CN111516695B - Vehicle output torque control method and device and storage medium - Google Patents

Vehicle output torque control method and device and storage medium Download PDF

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Publication number
CN111516695B
CN111516695B CN202010208259.0A CN202010208259A CN111516695B CN 111516695 B CN111516695 B CN 111516695B CN 202010208259 A CN202010208259 A CN 202010208259A CN 111516695 B CN111516695 B CN 111516695B
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China
Prior art keywords
transmission gear
vehicle
acceleration
rotation angle
backlash
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CN202010208259.0A
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Chinese (zh)
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CN111516695A (en
Inventor
米村幸夫
刘林
汤杰
陈建昌
李国庆
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Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
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Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely Automobile Research Institute Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • 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
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
    • 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
    • F16H57/00—General details of gearing
    • F16H57/12—Arrangements for adjusting or for taking-up backlash not provided for elsewhere
    • 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
    • F16H57/00—General details of gearing
    • F16H57/12—Arrangements for adjusting or for taking-up backlash not provided for elsewhere
    • F16H2057/123—Arrangements for adjusting or for taking-up backlash not provided for elsewhere using electric control means

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The invention discloses a control method of vehicle output torque, which comprises the following steps: acquiring the running acceleration of the vehicle; if the acceleration of the vehicle in running changes, judging whether a backlash exists between the passive transmission gear and the active transmission gear; the acceleration change means that the magnitude of the acceleration changes; if a backlash exists between the passive transmission gear and the active transmission gear, controlling the vehicle power device to run at a first preset torque slope until the backlash is eliminated; and if the backlash between the passive transmission gear and the active transmission gear is eliminated, controlling the vehicle power device to run at a second preset torque slope until the target torque is reached. The invention also discloses a control device and a storage medium for the vehicle output torque. By adopting the invention, when a vehicle has a backlash, the vehicle can run according to the first preset torque slope to avoid the play and the impact; and then when the clearance is eliminated, the motor is operated at a second preset torque slope, and the final target torque is quickly reached.

Description

Vehicle output torque control method and device and storage medium
Technical Field
The present invention relates to vehicle driving technology, and more particularly, to a method, an apparatus, and a storage medium for controlling vehicle output torque.
Background
As shown in fig. 1, a power plant such as an engine, a motor or a hybrid is connected to wheels through a gear or a shaft system. When the acceleration of the vehicle changes, a backstroke may occur. For example, as shown in fig. 11, when the vehicle is running at normal acceleration, no backlash exists between the active transmission gear a and the passive transmission gear B, and when the driver suddenly steps on the accelerator, the acceleration of the vehicle changes, so that backlash exists between the active transmission gear and the passive transmission gear. The backlash can cause the vehicle to have impact and move back and forth, and the driving experience is influenced. To avoid shock and play, the prior art typically adds a filter to control the magnitude of the change in torque input. Specifically, as shown in fig. 12, the torque is varied in three stages to reach the final target torque, and the purpose of the first gradient is to bring the negative torque to 0NM quickly. The second torque gradient is very gentle, the primary purpose being to make the torque gentle across the 0 torque to avoid tooth a from impacting tooth B. After the torque changes from negative to positive, the relative positions of teeth a and B become the situation in the left graph of fig. 11, where a rapid increase in torque is required to the target torque. However, the conventional drivability filter function cannot know where the starting point of the rapid torque increase is, and the rapid torque increase is generally started by calibrating a torque threshold, so that the response is delayed.
Disclosure of Invention
In order to solve the above technical problems, in a first aspect, the present invention provides a method for controlling an output torque of a vehicle, the vehicle including a driven transmission gear connected to a wheel drive shaft, and an active transmission gear driving the driven transmission gear to rotate; the driving transmission gear is connected with an output shaft of the transmission; the control method comprises the following steps:
acquiring the running acceleration of the vehicle;
if the acceleration of the vehicle in running changes, judging whether a backlash exists between the passive transmission gear and the active transmission gear; the acceleration change means that the magnitude of the acceleration changes;
if a backlash exists between the passive transmission gear and the active transmission gear, controlling a vehicle power device to run at a first preset torque slope until the backlash is eliminated;
and if the backlash between the passive transmission gear and the active transmission gear is eliminated, controlling the vehicle power device to run at a second preset torque slope until the target torque is reached.
Further, the acquiring the acceleration at which the vehicle runs includes:
acquiring the opening degree of an accelerator pedal of the vehicle;
and calculating the running acceleration of the vehicle according to the opening degree of the accelerator pedal.
Further, if the acceleration of the vehicle during running changes, whether a backlash exists between the passive transmission gear and the active transmission gear is judged; the change of the acceleration refers to the change of the magnitude of the acceleration, and comprises the following steps:
acquiring the rotation angle of the driven transmission gear;
acquiring a first transmission ratio of the driving transmission gear and the driven transmission gear;
obtaining a second gear ratio of the transmission;
calculating a first rotation angle according to the rotation angle of the driven transmission gear, the first transmission ratio and the second transmission ratio;
acquiring a rotation angle of an output shaft of a power device of the vehicle;
calculating a second rotation angle according to the rotation angle of the output shaft of the power device and a preset calibration value;
and judging whether a tooth gap exists between the passive transmission gear and the active transmission gear according to the first rotation angle and the second rotation angle.
Further, if the acceleration of the vehicle during running changes, whether a backlash exists between the passive transmission gear and the active transmission gear is judged; the change of the acceleration refers to the change of the magnitude of the acceleration, and comprises the following steps:
acquiring a rotation angle of an output shaft of the power device;
acquiring a first transmission ratio of the driving transmission gear and the driven transmission gear;
obtaining a second gear ratio of the transmission;
calculating a third rotation angle according to the rotation angle of the output shaft of the power device, a preset calibration value, the second transmission ratio and the first transmission ratio;
acquiring the rotation angle of the driven transmission gear;
and judging whether a tooth gap exists between the driven transmission gear and the driving transmission gear according to the third rotation angle and the rotation angle of the driven transmission gear.
Further, the rotating angle of the driven transmission gear is obtained through a first counter arranged on one side of the driven transmission gear;
and acquiring the rotation angle of the output shaft of the power device through a second counter arranged on one side of the output shaft of the power device.
Further, if the backlash between the passive transmission gear and the active transmission gear is eliminated, the first counter and the second counter are cleared and closed.
Further, if the acceleration of the engine does not change, the first counter and the second counter are restarted.
Further, acquiring the clutch condition and the gear shifting condition of the vehicle;
and if the clutch of the vehicle is coupled and the vehicle is not shifted, acquiring the running acceleration of the vehicle.
In a second aspect, the invention also provides a control device for the output torque of a vehicle, wherein the vehicle comprises a driven transmission gear connected with a wheel driving shaft and an active transmission gear driving the driven transmission gear to rotate, and the active transmission gear is connected with an output shaft of a speed changer; the control device includes:
the acceleration acquisition module is used for acquiring the running acceleration of the vehicle;
the backlash judging module is used for judging whether backlash exists between the passive transmission gear and the active transmission gear if the acceleration of the running vehicle changes; the acceleration change means that the magnitude of the acceleration changes;
the torque control module is used for controlling the vehicle power device to run at a first preset torque slope until the backlash is eliminated if the backlash exists between the passive transmission gear and the active transmission gear; and the control unit is further configured to control the vehicle power plant to operate at a second predetermined torque slope until the target torque if backlash between the passive drive gear and the active drive gear is eliminated.
In a third aspect, the present invention also provides a computer-readable storage medium, wherein at least one instruction or at least one program is stored in the storage medium, and the at least one instruction or the at least one program is loaded by a processor and executed to implement the vehicle output torque control method according to any one of the above.
By adopting the technical scheme, the invention has the following beneficial effects: the vehicle can run according to a first preset torque slope when a backlash exists so as to avoid the play and the impact; and then when the clearance is eliminated, the motor is operated at a second preset torque slope, and the final target torque is quickly reached.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a diagram of an implementation scenario provided by an embodiment of the present invention;
FIG. 2 is a flow chart of a method of controlling vehicle output torque provided by an embodiment of the present invention;
FIG. 3 is a flowchart illustrating an embodiment of step S100 according to the present invention;
FIG. 4 is a flowchart illustrating a method of determining backlash according to an embodiment of the present invention;
FIG. 5 is a flowchart illustrating another method for determining backlash according to an embodiment of the present invention;
FIG. 6 is a diagram illustrating an embodiment of a counting method according to an embodiment of the present invention;
FIG. 7 is a schematic illustration of backlash generation in the engaged clutch state of the present invention;
FIG. 8 is a graph illustrating the effect of the torque control method when backlash exists according to an embodiment of the present invention;
FIG. 9 is a graph showing the effect of the torque control method when no backlash exists according to the embodiment of the present invention
FIG. 10 is a schematic structural diagram illustrating a control apparatus for vehicle output torque according to an embodiment of the present invention;
FIG. 11 is a schematic view of the backlash generation of the present invention;
FIG. 12 is a schematic diagram of a prior art torque control method of the present invention.
The following is a supplementary description of the drawings:
1-a power plant; 2-a clutch; 3-a transmission; 4-driving transmission gear; 5-passive transmission gear; 6-wheel drive shaft; 7-a linker; 8-power wheel.
Detailed Description
The technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "top", "bottom", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Moreover, the terms "first," "second," and the like are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein.
The invention provides a control method and device for vehicle output torque and a storage medium. The control method for determining the output torque of the vehicle power device by detecting the backlash between the active transmission gear and the passive transmission gear enables the torque control of the power device to be in accordance with the actual running condition of a vehicle, improves the response capability on the basis of avoiding impact and movement, and improves the driving experience of a user.
Referring to fig. 1, fig. 1 is a diagram illustrating an implementation scenario according to an embodiment of the present invention. As shown in fig. 1, the vehicle includes a driven transmission gear 5 connected to a wheel drive shaft 6, and an active transmission gear 4 driving the driven transmission gear 5 to rotate; the driving transmission gear 4 is connected with an output shaft of the transmission 3.
Further, the vehicle also comprises a power device 1, a clutch 2, a power wheel 8, a joint 7 and the like. The power device 1, the clutch 2, the transmission 3, the active transmission gear 4, the passive transmission gear 5, the wheel driving shaft 6 and the power wheel 8 are arranged in sequence according to the power transmission direction.
The power device may be an engine, an electric motor, or a mixture of an engine and an electric motor. Which may be set according to the specific needs of the vehicle.
Referring to fig. 2, fig. 2 is a flowchart illustrating a method for controlling a vehicle output torque according to an embodiment of the present invention. The control method of the vehicle output torque may include:
s100: and acquiring the running acceleration of the vehicle.
In a specific implementation, the acceleration of the vehicle running may be obtained by an opening degree of an accelerator pedal of the vehicle, and specifically, as shown in fig. 3, the method may include the following steps:
s110: acquiring the opening degree of an accelerator pedal of the vehicle;
s120: and calculating the running acceleration of the vehicle according to the opening degree of the accelerator pedal.
In another embodiment, the acceleration of the vehicle may be obtained by an acceleration sensor or the like.
S200: if the acceleration of the vehicle in running changes, judging whether a backlash exists between the passive transmission gear and the active transmission gear; the change of the acceleration means that the magnitude of the acceleration changes.
It will be appreciated that if the acceleration at which the vehicle is travelling changes, this may indicate that the torque output by the vehicle power plant has changed. And the change of the output torque of the power device is transmitted to a final actuating mechanism, as shown in figure 1, and the change needs to pass through a clutch 2, a speed changer 3, a driving transmission gear 4, a driven transmission gear 5 and a wheel driving shaft 6 until reaching a power wheel 8. In the process of torque transmission, the torque output by the power device 1 is sequentially transmitted to the clutch 2, the transmission 3 and the driving transmission gear 4; the driven transmission gear 5 can not transmit torque to the driving transmission gear 4 at the beginning under the action of the power wheel 8, and rotates along with the driving transmission gear 4, so that a backlash is generated between the driving transmission gear 4 and the driven transmission gear 5.
In practice, it can be determined whether there is a backlash between the active drive gear and the passive drive gear in the following manner.
Specifically, as shown in fig. 4, the determination of the tooth gap may include the following steps:
s211: acquiring the rotation angle of the driven transmission gear;
s212: acquiring a first transmission ratio of the driving transmission gear and the driven transmission gear;
s213: obtaining a second gear ratio of the transmission;
s214: calculating a first rotation angle according to the rotation angle of the driven transmission gear, the first transmission ratio and the second transmission ratio;
s215: acquiring a rotation angle of an output shaft of a power device of the vehicle;
s216: calculating a second rotation angle according to the rotation angle of the output shaft of the power device and a preset calibration value;
s217: and judging whether a tooth gap exists between the passive transmission gear and the active transmission gear according to the first rotation angle and the second rotation angle.
In the process of the steps, whether a tooth gap exists between the driving transmission gear and the driven transmission gear is judged through the first rotating angle and the second rotating angle. The first rotation angle is determined by the rotation angle of the driven transmission gear, the transmission ratio of the driving transmission gear and the driven transmission gear and the transmission ratio of the transmission; this first rotational angle may be understood as the transmission input rotational angle determined from the passive drive gears according to the configuration provided in FIG. 1. The second rotation angle is obtained through the rotation angle of the output shaft of the power device and a preset calibration value; this second angle of rotation can be understood as the transmission input angle of rotation determined from the power plant output shaft, according to the configuration provided in fig. 1. When the first rotating angle is inconsistent with the second rotating angle, the fact that a tooth gap exists between the driving transmission gear and the driven transmission gear is indicated.
Further, the step S217 may include:
and if the first rotating angle is larger than the second rotating angle, judging that a tooth gap exists between the passive transmission gear and the active transmission gear.
Specifically, as shown in fig. 5, the determining of the tooth gap may further include the following steps:
s221: acquiring a rotation angle of an output shaft of the power device;
s222: acquiring a first transmission ratio of the driving transmission gear and the driven transmission gear;
s223: obtaining a second gear ratio of the transmission;
s224: calculating a third rotation angle according to the rotation angle of the output shaft of the power device, a preset calibration value, the second transmission ratio and the first transmission ratio;
s225: acquiring the rotation angle of the driven transmission gear;
s226: and judging whether a tooth gap exists between the driven transmission gear and the driving transmission gear according to the third rotation angle and the rotation angle of the driven transmission gear.
In the process of the steps, whether a tooth gap exists between the driving transmission gear and the driven transmission gear is judged according to the third rotation angle and the rotation angle of the driven transmission gear. The third rotation angle is determined by the rotation angle of the output shaft of the power device, the transmission ratio of the speed changer and the transmission ratios of the driving transmission gear and the driven transmission gear; according to the structure provided in fig. 1, the third rotation angle can be understood as a rotation angle of the driven transmission gear determined according to the driving transmission gear. And when the third rotating angle is not consistent with the actually detected rotating angle of the driven transmission gear, indicating that a gear gap exists between the driving transmission gear and the driven transmission gear.
Further, the step S226 may include:
and if the rotation angle of the driven transmission gear is larger than the third rotation angle, determining that a tooth gap exists between the driven transmission gear and the driving transmission gear.
In the above process, the preset calibration value may be understood as a rotational angle deviation due to a clutch or the like.
Two methods for determining whether a backlash exists between the driving transmission gear and the driven transmission gear are given above. According to the above method, it is also known that, after the rotation angle of the output shaft of the power device and the rotation angle of the driven transmission gear are detected, any one of the power device, the clutch, the transmission, the driving transmission gear and the driven transmission gear can be selected as a criterion for judgment. That is, the output or input of any one of the devices can be selected as a judgment reference, after the judgment reference is determined, the rotation angle of the reference position can be determined according to the rotation angle of the output shaft of the power device, the rotation angle of the reference position can be determined according to the rotation angle of the driven transmission gear, and the two rotation angles are compared, so that whether a tooth gap exists between the driving transmission gear and the driven transmission gear can be obtained.
In specific implementation, the rotation angle of the driven transmission gear can be acquired through a first counter arranged on one side of the driven transmission gear; the rotation angle of the power unit output shaft can also be obtained by a second counter arranged on one side of the power unit output shaft.
It is understood that the rotation angles of the driving transmission gear and the driven transmission gear can be directly detected to judge whether the backlash exists. However, it is necessary to provide a counter on each side of the driving transmission gear and the driven transmission gear for counting. In the above manner, the rotational angle of the power plant output shaft may be determined based on the rotational speed and corresponding time, or otherwise.
In the embodiment of the invention, the rotation angle with the precision of 0.1 degree can be detected and obtained through the counter.
S300: and if a backlash exists between the passive transmission gear and the active transmission gear, controlling the vehicle power device to run at a first preset torque slope until the backlash is eliminated.
S400: and if the backlash between the passive transmission gear and the active transmission gear is eliminated, controlling the vehicle power device to run at a second preset torque slope until the target torque is reached.
Wherein the target torque may be determined according to an accelerator pedal opening. The elimination of backlash can be determined in accordance with the manner in which backlash occurs as described above. For example, when the first rotation angle and the second rotation angle are equal, it can be determined that backlash is eliminated. For another example, when the third rotation angle and the rotation angle of the driven transmission gear are equal, it can be determined that the backlash is eliminated. It is understood that the judgment of the backlash elimination can be selected according to the above-mentioned process of the backlash judgment, that is, more than the methods listed in the present specification can be selected for the judgment.
By the method, when the vehicle has a backlash, the vehicle can operate according to the first preset torque slope to avoid the play and the impact; and then when the clearance is eliminated, the motor is operated at a second preset torque slope, and the final target torque is quickly reached.
In some possible embodiments, the control method further includes:
acquiring the clutch condition and the gear shifting condition of the vehicle;
and if the clutch of the vehicle is coupled and the vehicle is not shifted, acquiring the running acceleration of the vehicle.
It will be appreciated that if the clutch is not coupled, the output torque of the power plant output shaft will not be transmitted to the following components, and there will be no play between the active drive gear and the passive drive gear during operation. When the vehicle shifts gears, the transmission shifts gears, and no gap generated in operation exists between the driving transmission gear and the driven transmission gear. In addition, it can be understood that when the vehicle coupler is coupled and the vehicle is not shifted, it can be determined whether the vehicle is currently in a stable acceleration state by acquiring the acceleration of the vehicle running, and if so, the backlash between the active transmission gear and the passive transmission gear can be detected by using the above embodiment.
Wherein the stable acceleration state can be judged by the rotating speed and the vehicle speed of the power device. For example, when the output rotation speed of the power plant continues to increase and the vehicle speed continues to increase, it can be determined that the vehicle is in a stable driving state, and the control method described above can be used to control the power plant output torque.
In some possible embodiments, the control method further includes:
and if the backlash between the passive transmission gear and the active transmission gear is eliminated, clearing and closing the first counter and the second counter.
When a gap between the passive transmission gear and the active transmission gear is detected, the output torque of the power device can be controlled through a preset torque slope. And after the first counter and the second counter are cleared and closed, the acceleration is stabilized again for subsequent detection, so that the reliability and the accuracy of the detection are improved.
In some possible embodiments, the control method further includes:
and restarting the first counter and the second counter if the acceleration of the engine is not changed.
Furthermore, whether the acceleration is not changed, that is, whether the acceleration is stable again can be judged through the rotating speed and the vehicle speed of the power device. For example, when the output rotation speed of the power plant continues to increase and the vehicle speed continues to increase, it can be determined that the acceleration is in a steady state.
It is understood that, in the above-described embodiment, whether or not the detection of the backlash is performed is judged by the acceleration of the vehicle running. In practical use, when the number of teeth rotated by the driving gear in unit time is different from the number of teeth rotated by the driven gear in unit time, it can be determined that there is a backlash, and specifically, the following counting method can be used. In addition, besides the implementation by counting, the rotation speed can be integrated by the rotation speed sensor to judge whether the phase difference occurs in the rotation between the driving transmission gear and the driven transmission gear.
Specifically, as shown in fig. 6, a counting point a is provided on one side of the power unit 1, and a counting point B is provided on one side of the driven gear 5, and further, in conjunction with fig. 7, the embodiment of steps S211 to S217 is taken as an example. When the clutch 2 of the vehicle is coupled and no gear is shifted, whether the vehicle is in a stable acceleration process is judged according to the opening degree of an accelerator pedal and the vehicle speed, wherein the opening degree of the accelerator pedal represents whether the rotating speed of the power device is continuously increased. During steady acceleration of the vehicle, the driving transmission gear 4 and the driven transmission gear 5 have no backlash. When the accelerator pedal opening degree becomes smaller, the vehicle speed gradually decreases. In the process, a backlash occurs between the driving transmission gear 4 and the driven transmission gear 5, that is, where the elliptic broken lines are circled in the drawing. The line on the upper side of the exit of the oval represents the result obtained by multiplying the detection result of the counting point B by the transmission ratio of the transmission and the transmission ratio of the driving transmission gear and the driven transmission gear, and the line on the lower side represents the detection result of the counting point A, so that the backlash between the driving transmission gear and the driven transmission gear is shown.
In the above-described aspect, the case where the speed reduction is taken as an example, whether or not there is a gap between the active transmission gear and the passive transmission gear is described. And after detecting that a gap exists between the driving transmission gear and the driven transmission gear, the gap can be eliminated through a preset torque slope. As shown in fig. 8, the torque is filtered in consideration of the driving feeling of the driver in the related art. Specifically, the conventional method directly performs torque up without considering the driving feeling of the driver with the change of the opening degree of the accelerator pedal, and causes shock and play. The method is improved in the prior art, and negative torque is quickly increased to be close to 0Nm through a torque calibration threshold value 1 by a torque threshold value calibration mode, specifically through a torque calibration threshold value 1 and a torque calibration threshold value 2; enabling the torque to stably pass through 0Nm through a torque calibration threshold value 2 so as to avoid the impact of the driving transmission gear on the driven transmission gear; when the torque is changed from negative torque to positive torque, no backlash exists between the driving transmission gear and the driven transmission gear, so that the torque can be rapidly increased, and the final target torque is achieved. By detecting the backlash between the driving transmission gear and the driven transmission gear, the torque can be controlled by a first preset torque slope after the backlash occurs (namely, the torque gradient calibration 2 in the figure); after the backlash is eliminated, the torque is controlled with a second preset torque slope (i.e. torque gradient calibration 3 in the figure). Therefore, the torque can be quickly increased while impact and play are avoided, and the driving delay feeling is improved.
In addition, as shown in fig. 9, if there is no backlash between the driving transmission gear and the driven transmission gear, the torque can be directly increased; without the need for torque-up according to prior art torque gradient calibrations 1, 2 and 3. Therefore, the torque control device can control the torque according to the actual conditions of the driving transmission gear and the driven transmission gear, and improves the driving experience.
As shown in fig. 10, an embodiment of the present invention further provides a control apparatus for an output torque of a vehicle, the vehicle including a driven transmission gear connected to a wheel drive shaft, and an active transmission gear driving the driven transmission gear to rotate, the active transmission gear being connected to an output shaft of a transmission; the control device 100 includes:
an acceleration acquisition module 101, configured to acquire an acceleration at which the vehicle travels;
a backlash judging module 102, configured to judge whether a backlash exists between the passive transmission gear and the active transmission gear if an acceleration of the vehicle during traveling changes; the acceleration change means that the magnitude of the acceleration changes;
the torque control module 103 is used for controlling the vehicle power device to operate at a first preset torque slope until the backlash is eliminated if the backlash exists between the passive transmission gear and the active transmission gear; and the control unit is further configured to control the vehicle power plant to operate at a second predetermined torque slope until the target torque if backlash between the passive drive gear and the active drive gear is eliminated.
Embodiments of the present invention also provide a computer-readable storage medium, in which at least one instruction or at least one program is stored, and the at least one instruction or the at least one program is loaded and executed by a processor to implement the method for controlling the output torque of the vehicle according to any one of the above descriptions.
The embodiment of the invention also provides a control device of the vehicle output torque, which is characterized by comprising a processor and a memory, wherein at least one instruction or at least one program is stored in the memory, and the at least one instruction or the at least one program is loaded and executed by the processor to realize the control method of the vehicle output torque.
It should be noted that: the precedence order of the above embodiments of the present invention is only for description, and does not represent the merits of the embodiments. And specific embodiments thereof have been described above. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may also be possible or may be advantageous.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, as for the apparatus, system and server embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, and reference may be made to some descriptions of the method embodiments for relevant points.
It will be understood by those skilled in the art that all or part of the steps for implementing the above embodiments may be implemented by hardware, or may be implemented by a program instructing relevant hardware, where the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, etc.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims (10)

1. The control method of the vehicle output torque is characterized in that the vehicle comprises a driven transmission gear connected with a wheel driving shaft and an active transmission gear driving the driven transmission gear to rotate; the driving transmission gear is connected with an output shaft of the transmission; the control method comprises the following steps:
acquiring the running acceleration of the vehicle;
if the acceleration of the vehicle in running changes, judging whether a backlash exists between the passive transmission gear and the active transmission gear; the acceleration change means that the magnitude of the acceleration changes;
if a backlash exists between the passive transmission gear and the active transmission gear, controlling a vehicle power device to run at a first preset torque slope until the backlash is eliminated;
and if the backlash between the passive transmission gear and the active transmission gear is eliminated, controlling the vehicle power device to run at a second preset torque slope until the target torque is reached.
2. The control method of vehicle output torque according to claim 1, wherein said acquiring the acceleration at which the vehicle runs, includes:
acquiring the opening degree of an accelerator pedal of the vehicle;
and calculating the running acceleration of the vehicle according to the opening degree of the accelerator pedal.
3. The control method of vehicle output torque according to claim 1,
if the acceleration of the vehicle in running changes, judging whether a backlash exists between the passive transmission gear and the active transmission gear; the change of the acceleration refers to the change of the magnitude of the acceleration, and comprises the following steps:
acquiring the rotation angle of the driven transmission gear;
acquiring a first transmission ratio of the driving transmission gear and the driven transmission gear;
obtaining a second gear ratio of the transmission;
calculating a first rotation angle according to the rotation angle of the driven transmission gear, the first transmission ratio and the second transmission ratio;
acquiring a rotation angle of an output shaft of a power device of the vehicle;
calculating a second rotation angle according to the rotation angle of the output shaft of the power device and a preset calibration value; the preset calibration value is a rotation angle deviation caused by a clutch;
and judging whether a tooth gap exists between the passive transmission gear and the active transmission gear according to the first rotation angle and the second rotation angle.
4. The control method of vehicle output torque according to claim 1,
if the acceleration of the vehicle in running changes, judging whether a backlash exists between the passive transmission gear and the active transmission gear; the change of the acceleration refers to the change of the magnitude of the acceleration, and comprises the following steps:
acquiring a rotation angle of an output shaft of the power device;
acquiring a first transmission ratio of the driving transmission gear and the driven transmission gear;
obtaining a second gear ratio of the transmission;
calculating a third rotation angle according to the rotation angle of the output shaft of the power device, a preset calibration value, the second transmission ratio and the first transmission ratio; the preset calibration value is a rotation angle deviation caused by a clutch;
acquiring the rotation angle of the driven transmission gear;
and judging whether a tooth gap exists between the driven transmission gear and the driving transmission gear according to the third rotation angle and the rotation angle of the driven transmission gear.
5. The control method of vehicle output torque according to any one of claims 3 or 4,
acquiring the rotation angle of the driven transmission gear through a first counter arranged on one side of the driven transmission gear;
and acquiring the rotation angle of the output shaft of the power device through a second counter arranged on one side of the output shaft of the power device.
6. The control method of vehicle output torque according to claim 5, characterized by further comprising:
and if the backlash between the passive transmission gear and the active transmission gear is eliminated, clearing and closing the first counter and the second counter.
7. The control method of vehicle output torque according to claim 5, characterized by further comprising:
and restarting the first counter and the second counter if the acceleration of the engine is not changed.
8. The control method of vehicle output torque according to claim 1, characterized by further comprising:
acquiring the clutch condition and the gear shifting condition of the vehicle;
and if the clutch of the vehicle is coupled and the vehicle is not shifted, acquiring the running acceleration of the vehicle.
9. A control device for vehicle output torque is characterized in that the vehicle comprises a driven transmission gear connected with a wheel driving shaft and an active transmission gear driving the driven transmission gear to rotate, wherein the active transmission gear is connected with an output shaft of a speed changer; the control device includes:
the acceleration acquisition module is used for acquiring the running acceleration of the vehicle;
the backlash judging module is used for judging whether backlash exists between the passive transmission gear and the active transmission gear if the acceleration of the running vehicle changes; the acceleration change means that the magnitude of the acceleration changes;
the torque control module is used for controlling the vehicle power device to run at a first preset torque slope until the backlash is eliminated if the backlash exists between the passive transmission gear and the active transmission gear; and the control unit is further configured to control the vehicle power plant to operate at a second predetermined torque slope until the target torque if backlash between the passive drive gear and the active drive gear is eliminated.
10. A computer-readable storage medium, wherein at least one instruction or at least one program is stored in the storage medium, and the at least one instruction or the at least one program is loaded by a processor and executed to implement the method for controlling the output torque of a vehicle according to any one of claims 1 to 8.
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CN113525104A (en) * 2021-09-03 2021-10-22 淮海机电科技股份有限公司 Control method for solving problem of large gear impact of rear axle reduction box of electric tricycle
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