotating speed of an engine, the rotating speed of a first shaft of a first clutch in a double-clutch transmission and the rotating speed of a second shaft of a second clutch in the double-clutch transmission; when the engine rotating speed is less than the first shaft rotating speed and the engine rotating speed is greater than the second shaft rotating speed, acquiring a first speed corresponding to the engine; decreasing the torque of the first clutch to a preset value and increasing the torque of the engine according to the first rate. The invention also discloses a control device of the vehicle and a computer readable storage medium, the torque of the first clutch is reduced to a preset value by increasing the torque of the engine when the user steps on the accelerator, and the impact from reverse dragging to forward dragging when the rotating speed of the engine is increased and exceeds the rotating speed of the clutch is reduced, so that the vehicle runs more stably.
Description
Technical Field
The invention relates to the technical field of double-clutch transmissions, in particular to a control method and device of a vehicle and a computer readable storage medium.
Background
Many vehicles employ Dual Clutch Transmissions (DCT) to effect gear shifting. The double-clutch transmission comprises two clutches which work independently, when gears are switched, the transmission adjusts the oil pressure of the clutches through an electronic hydraulic control system to control one of the clutches to be combined, and simultaneously controls the other clutch to be disengaged, so that the power is not interrupted in the gear shifting process.
The shifting process mainly comprises two stages: alternating torque and synchronous rotation speed. In the speed synchronization phase, the engine speed is between the speeds of the two clutches, so it is necessary to synchronize the engine speed with the speed of the newly engaged clutch. At this time, if the user steps on the accelerator, the rotation speed of the engine rises and gradually exceeds the rotation speed of the clutch, the acting force of the engine on the clutch is changed from reverse dragging to forward dragging, impact is caused on the vehicle, and the vehicle is unstable in running.
The above is only for the purpose of assisting understanding of the technical aspects of the present invention, and does not represent an admission that the above is prior art.
Disclosure of Invention
The invention mainly aims to provide a control method, a control device and a computer readable storage medium of a vehicle, aiming at reducing the impact from reverse dragging to forward dragging by increasing the torque of an engine when a user steps on an accelerator, reducing the torque of a first clutch to a preset value.
To achieve the above object, the present invention provides a control method of a vehicle, including the steps of:
in the rotating speed synchronization stage of the vehicle, detecting the accelerator state;
when the accelerator is in a starting state, acquiring the rotating speed of an engine, the rotating speed of a first shaft of a first clutch in a double-clutch transmission and the rotating speed of a second shaft of a second clutch in the double-clutch transmission;
when the engine rotating speed is less than the first shaft rotating speed and the engine rotating speed is greater than the second shaft rotating speed, acquiring a first speed corresponding to the engine;
decreasing the torque of the first clutch to a preset value and increasing the torque of the engine according to the first rate.
Optionally, the step of obtaining a corresponding first rate of the engine comprises:
obtaining a difference value between the engine speed and the first shaft speed;
and acquiring a corresponding first speed according to the difference value of the engine rotating speed and the first shaft rotating speed.
Optionally, after the step of obtaining the engine speed, the first shaft speed of the first clutch in the dual clutch transmission, and the second shaft speed of the second clutch in the dual clutch transmission when the throttle is in the start state, the method further includes:
when the engine rotating speed is greater than the first shaft rotating speed and the second shaft rotating speed, acquiring a second speed corresponding to the first clutch and a third speed corresponding to the engine, wherein the third speed is smaller than the second speed;
increasing torque of the first clutch according to the second rate, and increasing torque of the engine according to the third rate.
Optionally, the step of obtaining a second rate corresponding to the first clutch and a third rate corresponding to the engine comprises:
acquiring the rotational inertia corresponding to the first shaft of the first clutch;
acquiring a second speed corresponding to the first clutch according to the rotational inertia and the first shaft rotating speed;
and acquiring a third speed corresponding to the engine according to the second speed.
Optionally, the steps of increasing the torque of the first clutch according to the second rate and increasing the torque of the engine according to the third rate are followed by:
when the engine rotating speed is equal to the first shaft rotating speed and the engine rotating speed is greater than the second shaft rotating speed, acquiring a target rotating speed corresponding to the engine;
acquiring a corresponding fourth speed according to the difference value of the engine rotating speed and the target rotating speed;
controlling the torque of the engine to increase according to the fourth rate until the torque of the engine reaches a preset engine torque.
Optionally, the step of obtaining the target rotation speed corresponding to the engine includes:
acquiring the current accelerator opening;
and determining the target rotating speed according to the current accelerator opening.
Optionally, the control method of the vehicle further includes:
detecting the throttle state in real time when an increase in torque of the engine is detected;
stopping increasing torque of the engine upon detecting that the throttle is in a closed state.
Optionally, before the step of detecting the throttle status when the vehicle coasting shift is detected, the method further includes:
detecting the engine speed and the throttle state;
and when the rotating speed of the engine is not in the rotating speed range corresponding to the current gear and the accelerator is in a closed state, controlling the double-clutch transmission to switch gears and controlling the vehicle to slide.
Further, in order to achieve the above object, the present invention provides a control device for a vehicle, comprising: a memory, a processor and a control program of a vehicle stored on the memory and executable on the processor, the control program of the vehicle when executed by the processor implementing the steps of the control method of the vehicle as set forth in any one of the above.
Further, to achieve the above object, the present invention also provides a computer-readable storage medium having stored thereon a control program of a vehicle, which when executed by a processor, realizes the steps of the control method of the vehicle as set forth in any one of the above.
According to the control method, the control device and the computer readable storage medium of the vehicle provided by the embodiment of the invention, in the rotating speed synchronization stage of the vehicle, the accelerator state is detected, when the accelerator is in the starting state, the rotating speed of an engine, the rotating speed of a first shaft of a first clutch in a double-clutch transmission and the rotating speed of a second shaft of a second clutch in the double-clutch transmission are obtained, when the rotating speed of the engine is smaller than the rotating speed of the first shaft and the rotating speed of the engine is larger than the rotating speed of the second shaft, a first speed corresponding to the engine is obtained, the torque of the first clutch is reduced to a preset value, and the torque of the engine is increased according to the first speed. According to the invention, when a user steps on the accelerator, the torque of the engine is increased, the torque of the first clutch is reduced to the preset value, and the impact from reverse dragging to forward dragging when the rotating speed of the engine is increased and exceeds the rotating speed of the clutch is reduced, so that the vehicle can run more stably.
Drawings
Fig. 1 is a schematic terminal structure diagram of a hardware operating environment according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart diagram of a first embodiment of a control method of the vehicle of the invention;
FIG. 3 is a schematic flowchart of a second embodiment of a control method of the vehicle of the invention;
FIG. 4 is a schematic flowchart of a control method of a vehicle according to a third embodiment of the invention;
FIG. 5 is a schematic flowchart of a fourth embodiment of a control method of the vehicle of the invention;
fig. 6 is a schematic diagram of changes of parameters of an automobile according to a control method of the vehicle of the present invention.
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
The embodiment of the invention provides a solution, the torque of the engine is increased when a user steps on an accelerator, the torque of the first clutch is reduced to a preset value, and the impact from reverse dragging to forward dragging when the rotating speed of the engine is increased and exceeds the rotating speed of the clutch is reduced, so that the vehicle runs more stably.
As shown in fig. 1, fig. 1 is a schematic terminal structure diagram of a hardware operating environment according to an embodiment of the present invention.
The terminal in the embodiment of the present invention may be a Control device, such as a vehicle main Control device, a Transmission Control Unit (TCU), or the like.
As shown in fig. 1, the terminal may include: a processor 1001, such as a CPU, a communication bus 1002, a user interface 1003, and a memory 1004. Wherein a communication bus 1002 is used to enable connective communication between these components. The user interface 1003 may include a Display screen (Display), an input unit such as an accelerator pedal, a shift lever, and the like. The memory 1004 may be a high-speed RAM memory or a non-volatile memory (e.g., a disk memory). The memory 1005 may alternatively be a storage device separate from the processor 1001.
Those skilled in the art will appreciate that the terminal structure shown in fig. 1 is not intended to be limiting and may include more or fewer components than those shown, or some components may be combined, or a different arrangement of components.
As shown in fig. 1, a memory 1004, which is a kind of computer-readable storage medium, may include therein a user interface module and a control program of the vehicle.
In the terminal shown in fig. 1, the user interface 1003 is mainly used for connecting a client (user side) and performing data communication with the client; and the processor 1001 may be configured to call the control program of the vehicle stored in the memory 1004 and perform the following operations:
in the rotating speed synchronization stage of the vehicle, detecting the accelerator state;
when the accelerator is in a starting state, acquiring the rotating speed of an engine, the rotating speed of a first shaft of a first clutch in a double-clutch transmission and the rotating speed of a second shaft of a second clutch in the double-clutch transmission;
when the engine rotating speed is less than the first shaft rotating speed and the engine rotating speed is greater than the second shaft rotating speed, acquiring a first speed corresponding to the engine;
decreasing the torque of the first clutch to a preset value and increasing the torque of the engine according to the first rate.
Further, the processor 1001 may call the control program of the vehicle stored in the memory 1004, and also perform the following operations:
obtaining a difference value between the engine speed and the first shaft speed;
and acquiring a corresponding first speed according to the difference value of the engine rotating speed and the first shaft rotating speed. Further, the processor 1001 may call the control program of the vehicle stored in the memory 1004, and also perform the following operations:
when the engine rotating speed is greater than the first shaft rotating speed and the second shaft rotating speed, acquiring a second speed corresponding to the first clutch and a third speed corresponding to the engine, wherein the third speed is smaller than the second speed;
increasing torque of the first clutch according to the second rate, and increasing torque of the engine according to the third rate.
Further, the processor 1001 may call the control program of the vehicle stored in the memory 1004, and also perform the following operations:
acquiring the rotational inertia corresponding to the first shaft of the first clutch;
acquiring a second speed corresponding to the first clutch according to the rotational inertia and the first shaft rotating speed;
and acquiring a third speed corresponding to the engine according to the second speed.
Further, the processor 1001 may call the control program of the vehicle stored in the memory 1004, and also perform the following operations:
when the engine rotating speed is equal to the first shaft rotating speed and the engine rotating speed is greater than the second shaft rotating speed, acquiring a target rotating speed corresponding to the engine;
acquiring a corresponding fourth speed according to the difference value of the engine rotating speed and the target rotating speed;
controlling the torque of the engine to increase according to the fourth rate until the torque of the engine reaches a preset engine torque.
Further, the processor 1001 may call the control program of the vehicle stored in the memory 1004, and also perform the following operations:
acquiring the current accelerator opening;
and determining the target rotating speed according to the current accelerator opening.
Further, the processor 1001 may call the control program of the vehicle stored in the memory 1004, and also perform the following operations:
detecting the throttle state in real time when an increase in torque of the engine is detected;
stopping increasing torque of the engine upon detecting that the throttle is in a closed state.
Further, the processor 1001 may call the control program of the vehicle stored in the memory 1004, and also perform the following operations:
detecting the engine speed and the throttle state;
and when the rotating speed of the engine is not in the rotating speed range corresponding to the current gear and the accelerator is in a closed state, controlling the double-clutch transmission to switch gears and controlling the vehicle to slide.
Referring to fig. 2, in an embodiment, the control method of the vehicle includes the steps of:
step S10, detecting the accelerator state in the rotation speed synchronization stage of the vehicle;
step S20, when the accelerator is in a starting state, acquiring the rotation speed of an engine, the rotation speed of a first shaft of a first clutch in the double-clutch transmission and the rotation speed of a second shaft of a second clutch in the double-clutch transmission;
in the present embodiment, the shifting process mainly comprises two phases: alternating torque and synchronous rotation speed. Torque alternation: the torque of the current working clutch is transmitted to the target clutch excessively, and the alternation of the power on the two clutches is realized. And (3) rotating speed synchronization: synchronizing the engine speed and the target shaft speed is one of the necessary conditions for ending the shift process and entering the slip control. If a user steps on the accelerator in the rotation speed synchronization stage, the torque of the engine is generally limited within a certain range, the rotation speed of the engine is prevented from flying, and the rotation speed of a newly engaged clutch is synchronized with the rotation speed of the engine. However, the limitation of the engine torque can cause the problems of engine power reduction, automobile transmission ratio reduction, engine reverse-dragging impact and the like, so that the vehicle is slowly accelerated and does not run stably.
The main idea of the scheme is that when the rotating speed synchronization stage is started, if a user steps on an accelerator, the torque of the engine is increased so as to increase the rotating speed of the engine. Due to the increase of the rotating speed of the engine, the rotating speed of the engine can be increased from being between the current shaft rotating speed and the target shaft rotating speed to exceeding the target shaft rotating speed, the rotating speed of the engine is changed from being smaller than the target shaft rotating speed to being larger than the target shaft rotating speed, namely when the rotating speed of the engine crosses the target shaft rotating speed, the acting force of the engine on the clutch is dragged from reverse to forward to generate impact, and the vehicle is unstable in running, so that the torque of the target clutch is reduced to a preset value, and the torque of the target clutch is increased after the rotating speed of the engine crosses the target shaft rotating speed, and the impact in the rotating speed synchronizing process is effectively avoided.
In the rotating speed synchronization stage of the vehicle, when the rotating speed synchronization is carried out on the engine and the first clutch of the double-clutch transmission, the accelerator state can be detected so as to judge whether a user steps on the accelerator. When the accelerator is in the starting state, the fact that the user presses the accelerator is represented, and the vehicle is expected to be accelerated. At this time, the engine speed, the first shaft speed of the first clutch in the dual clutch transmission, and the second shaft speed of the second clutch in the dual clutch transmission are obtained, wherein the engine speed, the first shaft speed, and the second shaft speed can all be detected by corresponding sensors. The first clutch is a clutch that needs to be engaged during shifting, and the second clutch is a clutch that needs to be disengaged during shifting.
Optionally, when the current accelerator opening is greater than 30%, the accelerator may be considered to be in the starting state, and when the current accelerator state is less than 3%, the accelerator may be considered to be in the closing state.
Step S30, when the engine speed is less than the first shaft speed and the engine speed is greater than the second shaft speed, acquiring a first speed corresponding to the engine;
step S40, decreasing the torque of the first clutch to a preset value, and increasing the torque of the engine according to the first rate.
In the present embodiment, in the rotation speed synchronization phase, the engine rotation speed is generally gradually decreased to synchronize the engine rotation speed with the rotation speed of the first clutch, so that the engine rotation speed may be less than the first shaft rotation speed and greater than the second shaft rotation speed. When the accelerator is in a starting state, if the rotating speed of the engine is less than the rotating speed of the first shaft and the rotating speed of the engine is greater than the rotating speed of the second shaft, the torque of the engine and the rotating speed of the engine are increased through a torque increasing request so as to accelerate the vehicle and realize the synchronization of the rotating speeds, namely the vehicle is in a flying rise stage of the rotating speed synchronization at present.
Alternatively, the difference between the engine speed and the first shaft speed is obtained, and the requested value in the torque-up request, namely the target torque corresponding to the engine, is determined according to the rotational inertia of the engine. A corresponding first rate is determined from the target torque and a current torque of the engine, and the torque of the engine is increased according to the first rate. It should be noted that the target torque of the engine requires an increase of sufficient engine speed and increases beyond the first shaft speed to achieve positive drag of the first clutch by the engine.
When the engine torque is increased, the engine speed is gradually increased until the first shaft speed of the first clutch is exceeded, and the acting force of the engine on the first clutch is changed from reverse dragging to forward dragging due to the change of the speed magnitude relation. Generally, during the process that the force of the engine on the first clutch is from back-dragging to front-dragging, the first clutch is gradually engaged, the first clutch has torque, and the back-dragging to the front-dragging can generate impact, so that the vehicle can not stably run. Thus, during the fly-up phase, the torque of the first clutch is reduced to a preset value to reduce the shock during back-to-front towing, e.g., to zero the torque of the first clutch.
According to the technical scheme disclosed by the embodiment, the torque of the engine is increased when the user steps on the accelerator, the torque of the first clutch is reduced to the preset value, and the impact in the process of dragging from reverse to forward when the rotating speed of the engine is increased and exceeds the rotating speed of the clutch is reduced, so that the vehicle runs more stably, and the robustness of the control mode is better.
In another embodiment, as shown in fig. 3, on the basis of the embodiment shown in fig. 2, after step S20, the method further includes:
step S50, when the engine speed is greater than the first shaft speed and the second shaft speed, obtaining a second speed corresponding to the first clutch and a third speed corresponding to the engine, where the third speed is less than the second speed;
step S60, increasing torque of the first clutch according to the second rate, and increasing torque of the engine according to the third rate.
In this embodiment, when the detected engine speed is greater than the first shaft speed and the second shaft speed at the same time, it is indicated that the vehicle is currently in a stable stage of speed synchronization, and the engine speed needs to be controlled to stably rise so as to meet the requirement of a user for accelerating the vehicle.
And acquiring a second speed corresponding to the first clutch, and increasing the torque of the first clutch according to the second speed, namely controlling the first clutch to be gradually compressed, so that the engine transmits more kinetic energy to the first shaft of the first clutch, and the synchronization of the rotating speed of the first shaft and the rotating speed of the engine is realized. Meanwhile, a third speed corresponding to the engine is obtained, the torque of the engine is increased according to the third speed, the rotating speed of the engine and the overall speed of the vehicle are increased through the increase of the torque of the engine, and the purpose of accelerating the vehicle is achieved. Among them, a torque up request may be transmitted to the engine through a Transmission Control Unit (TCU) so that the engine torque is changed according to a change in a requested value in the torque up request.
Optionally, a rotational inertia corresponding to a first shaft of the first clutch is obtained, a required rotational speed acceleration is determined according to a difference value between a rotational speed of the first shaft and a rotational speed of the engine, a target torque corresponding to the first clutch is obtained according to the rotational inertia and the rotational speed acceleration, and a second speed when the torque of the first clutch is increased is determined according to a current torque of the first clutch and the target torque.
Optionally, a third speed corresponding to the engine is obtained according to a second speed corresponding to the first clutch, so as to ensure that the third speed is smaller than the second speed, the increase rate of the engine torque is smaller than the increase rate of the first clutch torque, the engine speed is prevented from flying, and the engine speed is maintained to stably rise.
In the technical scheme disclosed in the embodiment, the engine torque is increased when a user steps on the accelerator, and the increase rate of the engine torque is smaller than that of the clutch torque, so that the engine speed is prevented from flying, and the engine torque is prevented from being limited in a fixed range, so that the acceleration and the smooth running of the vehicle are ensured.
In yet another embodiment, as shown in fig. 4, on the basis of the embodiment shown in fig. 3, after step S60, the method further includes:
step S70, when the engine speed is equal to the first shaft speed and the engine speed is greater than the second shaft speed, acquiring a target speed corresponding to the engine;
in this embodiment, after the steps of increasing the torque of the first clutch according to the second rate and increasing the torque of the engine according to the third rate, the first shaft rotation speed of the first clutch gradually approaches the engine rotation speed to achieve rotation speed synchronization, so that when the engine rotation speed is equal to the first shaft rotation speed and the engine rotation speed is greater than the second shaft rotation speed, the target rotation speed corresponding to the engine is obtained, the engine torque is increased at a faster rate, and the purpose of accelerating the vehicle is achieved, that is, the vehicle is currently in the speed-up stage of rotation speed synchronization. It should be noted that the engine speed equal to the first shaft speed may be approximately equal to the first shaft speed, that is, when the difference between the engine speed and the first shaft speed is smaller than the preset difference, the engine speed may be considered to be equal to the first shaft speed.
Alternatively, the target speed is the engine speed that the user needs to reach when he depresses the accelerator. In general, the larger the current accelerator opening, the larger the target engine speed of the engine, and therefore, the current accelerator opening can be detected and the corresponding target engine speed can be determined from the current accelerator opening.
Step S80, acquiring a corresponding fourth speed according to the difference value between the engine speed and the target speed;
and step S90, controlling the torque of the engine to increase according to the fourth speed until the torque of the engine reaches a preset engine torque.
In the present embodiment, a corresponding fourth rate is obtained from the difference between the engine speed and the target speed, and the engine torque increase is controlled according to the fourth rate. Through the increase of the engine torque, the rotating speed of the engine can reach the target rotating speed more quickly, and the aim of accelerating the vehicle is fulfilled.
Optionally, the fourth rate is greater than the third rate to cause the engine speed to increase more rapidly.
Alternatively, the torque of the engine is controlled to increase according to the fourth rate until the torque of the engine reaches the preset engine torque. The preset engine torque may be a maximum torque that the engine can achieve or a standard torque.
In the technical scheme disclosed in this embodiment, when the engine speed is equal to the first shaft speed and the engine speed is greater than the second shaft speed, the corresponding fourth speed is obtained according to the difference between the engine speed and the target speed, and the torque of the engine is controlled to increase according to the fourth speed, so that the engine speed reaches the target speed more quickly, and the vehicle is accelerated quickly.
In another embodiment, as shown in fig. 5, on the basis of the embodiment shown in any one of fig. 2 to 4, before step S10, the method further includes:
step S01, detecting the engine speed and the accelerator state;
and step S02, when the engine speed is not in the speed range corresponding to the current gear and the accelerator is in a closed state, controlling the dual-clutch transmission to switch gears and controlling the vehicle to slide.
In the present embodiment, the engine speed and the accelerator state are detected. For a dual clutch transmission, when the engine speed reaches a certain value and the user releases the throttle, it indicates that the user currently wants to shift gears. The method is characterized in that the engine speed is not in a speed range corresponding to the current gear, namely, the gear shifting can be performed, if the current accelerator is in a closed state at the moment, the gear shifting is required by a user, therefore, the gear shifting of the dual-clutch transmission can be controlled, the first clutch is controlled to be combined, the second clutch is controlled to be separated, the vehicle is controlled to slide, the torque alternation process of the dual-clutch transmission is realized, and the subsequent speed synchronization stage of the vehicle is facilitated.
Alternatively, when the increase of the engine torque in any one of the flying phase, the stable phase and the acceleration phase is detected, the current accelerator state is detected in real time, and if the accelerator is detected to be in the closed state, the user releases the accelerator and does not want to accelerate the vehicle continuously, so that the transmission of the torque-up request to the engine can be stopped to stop the increase of the engine torque. Optionally, when the engine torque is increased in the flying stage, if the throttle is detected to be in a closed state, the vehicle can enter the sliding friction control, and the synchronization of the rotating speed is realized.
In the technical scheme disclosed in the embodiment, the engine speed and the accelerator state are detected, and when the engine speed is not in the speed range corresponding to the current gear and the accelerator is in the closed state, the vehicle is controlled to slide and shift gears, so that the torque alternation of the double-clutch transmission is realized.
In yet another embodiment, as shown in fig. 6, the rotation speed synchronization phase of the vehicle includes an A, B, C solution phase, in which phase a is a flight-up phase, phase B is a steady phase, and phase C is an acceleration phase.
The a phase is preceded by a shift phase. During the shift phase, the target clutch is engaged such that the target clutch torque is increased and the current clutch is disengaged such that the current clutch torque is decreased until a minimum torque, which is typically zero. And the vehicle starts to slide, the rotating speed of the engine starts to be gradually reduced, the rotating speed of the engine is greater than the rotating speed of the current shaft, and the rotating speed of the engine is less than the rotating speed of the first shaft.
In the stage A, the rotating speed of the engine is greater than the rotating speed of the current shaft at the beginning, and the rotating speed of the engine is less than the rotating speed of the first shaft, the user steps on an accelerator pedal, and continuously sends a torque-up request to the engine, so that the torque of the engine is continuously increased according to the first speed. As engine torque continues to increase, the engine speed exceeds the target shaft speed and the current shaft speed. By reducing the target clutch torque to zero, the shock from reverse to forward towing as the engine speed increases and exceeds the target shaft speed is reduced, resulting in a smoother vehicle ride.
And in the stage B, the engine rotating speed is greater than the target shaft rotating speed and the current shaft rotating speed, the target clutch torque is increased according to a second rate, the engine torque is increased according to a third rate, and the third rate is less than the second rate, so that the engine rotating speed is prevented from continuously flying up, and the vehicle is stably accelerated.
And in the stage C, the rotating speed of the engine is close to the rotating speed of the target shaft, namely the rotating speed of the engine is equal to the rotating speed of the target shaft, the torque of the target clutch is controlled to continue increasing, the target clutch is gradually closed, and the torque of the engine is increased according to a fourth rotating speed, so that the capability of the engine is maximized, and the vehicle is rapidly accelerated.
It should be noted that the target clutch is a first clutch, the current clutch is a second clutch, the target shaft rotational speed is a first shaft rotational speed, and the current shaft rotational speed is a second shaft rotational speed.
Furthermore, an embodiment of the present invention also provides a control device for a vehicle, including: the control method comprises the steps of the control method of the vehicle according to the various embodiments, wherein the steps are implemented by the control program of the vehicle, the control program of the vehicle is stored on the memory and can run on the processor, and the control program of the vehicle is executed by the processor.
Furthermore, an embodiment of the present invention also provides a computer-readable storage medium, on which a control program of a vehicle is stored, which, when executed by a processor, implements the steps of the control method of the vehicle as described in the above various embodiments.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium (e.g., ROM/RAM, magnetic disk, optical disk) as described above and includes instructions for enabling a terminal device (e.g., a mobile phone, a computer, a server, an air conditioner, or a network device) to execute the method according to the embodiments of the present invention.
The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (10)
1. A control method of a vehicle, characterized by comprising:
in the rotating speed synchronization stage of the vehicle, detecting the accelerator state;
when the accelerator is in a starting state, acquiring the rotating speed of an engine, the rotating speed of a first shaft of a first clutch in a double-clutch transmission and the rotating speed of a second shaft of a second clutch in the double-clutch transmission;
when the engine rotating speed is less than the first shaft rotating speed and the engine rotating speed is greater than the second shaft rotating speed, acquiring a first speed corresponding to the engine;
decreasing the torque of the first clutch to a preset value and increasing the torque of the engine according to the first rate.
2. The control method of a vehicle according to claim 1, wherein said step of obtaining a first rate corresponding to said engine comprises:
obtaining a difference value between the engine speed and the first shaft speed;
and acquiring a corresponding first speed according to the difference value of the engine rotating speed and the first shaft rotating speed.
3. The method of controlling a vehicle according to claim 1, wherein after the step of obtaining an engine speed, a first shaft speed of a first clutch in a dual clutch transmission, and a second shaft speed of a second clutch in the dual clutch transmission while the throttle is in a start state, further comprising:
when the engine rotating speed is greater than the first shaft rotating speed and the second shaft rotating speed, acquiring a second speed corresponding to the first clutch and a third speed corresponding to the engine, wherein the third speed is smaller than the second speed;
increasing torque of the first clutch according to the second rate, and increasing torque of the engine according to the third rate.
4. The control method of a vehicle according to claim 3, wherein the step of obtaining a second rate corresponding to the first clutch and a third rate corresponding to the engine includes:
acquiring the rotational inertia corresponding to the first shaft of the first clutch;
acquiring a second speed corresponding to the first clutch according to the rotational inertia and the first shaft rotating speed;
and acquiring a third speed corresponding to the engine according to the second speed.
5. The control method of a vehicle according to claim 3, characterized in that after the steps of increasing the torque of the first clutch according to the second rate and increasing the torque of the engine according to the third rate, further comprising:
when the engine rotating speed is equal to the first shaft rotating speed and the engine rotating speed is greater than the second shaft rotating speed, acquiring a target rotating speed corresponding to the engine;
acquiring a corresponding fourth speed according to the difference value of the engine rotating speed and the target rotating speed;
controlling the torque of the engine to increase according to the fourth rate until the torque of the engine reaches a preset engine torque.
6. The control method of a vehicle according to claim 5, wherein the step of obtaining the target rotation speed corresponding to the engine includes:
acquiring the current accelerator opening;
and determining the target rotating speed according to the current accelerator opening.
7. The control method of a vehicle according to claim 1, characterized by further comprising:
detecting the throttle state in real time when an increase in torque of the engine is detected;
stopping increasing torque of the engine upon detecting that the throttle is in a closed state.
8. The method of controlling a vehicle as set forth in claim 1, wherein the step of detecting a throttle status upon detecting a coasting shift of the vehicle is preceded by the step of:
detecting the engine speed and the throttle state;
and when the rotating speed of the engine is not in the rotating speed range corresponding to the current gear and the accelerator is in a closed state, controlling the double-clutch transmission to switch gears and controlling the vehicle to slide.
9. A control device of a vehicle, characterized by comprising: memory, a processor and a control program of a vehicle stored on the memory and executable on the processor, the control program of the vehicle, when executed by the processor, implementing the steps of the control method of a vehicle according to any one of claims 1 to 8.
10. A computer-readable storage medium, characterized in that a control program of a vehicle is stored thereon, which when executed by a processor implements the steps of the control method of the vehicle according to any one of claims 1 to 8.
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