CN111891106A - Power assembly control method for reducing torsional vibration of transmission system - Google Patents
Power assembly control method for reducing torsional vibration of transmission system Download PDFInfo
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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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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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
- 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
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- 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
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
- B60W2030/203—Reducing vibrations in the driveline related or induced by the clutch
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
- B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
-
- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
Abstract
The invention discloses a power assembly control method for reducing torsional vibration of a transmission system, which belongs to the technical field of control of automatic transmissions or clutches of passenger vehicles and specifically comprises the following steps: the method comprises the following steps: testing the torsional amplitude value of each gear, each rotating speed and each accelerator opening degree through an instrument; step two: determining the range of gears, rotating speeds and throttle opening degrees with the exceeding torque amplitude values according to the test result of the first step; step three: determining the condition that the torsional amplitude value of the transmission system reaches the standard after the slip friction difference compensation of different clutches is added; step four: determining the maximum transmission torque under the slip friction difference according to the slip friction difference determined in the step three and the heating characteristic of the clutch; step five: determining a corresponding accelerator opening range and a corresponding rotating speed range according to the maximum transmission torque in the fourth step, and adjusting clutch sliding friction control and transmission gear shifting control; step six: and determining the corresponding accelerator opening range and the corresponding rotating speed range according to the maximum transmission torque in the fourth step, and adjusting the torque output characteristic of the engine.
Description
Technical Field
The invention belongs to the technical field of control of automatic transmissions or clutches of passenger vehicles, and particularly relates to a power assembly control method for reducing torsional vibration of a transmission system.
Background
With the rapid improvement of life quality, people have higher and higher requirements on automation and comfort of automobiles, and vibration noise is one of important contents of comfort, and has become an important concern for consumers to select vehicles. When the vehicle is excited by a power assembly or a road surface, the vibration frequency of the vehicle is consistent with the natural modal frequency of the closed air in a carriage, and strong coupling can be generated, so that the vibration and the rolling in the vehicle are obvious, and the riding comfort is seriously influenced.
In the early stage of the project development process, measures such as increasing the rotational inertia of a flywheel, increasing the torsional rigidity of a driving half shaft, reducing the rigidity of a damper of a clutch, adding a dynamic vibration absorber and the like are adopted to reduce the torsional vibration condition of the drive system through the matching of the drive system, but the torsional vibration generation mechanism is complex, and the condition that the torsional vibration amplitude value exceeds the standard also often exists in the project development process. In the prior art, the method for reducing the torsional vibration of the transmission system in the middle and later periods of a project mostly adopts simple control of increasing the slip friction difference and improving the gear shifting point of an engine to avoid a section with larger vibration amplitude, only considers the comfort, and does not well consider the problems of economy, drivability and heat load of a clutch. Therefore, a control method is needed to reduce the driveline torsional vibration problem in a specific section and improve the ride comfort of the vehicle by coordinating various aspects such as a variable slip-and-friction control strategy of the clutch, a shift control strategy of the transmission, and torque output characteristic control of the engine based on the heat generation characteristics of the clutch.
For methods for reducing torsional vibration of a vehicle transmission system, the prior art mainly comprises two methods, one method is a hardware matching method, and the method focuses on changing a resonance region by changing the mode of the transmission system so as to improve the NVH performance of the transmission system; the other method is a software control method, and the torsional amplitude value of the transmission system is weakened through some single ways of target idle speed of the engine, reduction of combustion fuel cut-off conditions, increase of slip-friction control, improvement of the gear shifting speed of the engine and the like, and at the cost of economy and drivability.
Disclosure of Invention
To overcome the above-mentioned drawbacks of the prior art, the present invention proposes a control method for damping torsional vibrations of a drive train.
The invention is realized by the following technical scheme:
a power assembly control method for reducing torsional vibration of a transmission system specifically comprises the following steps:
the method comprises the following steps: testing the torsional amplitude value of each gear, each rotating speed and each accelerator opening degree through an instrument;
step two: determining the range of gears, rotating speeds and throttle opening degrees with the exceeding torque amplitude values according to the test result of the first step;
step three: determining the condition that the torsional amplitude value of the transmission system reaches the standard after the slip friction difference compensation of different clutches is added;
step four: determining the maximum transmission torque under the slip friction difference according to the slip friction difference determined in the step three and the heating characteristic of the clutch;
step five: determining a corresponding accelerator opening range and a corresponding rotating speed range according to the maximum transmission torque in the fourth step, and adjusting clutch sliding friction control and transmission gear shifting control;
step six: and determining the corresponding accelerator opening range and the corresponding rotating speed range according to the maximum transmission torque in the fourth step, and adjusting the torque output characteristic of the engine.
Preferably, the test mode in the step one includes but is not limited to the following modes:
(1) reading information of each gear, the rotating speed of the engine and the opening degree of the accelerator through a diagnosis port by using a diagnostic instrument;
(2) reading information of each gear, the rotating speed of an engine and the opening degree of an accelerator through a control unit of the whole vehicle;
(3) gear information is obtained by a gear sensor, engine rotating speed information is obtained by a rotating speed sensor, and accelerator opening information is obtained by an accelerator pedal opening sensor;
(4) the torsional vibration signal is acquired by, but not limited to, a three-way acceleration sensor, which may be affixed to, but not limited to, the steering wheel or the driver's seat rails.
Preferably, in the second step, a gear and rotation speed interval with an over-standard torque amplitude value is determined according to a development target. The exceeding range can be determined according to objective amplitude limit values of all gears and all rotating speeds or can be determined by subjective feeling of drivers. The objective amplitude limit value of each gear and rotating speed interval is determined by a developer according to vehicle positioning, and the subjective driving feeling value is determined by scoring of an experienced evaluation engineer.
Preferably, in the third step, in order to make the torque amplitude value reach the standard, clutch slip difference compensation is performed on a gear and rotating speed interval with vibration amplitude exceeding the standard, the slip difference of 5r/min is used as an initial value, the condition that the vibration amplitude reaches the standard is confirmed after compensation, and if the vibration amplitude does not reach the standard, the compensation amount is increased by using the slip difference of 5r/min as a step length until the vibration amplitude reaches the standard. The compensation value of the same gear and different rotating speeds can be a fixed value or a variable value. As shown in table 2, wherein the compensation of slip-friction differences is generally achieved by the transmission control unit.
Preferably, in the fourth step, the maximum transmission torque TeObtained according to the following formula,
wherein:
P1instantaneous maximum allowable heating value per unit area (J/cm) of the clutch2/s)
TeMaximum transmission torque (N m) for clutch slip control
ni，noThe rotating speed of the driving end and the rotating speed of the driven end of the clutch (r/min) respectively
S-is the friction area (cm) of the clutch2)
Preferably, the adjusting clutch slip control and transmission shift control described in step five is as follows: maximum torque T transmitted in a fixed slip-friction differentialeThen, adjusting a gear lifting strategy and a sliding friction control strategy, adjusting through a gear shifting line, enabling an amplitude exceeding interval to be in a sliding friction control stage, enabling the clutch to enter complete combination or locking control after the amplitude exceeding interval is exceeded, and performing a gear lowering action control process after the amplitude exceeding interval is smaller than the interval; if the accelerator is stepped on for downshift before the coasting downshift, the downshift is properly and actively performed by setting the downshift line, and the next low gear is locked, so that the clutch is prevented from being quitted from the slipping control due to the fact that the clutch generates heat and exceeds the standard, as shown in fig. 4.
Preferably, the torque output characteristic of the engine in the step six is adjusted as follows: maximum torque T transmitted in a fixed slip-friction differentialeThen, according to the sliding friction control interval, the maximum accelerator opening corresponding to the locked gear-down point can not be entered, and the torque is adjusted on the torque output curve of the engine aiming at the accelerator opening and the rotating speed interval, so that the torque output of the engine is at the maximum torque TeThis is shown in FIG. 5.
Compared with the prior art, the invention has the following advantages:
the invention provides a control method for weakening the torsional vibration of a transmission system in a specific interval by adjusting a slip friction difference control strategy of a clutch, a gear shifting strategy control of a transmission, a torque output characteristic control of an engine and other ways according to the heating limit value of the clutch, aiming at weakening the torsional vibration of the transmission system, so that the amplitude of the torsional vibration of the transmission system is effectively improved on the premise of ensuring the economical efficiency and the drivability, and the riding comfort of a vehicle is improved.
Drawings
In order to more clearly illustrate the detailed description of the invention or the technical solutions in the prior art, the drawings that are needed in the detailed description of the invention or the prior art will be briefly described below. Throughout the drawings, like elements or portions are generally identified by like reference numerals. In the drawings, elements or portions are not necessarily drawn to scale.
FIG. 1 is a flow chart of a control method for reducing driveline torsional vibrations;
FIG. 2 is a schematic illustration of a powertrain of a vehicle;
FIG. 3 is a schematic diagram showing the relationship between the amplitude value of the 4-gear torque and the engine speed;
FIG. 4 is a schematic diagram of a 4-gear friction control use area and a lifting gear setting;
FIG. 5 is a schematic diagram of an engine torque output adjustment setting.
Detailed Description
The following embodiments are only used for illustrating the technical solutions of the present invention more clearly, and therefore, the following embodiments are only used as examples, and the protection scope of the present invention is not limited thereby.
It is to be noted that, unless otherwise specified, technical or scientific terms used herein shall have the ordinary meaning as understood by those skilled in the art to which the invention pertains.
Example 1
A power assembly control method for reducing torsional vibration of a transmission system specifically comprises the following steps:
the method comprises the following steps: the torsional amplitude value of each gear, each rotating speed and each accelerator opening degree is tested by an instrument, and is shown in table 1;
step two: and determining the gear, rotating speed and accelerator opening range with the excessive torsional amplitude value according to the test result in the step one, wherein if the maximum vibration amplitude of a certain vehicle type is set to be not more than 6mm/s in research and development, the range more than 6mm/s in the table 1 is the excessive range, and the schematic diagram is shown in fig. 3.
Step three: and determining the condition that the torque amplitude value of the transmission system reaches the standard after the slip friction difference compensation of different clutches is added.
Step four: determining the maximum transmission torque under the slip friction difference according to the slip friction difference determined in the step three and the heating characteristic of the clutch;
step five: determining a corresponding accelerator opening range and a corresponding rotating speed range according to the maximum transmission torque in the fourth step, and adjusting clutch sliding friction control and transmission gear shifting control;
step six: and determining the corresponding accelerator opening range and the corresponding rotating speed range according to the maximum transmission torque in the fourth step, and adjusting the torque output characteristic of the engine.
In the first step, a schematic view of a transmission system of the vehicle is shown in fig. 2. The hybrid power transmission comprises an engine or an engine matched with a motor, a clutch, a transmission shaft, a half shaft, wheels and the like, wherein the transmission can be a hydraulic Automatic Transmission (AT), an electric control mechanical automatic transmission (AMT), a double-clutch automatic transmission (DCT) and the like.
The information obtaining method in the step one includes, but is not limited to, the following methods:
(1) reading information of each gear, the rotating speed of the engine and the opening degree of the accelerator through a diagnosis port by using a diagnostic instrument;
(2) reading information of each gear, the rotating speed of an engine and the opening degree of an accelerator through a control unit of the whole vehicle;
(3) gear information is obtained by a gear sensor, engine rotating speed information is obtained by a rotating speed sensor, and accelerator opening information is obtained by an accelerator pedal opening sensor;
(4) torsional vibration signals are typically acquired by, but not limited to, three-way acceleration sensors, which are typically mounted to, but not limited to, steering wheels and driver's seat rails, etc., where vibration is more sensitive.
(5) The test information results may be as shown in table 1.
TABLE 1 torsional vibration information table for each gear transmission system
And in the third step, in order to reach the standard of the torsional amplitude value, clutch sliding friction difference compensation is carried out on a gear and rotating speed interval with the vibration amplitude value exceeding the standard, the sliding friction difference of 5r/min is taken as an initial value, the condition of reaching the standard of the vibration amplitude after compensation is confirmed, and if the vibration amplitude value does not reach the standard, the compensation quantity is increased by taking the sliding friction difference of 5r/min as a step length until the vibration amplitude value reaches the standard. The compensation can be fixed or variable, for example in 4-gear, as shown in table 2, wherein the compensation of the slip-friction difference is generally carried out by the transmission control unit.
TABLE 2 torsional vibration information table for each gear transmission system
In the fourth step, the maximum transmission torque TeObtained according to the following formula,
wherein:
P1instantaneous maximum allowable heating value per unit area (J/cm) of the clutch2/s)
TeMaximum transmission torque (N m) for clutch slip control
ni，noThe rotating speed of the driving end and the rotating speed of the driven end of the clutch (r/min) respectively
S-is the friction area (cm) of the clutch2)
And step five, adjusting clutch sliding friction control and transmission gear shifting control specifically as follows: maximum torque T transmitted in a fixed slip-friction differentialeThen, the gear lifting strategy and the sliding friction control strategy are adjusted, and the amplitude exceeding area is adjusted through a gear shifting lineThe clutch is in a sliding friction control stage, after the interval is exceeded, the clutch enters complete combination or locking control, and when the interval is smaller than the interval, a downshift action control process is carried out; if the accelerator is stepped on for downshift before the coasting downshift, the downshift is properly and actively performed by setting the downshift line, and the next low gear is locked, so that the clutch is prevented from being quitted from the slipping control due to the fact that the clutch generates heat and exceeds the standard, as shown in fig. 4.
Adjusting the torque output characteristic of the engine in the sixth step specifically as follows: maximum torque T transmitted in a fixed slip-friction differentialeThen, according to the sliding friction control interval, the maximum accelerator opening alpha and the rotating speed n corresponding to the gear reduction point which can not enter the locking0On the engine torque output curve, the torque is adjusted for the accelerator opening and the rotation speed interval so that the engine is in the rotation speed interval (n)1～n0) Torque output of at maximum torque TeThe following. As shown in fig. 5.
The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, however, the present invention is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solution of the present invention within the technical idea of the present invention, and these simple modifications are within the protective scope of the present invention.
It should be noted that the various technical features described in the above embodiments can be combined in any suitable manner without contradiction, and the invention is not described in any way for the possible combinations in order to avoid unnecessary repetition.
In addition, any combination of the various embodiments of the present invention is also possible, and the same should be considered as the disclosure of the present invention as long as it does not depart from the spirit of the present invention.
Claims (6)
1. A power assembly control method for reducing torsional vibration of a transmission system is characterized by comprising the following steps:
the method comprises the following steps: testing the torsional amplitude value of each gear, each rotating speed and each accelerator opening degree through an instrument;
step two: determining the range of gears, rotating speeds and throttle opening degrees with the exceeding torque amplitude values according to the test result of the first step;
step three: determining the condition that the torsional amplitude value of the transmission system reaches the standard after the slip friction difference compensation of different clutches is added;
step four: determining the maximum transmission torque under the slip friction difference according to the slip friction difference determined in the step three and the heating characteristic of the clutch;
step five: determining a corresponding accelerator opening range and a corresponding rotating speed range according to the maximum transmission torque in the fourth step, and adjusting clutch sliding friction control and transmission gear shifting control;
step six: and determining the corresponding accelerator opening range and the corresponding rotating speed range according to the maximum transmission torque in the fourth step, and adjusting the torque output characteristic of the engine.
2. The powertrain control method of claim 1, wherein the testing of step one includes but is not limited to the following:
(1) reading information of each gear, the rotating speed of the engine and the opening degree of the accelerator through a diagnosis port by using a diagnostic instrument;
(2) reading information of each gear, the rotating speed of an engine and the opening degree of an accelerator through a control unit of the whole vehicle;
(3) gear information is obtained by a gear sensor, engine rotating speed information is obtained by a rotating speed sensor, and accelerator opening information is obtained by an accelerator pedal opening sensor;
(4) the torsional vibration signal is obtained by, but not limited to, a three-way acceleration sensor fixed to the steering wheel or the driver's seat rails.
3. The method as claimed in claim 1, wherein in step three, in order to achieve the torque amplitude value, the clutch slip difference compensation is performed in the range of the gear and the rotating speed with the vibration amplitude exceeding the standard, the slip difference of 5r/min is used as an initial value, the amplitude achieving condition is confirmed after the compensation, and if the torque amplitude value does not achieve the standard, the compensation amount is increased by using the slip difference of 5r/min as a step length until the vibration amplitude value achieves the standard. The compensation value of the same gear and different rotating speeds can be a fixed value or a variable value. As shown in table 2, wherein the compensation of slip-friction differences is generally achieved by the transmission control unit.
4. The powertrain control method of claim 1, wherein in step four, the maximum transfer torque T is greater thaneObtained according to the following formula,
wherein:
P1instantaneous maximum allowable heating value per unit area (J/cm) of the clutch2/s)
TeMaximum transmission torque (N m) for clutch slip control
ni，noThe rotating speed of the driving end and the rotating speed of the driven end of the clutch (r/min) respectively
S-is the friction area (cm) of the clutch2)。
5. The powertrain control method of claim 1, wherein the step five of adjusting the clutch slip control and the transmission shift control comprises the following steps: maximum torque T transmitted in a fixed slip-friction differentialeThen, adjusting a gear lifting strategy and a sliding friction control strategy, adjusting through a gear shifting line, enabling an amplitude exceeding interval to be in a sliding friction control stage, enabling the clutch to enter complete combination or locking control after the amplitude exceeding interval is exceeded, and performing a gear lowering action control process after the amplitude exceeding interval is smaller than the interval; if the accelerator is stepped on for downshifting before the sliding downshifting, the downshifting is properly and actively performed by setting a downshifting line, and the next low gear is locked and controlled, so that the slipping control quitting caused by the excessive heating of the clutch is prevented.
6. Such as rightThe powertrain control method of claim 1, wherein the torque output characteristic of the engine is adjusted as follows: maximum torque T transmitted in a fixed slip-friction differentialeThen, according to the sliding friction control interval, the maximum accelerator opening corresponding to the locked gear-down point can not be entered, and the torque is adjusted on the torque output curve of the engine aiming at the accelerator opening and the rotating speed interval, so that the torque output of the engine is at the maximum torque TeThe following.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114909466A (en) * | 2021-02-07 | 2022-08-16 | 广汽埃安新能源汽车有限公司 | Vehicle downshift control method and device and storage medium |
| CN115143277A (en) * | 2022-06-17 | 2022-10-04 | 中国第一汽车股份有限公司 | Gear shifting control method, shifting fork control method and system for double-clutch transmission, double-clutch transmission and automobile with double-clutch transmission |
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| CN114909466B (en) * | 2021-02-07 | 2024-03-29 | 广汽埃安新能源汽车有限公司 | Vehicle downshift control method, device and storage medium |
| CN115143277A (en) * | 2022-06-17 | 2022-10-04 | 中国第一汽车股份有限公司 | Gear shifting control method, shifting fork control method and system for double-clutch transmission, double-clutch transmission and automobile with double-clutch transmission |
| CN115143277B (en) * | 2022-06-17 | 2024-03-22 | 中国第一汽车股份有限公司 | Gear shifting control method and system for double-clutch transmission, double-clutch transmission and automobile with double-clutch transmission |
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