CN112253318B - Transmission clearance self-adaptive feedback control method, engine controller and automobile - Google Patents
Transmission clearance self-adaptive feedback control method, engine controller and automobile Download PDFInfo
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- CN112253318B CN112253318B CN202010940752.1A CN202010940752A CN112253318B CN 112253318 B CN112253318 B CN 112253318B CN 202010940752 A CN202010940752 A CN 202010940752A CN 112253318 B CN112253318 B CN 112253318B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
Abstract
The invention discloses a transmission clearance self-adaptive feedback control method, an engine controller and an automobile, and relates to the technical field of automobile engine control. The method comprises the following steps: acquiring current vehicle speed information and actual engine rotating speed to obtain theoretical engine rotating speed; if the actual deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine is larger than or equal to the preset deviation value, activating transmission clearance correction enabling; according to the gear information, the actual deviation value and the transmission clearance correction coefficient corresponding table, obtaining a transmission clearance correction coefficient to correct the initial filter coefficient, and obtaining a current filter coefficient; and acquiring the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque. The method judges the real vehicle movement amplitude based on the engine speed, the vehicle speed and the speed ratio, and finally reflects the correction coefficient of the drivability torque filtering through the amplitude, thereby achieving the purposes of active analysis and feedback control.
Description
Technical Field
The invention relates to the technical field of automobile engine control, in particular to a transmission clearance self-adaptive feedback control method, an engine controller and an automobile.
Background
After the drivability development of the traditional vehicle model is completed at the present stage, the drivability torque filtering control data of the traditional vehicle model is unchanged along with the whole life cycle of the vehicle.
As the driving range of the vehicle increases, the aging of the vehicle and the wear of the transmission system cause the transmission clearance to be larger and larger, so that the longer the service life of the vehicle is detected by a user, the more obvious the vehicle moves, and the driving comfort experience of the user is poor.
Disclosure of Invention
The invention aims to solve the problems that after a transmission system is aged and worn, a transmission gap is enlarged, torque filtering control cannot be covered in a full period, driving feeling is poor, comfort is reduced, and vehicle quality is affected in the background technology.
In a first aspect, a transmission clearance adaptive feedback control method is provided, which is applied to an engine controller, and comprises the following steps:
acquiring current vehicle speed information and actual engine rotating speed, and acquiring theoretical engine rotating speed according to the vehicle speed information;
if the actual deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine is larger than or equal to the preset deviation value, activating transmission clearance correction enabling;
after the transmission clearance correction enabling is activated, obtaining a transmission clearance correction coefficient according to the current gear information, the actual deviation value and a transmission clearance correction coefficient corresponding table in the vehicle speed information;
acquiring an initial filter coefficient, and correcting the initial filter coefficient according to the transmission clearance correction coefficient to obtain a current filter coefficient;
and acquiring the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque.
In a first possible implementation manner of the first aspect, the step of "obtaining the theoretical engine speed based on the vehicle speed information" includes:
determining a current transmission ratio according to the current gear information and the transmission system parameters;
obtaining the theoretical rotating speed of the engine according to the current vehicle speed, the current transmission ratio and the radius of the tire;
wherein the vehicle speed information includes current gear information, drive train parameters, current vehicle speed, and the tire radius.
According to the first aspect, in a second possible implementation manner of the first aspect, before the step of obtaining the transmission clearance correction coefficient according to the current gear information in the vehicle speed information, the actual deviation value, and the transmission clearance correction coefficient corresponding table, the method includes the following steps of calibrating the transmission clearance correction coefficient corresponding table:
under any calibration gear information, when the calibration rotating speed deviation amount is greater than or equal to a preset deviation amount, filtering by adopting a plurality of transmission clearance correction coefficients respectively, and recording the corrected rotating speed deviation amount after the correction of each transmission clearance correction coefficient, wherein the calibration rotating speed deviation amount is the deviation amount between the actual rotating speed of the engine and the theoretical rotating speed of the engine during calibration;
if the corrected rotating speed deviation amount is smaller than a preset deviation amount, taking a corresponding transmission clearance correction coefficient as a calibration transmission clearance correction coefficient of the calibration gear information and the calibration rotating speed deviation amount;
and establishing a transmission clearance correction coefficient corresponding table according to the calibration gear information, the calibration rotating speed deviation amount and the calibration transmission clearance correction coefficient.
According to a second possible implementation manner of the first aspect, in a third possible implementation manner of the first aspect, the step of taking the corresponding transmission clearance correction coefficient as a calibrated transmission clearance correction coefficient of the gear information and the rotation speed deviation amount if the corrected rotation speed deviation amount is smaller than a preset deviation amount includes the following steps:
and if the corrected rotating speed deviation amounts corresponding to the plurality of transmission clearance correction coefficients are smaller than a preset deviation amount, taking the transmission clearance correction coefficient corresponding to the minimum corrected rotating speed deviation amount as a calibrated transmission clearance correction coefficient of the gear information and the rotating speed deviation amount.
According to the first aspect, in a fourth possible implementation manner of the first aspect, the step of obtaining an initial filter coefficient and correcting the initial filter coefficient according to the transmission clearance correction coefficient to obtain a current filter coefficient includes the following steps:
obtaining an initial filter coefficient K0；
According to the transmission clearance correction coefficient r and the initial filter coefficient K0Obtaining the current filter coefficient K, K ═ K0*r。
According to a fourth possible implementation manner of the first aspect, in a fifth possible implementation manner of the first aspect, the step of obtaining the previous cycle required torque and the current required torque, and obtaining the current actual execution torque by combining the current filter coefficient includes the following steps:
obtaining the torque Tq required by the last period0Old and the current required torque Tq0；
Combining the current filter coefficient K to obtain the current actual execution torque Tq, wherein Tq is (Tq)0-Tq0_old)*K+Tq0_old。
In a sixth possible implementation manner of the first aspect, after the step of "obtaining the theoretical engine speed based on the vehicle speed information", the method includes the steps of:
if the deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine is smaller than a preset deviation value, taking the initial filter coefficient as the current filter coefficient;
and acquiring the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque.
According to the first aspect, in a seventh possible implementation manner of the first aspect, the step of "acquiring current vehicle speed information and actual engine speed, and analyzing theoretical engine speed according to the vehicle speed information" includes the following steps:
when fault information of a sensor is detected, taking the initial filter coefficient as the current filter coefficient;
and acquiring the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque.
In a second aspect, an engine controller is provided, comprising:
a signal input module to: acquiring current vehicle speed information and the actual rotating speed of an engine through a sensor;
a transmission gap arbitration module connected with the signal input module and configured to: analyzing the theoretical rotating speed of the engine according to the vehicle speed information, and activating transmission clearance correction enabling if the deviation amount of the actual rotating speed of the engine and the theoretical rotating speed of the engine is greater than or equal to a preset deviation amount;
and the correction coefficient calibration control module is connected with the transmission gap arbitration module and is used for: obtaining a transmission clearance correction coefficient according to current gear information, the deviation value and a transmission clearance correction coefficient corresponding table in the vehicle speed information, obtaining an initial filter coefficient, and correcting the initial filter coefficient based on the transmission clearance correction coefficient to obtain a current filter coefficient;
the signal output module is connected with the correction coefficient calibration control module and is used for: and acquiring the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque.
In a third aspect, an automobile is provided, which includes the engine controller.
Compared with the prior art, the method and the device judge the real vehicle movement amplitude based on the engine speed, the vehicle speed and the speed ratio, and finally reflect the correction coefficient of the drivability torque filtering through the amplitude, thereby achieving the purposes of active analysis and feedback control.
Drawings
FIG. 1 is a schematic flow chart of a transmission clearance adaptive feedback control method according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an apparatus for adaptive feedback control of transmission lash according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of an engine controller according to an embodiment of the present invention;
FIG. 4 is a schematic flow chart of an engine controller according to an embodiment of the present invention;
FIG. 5 is a logic control diagram of a transmission gap arbitration module according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of the operation of the transmission gap arbitration module according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a torque filter module according to an embodiment of the present invention.
Description of the drawings:
100. an engine controller; 110. a signal input module; 120. a transmission gap arbitration module; 130. a correction coefficient calibration control module; 140. and a signal output module.
Detailed Description
Reference will now be made in detail to the present embodiments of the invention, examples of which are illustrated in the accompanying drawings. While the invention will be described in conjunction with the specific embodiments, it will be understood that they are not intended to limit the invention to the embodiments described. On the contrary, it is intended to cover alternatives, modifications, and equivalents as may be included within the spirit and scope of the invention as defined by the appended claims. It should be noted that the method steps described herein may be implemented by any functional block or functional arrangement, and that any functional block or functional arrangement may be implemented as a physical entity or a logical entity, or a combination of both.
In order that those skilled in the art will better understand the present invention, the following detailed description of the invention is provided in conjunction with the accompanying drawings and the detailed description of the invention.
Note that: the example to be described next is only a specific example, and does not limit the embodiments of the present invention necessarily to the following specific steps, values, conditions, data, orders, and the like. Those skilled in the art can, upon reading this specification, utilize the concepts of the present invention to construct more embodiments than those specifically described herein.
Referring to fig. 1, an embodiment of the present invention provides a transmission clearance adaptive feedback control method applied to an engine controller, including the following steps:
acquiring current vehicle speed information and actual engine rotating speed, and acquiring theoretical engine rotating speed according to the vehicle speed information;
if the actual deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine is larger than or equal to the preset deviation value, activating transmission clearance correction enabling;
obtaining a transmission clearance correction coefficient according to the current gear information, the actual deviation value and a transmission clearance correction coefficient corresponding table in the vehicle speed information;
acquiring an initial filter coefficient, and correcting the initial filter coefficient according to the transmission clearance correction coefficient to obtain a current filter coefficient;
and acquiring the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque.
Specifically, in the present embodiment, as shown in fig. 2, an apparatus diagram of transmission gap adaptive feedback control in which a rotational speed sensor is mounted on an engine camshaft for measuring an actual rotational speed of an engine; the vehicle speed sensor is arranged at the wheel end and used for measuring the actual vehicle speed of the vehicle; the transmission speed ratio and the wheel radius are relatively fixed values, and the data are finally input into an engine controller.
The rotating speed sensor and the vehicle speed sensor are respectively connected with the engine controller, and the rotating speed sensor sends the collected actual rotating speed N of the engine to the engine controller0And the vehicle speed sensor sends the current vehicle speed V in the collected current vehicle speed information to the engine controller. Meanwhile, the engine controller also acquires current gear information in the current vehicle speed information, and transmission system parameters (the current transmission ratio r is determined by combining the current gear information)all) And a tire radius R. The engine theoretical speed is obtained from the current vehicle speed information as described above (calculated only when the transmission is engaged, i.e. the clutch must be fully disengaged for a manual vehicle; and fully engaged for an automatic vehicle transmission).
And calculating an actual deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine, comparing the actual deviation value with a preset deviation value ((control is carried out by using different values based on gears)) to obtain a transmission clearance correction enable, and determining whether to continue the subsequent self-adaptive feedback control or not by the transmission clearance correction enable. When the deviation amount of the rotating speed is greater than or equal to the preset deviation value, the transmission clearance correction enabling device is set to be 1, and the representation enabling is activated; and when the deviation value of the rotating speed is smaller than the preset deviation value, the transmission clearance correction enable is set to be 0, and the representation enable is not activated. The preset deviation value is a tolerance value, the sum of the actual rotating speed of the engine and the tolerance is an upper deviation, the difference between the actual rotating speed of the engine and the tolerance is a lower deviation, a tolerance zone is a range between the lower deviation and the upper deviation, and the engine enters an activation interval when the theoretical rotating speed of the engine is greater than the upper deviation or less than the lower deviation. The preset deviation values under different gears may be the same or different, so that the preset deviation value is determined based on the current gear information.
And obtaining a transmission clearance correction coefficient according to the current gear information, the actual deviation value and the transmission clearance correction coefficient corresponding table in the vehicle speed information. Initial filter coefficients are obtained, and the initial filter coefficients of each engine are determined based on engine parameters, so that the initial filter coefficients are fixed values. And correcting the initial filter coefficient according to the transmission clearance correction coefficient to obtain a current filter coefficient, then obtaining the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque.
The vehicle is controlled through the corrected torque filter coefficient, and the sharp torque change is processed into the moderate torque change, so that the aim of reducing vehicle shaking is fulfilled.
Alternatively, in another embodiment of the present application, the step of "obtaining the theoretical engine speed according to the vehicle speed information" includes the steps of:
determining a current transmission ratio according to the current gear information and the transmission system parameters;
obtaining the theoretical rotating speed of the engine according to the current vehicle speed, the current transmission ratio and the radius of the tire;
wherein the vehicle speed information includes current gear information, drive train parameters, current vehicle speed, and the tire radius.
Specifically, in the present embodiment, the gear ratios in different gears are different, but the parameters of the entire transmission system are fixed, so that the current gear ratio r is determined according to the current gear information and the parameters of the transmission systemallThen obtaining the theoretical rotating speed N of the engine according to the current vehicle speed V, the current transmission ratio V and the radius R of the tire, wherein,
the unit conversion (Km/h to m/min) of the vehicle speed obtained by the sensor V1000/60, i.e. V16.67, is divided by the tire circumference calculated from the tire radius to obtain the rotational speed at the tire, i.e. the rotational speed at the tire
And finally multiplying the speed ratios of all transmission systems under the current gear to obtain the theoretical rotating speed of the engine converted from the vehicle speed.
Optionally, in another embodiment of the present application, before the step of obtaining the transmission clearance correction coefficient according to the current gear information in the vehicle speed information, the actual deviation value, and the transmission clearance correction coefficient corresponding table, the method includes the following steps of calibrating the transmission clearance correction coefficient corresponding table:
under any calibration gear information, when the calibration rotating speed deviation amount is greater than or equal to a preset deviation amount, filtering by adopting a plurality of transmission clearance correction coefficients respectively, and recording the corrected rotating speed deviation amount after the correction of each transmission clearance correction coefficient, wherein the calibration rotating speed deviation amount is the deviation amount between the actual rotating speed of the engine and the theoretical rotating speed of the engine during calibration;
if the corrected rotating speed deviation amount is smaller than a preset deviation amount, taking a corresponding transmission clearance correction coefficient as a calibration transmission clearance correction coefficient of the calibration gear information and the calibration rotating speed deviation amount;
and establishing a transmission clearance correction coefficient corresponding table according to the calibration gear information, the calibration rotating speed deviation amount and the calibration transmission clearance correction coefficient.
Specifically, in this embodiment, the precondition for performing the transmission clearance adaptive feedback control is to calibrate the transmission clearance correction coefficient correspondence table. Wherein, the calibration process is as follows: firstly, selecting any gear information as calibration gear information, then selecting any calibration rotating speed deviation amount which is greater than or equal to a preset deviation amount, wherein the calibration rotating speed deviation amount is the deviation amount of the actual rotating speed of the engine and the theoretical rotating speed of the engine during calibration. Recording the current rotating speed deviation amount, inputting different transmission clearance correction coefficients with small or large values for filtering, and when the transmission clearance correction coefficients enable the corrected (filtered) corrected rotating speed deviation amount to be smaller than the preset deviation amount under the same working condition, the transmission clearance correction coefficients are reasonable, so that the transmission clearance correction coefficients are used as the calibration transmission clearance correction coefficients of the corresponding calibration gear information and calibration rotating speed deviation amount. And finally, establishing a transmission clearance correction coefficient corresponding table according to the calibration gear information, the calibration rotating speed deviation amount and the calibration transmission clearance correction coefficient. The maximum value and the minimum value of the dynamic clearance correction coefficient are set to play roles in protecting and preventing response from being too slow.
According to the method and the device, the transmission clearance correction coefficient is calibrated under different calibration gear information and calibration rotating speed deviation values, so that the transmission clearance correction coefficient can be rapidly determined to correct the initial filter coefficient in the subsequent transmission clearance adaptive feedback control, the correction coefficient under the current working condition can be obtained, the radical torque change is processed into the moderate torque change, and the aim of reducing vehicle shaking is achieved.
Optionally, in another embodiment of the present application, the step of "if the corrected rotational speed deviation amount is smaller than a preset deviation amount, taking a corresponding transmission clearance correction coefficient as a calibrated transmission clearance correction coefficient of the gear information and the rotational speed deviation amount" includes the following steps:
and if the corrected rotating speed deviation amounts corresponding to the plurality of transmission clearance correction coefficients are smaller than a preset deviation amount, taking the transmission clearance correction coefficient corresponding to the minimum corrected rotating speed deviation amount as a calibrated transmission clearance correction coefficient of the gear information and the rotating speed deviation amount.
Specifically, in this embodiment, when a certain critical value is exceeded, the input transmission clearance correction coefficient can correct the torque to a relatively gentle state, that is, there may exist a plurality of corrected rotational speed deviation amounts corresponding to the transmission clearance correction coefficients that are all smaller than a preset deviation amount, so that the transmission clearance correction coefficient corresponding to the smallest corrected rotational speed deviation amount is selected as the gear information and the calibrated transmission clearance correction coefficient of the rotational speed deviation amount.
Optionally, in another embodiment of the present application, the step of "obtaining an initial filter coefficient, and modifying the initial filter coefficient according to the transmission clearance modification coefficient to obtain a current filter coefficient" includes the following steps:
obtaining an initial filter coefficient K0；
According to the transmission clearance correction coefficient r and the initial filter coefficient K0Obtaining the current filter coefficient K, K ═ K0*r。
Alternatively, in another embodiment of the present application, after the step of "obtaining the theoretical engine speed according to the vehicle speed information", the method includes the steps of:
if the deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine is smaller than a preset deviation value, taking the initial filter coefficient as the current filter coefficient;
and acquiring the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque.
Specifically, in this embodiment, if the deviation value between the actual engine speed and the theoretical engine speed is smaller than the preset deviation value, it indicates that the transmission clearance is within the allowable range, and the initial filter coefficient is not required to be corrected, so that the initial filter coefficient is directly used as the current filter coefficient, the required torque of the previous cycle and the current required torque are then obtained, and the current actual execution torque is obtained by combining the current filter coefficient.
Optionally, in another embodiment of the present application, the step of "obtaining the last cycle required torque and the current required torque, and obtaining the current actual execution torque by combining the current filter coefficient" includes the following steps:
obtaining the torque Tq required by the last period0Old and the current required torque Tq0；
Combining the current filter coefficient K to obtain the current actual execution torque Tq, wherein Tq is (Tq)0-Tq0_old)*K+Tq0_old。
Specifically, in the present embodiment, the torque requested by the previous cycle Tq is acquired0_oldAnd the current required torque Tq0And combining the current filter coefficient K to obtain the current actual execution torque Tq, wherein the current actual execution torque Tq is (Tq)0-Tq0_old)*K+Tq0Old. And when the deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine is greater than or equal to the preset deviation value, the current filter coefficient K is the filter coefficient corrected based on the transmission clearance correction coefficient. And when the deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine is smaller than the preset deviation value, the current filter coefficient K is the initial filter coefficient.
Optionally, in another embodiment of the present application, the step of "obtaining current vehicle speed information and actual engine speed, and analyzing theoretical engine speed according to the vehicle speed information" includes the steps of:
when fault information of a sensor is detected, taking the initial filter coefficient as the current filter coefficient;
and acquiring the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque.
Specifically, in this embodiment, since the transmission clearance adaptive feedback control is calculated based on the measured value of the sensor, and the control result is affected by the occurrence of a fault of the sensor, when the fault information of the sensor is detected, the initial filter coefficient is not corrected, the initial filter coefficient is directly used as the current filter coefficient, the required torque of the previous period and the current required torque are obtained, and the current actual execution torque is obtained by combining the current filter coefficient.
As shown in fig. 3, another embodiment of the present application provides an engine controller 100 including:
a signal input module 110 for: acquiring current vehicle speed information and the actual rotating speed of an engine through a sensor;
a transmission gap arbitration module 120 connected to the signal input module 110, for: analyzing the theoretical rotating speed of the engine according to the vehicle speed information, and activating transmission clearance correction enabling if the deviation amount of the actual rotating speed of the engine and the theoretical rotating speed of the engine is greater than or equal to a preset deviation amount;
a correction factor calibration control module 130, connected to the transmission gap arbitration module 120, for: obtaining a transmission clearance correction coefficient according to current gear information, the deviation value and a transmission clearance correction coefficient corresponding table in the vehicle speed information, obtaining an initial filter coefficient, and correcting the initial filter coefficient based on the transmission clearance correction coefficient to obtain a current filter coefficient;
a signal output module 140, connected to the correction factor calibration control module 130, and configured to: and acquiring the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque.
Specifically, the implementation of any module in this embodiment has been described in detail in the corresponding method embodiment, and thus, the detailed description is omitted.
In another embodiment of the present application, a transmission clearance adaptive feedback control system is provided for performing the transmission clearance adaptive feedback control method described in the above embodiment, and includes an engine controller and a plurality of sensors described in the above embodiment, as shown in fig. 4, the engine controller includes a signal input module 110, a transmission clearance arbitration module 120, a correction coefficient calibration control module 130, and a signal output module 140.
Signal input module 110, actual engine speed N measured by sensor0The current vehicle speed V, the directly obtained data: current gear information, current gear ratio rallAnd a half tire radius R of the tire.
A transmission gap arbitration module 120 for calculating an actual engine speed N0The actual deviation value of the theoretical engine speed N converted from the information of the current vehicle speed V and the like is compared with a preset deviation value which can be calibrated to obtain the transmission clearance correction enable, the transmission clearance correction enable determines whether to control the correction coefficient calibration control module, and a logic control chart of the transmission clearance arbitration module is shown in FIG. 5. The unit conversion (Km/h to m/min) of the vehicle speed obtained by the sensor V1000/60, i.e. V16.67, is divided by the tire circumference calculated from the tire radius to obtain the rotational speed at the tire, i.e. the rotational speed at the tire
And finally multiplying the speed ratios of all transmission systems under the current gear to obtain the theoretical rotating speed of the engine converted from the vehicle speed. Calculating an actual deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine, and when the deviation value of the rotating speed is greater than or equal to a preset deviation value, enabling 1 transmission clearance correction to represent enabling activation; and when the deviation value of the rotating speed is smaller than the preset deviation value, the transmission clearance correction enable is set to be 0, and the representation enable is not activated. FIG. 6 is a diagram illustrating the operation of the transmission gap arbitration module.
The correction factor calibration control module 130 finds the transmission clearance correction factor corresponding to the current vehicle state in a MAP table calibrated in advance according to the current gear information and the deviation amount between the actual engine speed and the theoretical engine speed. The MAP is used for representing the corresponding relation among the gear information of the vehicle, the rotating speed deviation and the transmission clearance correction coefficient, limiting the size of the transmission clearance correction coefficient corresponding to the current vehicle state, and sending the transmission clearance correction coefficient after the limiting processing to a torque filtering module in the engine control unit.
The signal output module 140 includes a torque filtering module and a logic processing module, and the signal output module performs correction processing according to the transmission clearance correction coefficient, the sensor fault parameter and the original torque filtering coefficient (initial filtering coefficient) of the torque filtering module to obtain a current filtering coefficient after the correction processing, and controls the vehicle through the current filtering coefficient after the correction processing to process the radical torque change into a moderate torque change, thereby achieving the purpose of reducing vehicle shake.
As shown in fig. 7, the actual execution torque Tq (execution) — (Tq-Tq _ old) × K _ Pos + (Tq-Tq _ old) × K _ Neg + Tq _ old, where K _ Pos and K _ Neg are filter coefficients, and when the torque is increasing in the positive direction, (Tq-Tq _ old) × K _ Neg is greater than 0 and therefore does not work, the actual execution torque is Tq (execution) — (Tq-Tq _ old) × K _ Pos + Tq _ old when the torque is increasing, and conversely, when the torque is decreasing in the negative direction, (Tq-Tq _ old) × K _ Pos is less than 0 and does not work, and when the torque is decreasing, the actual execution torque is Tq (execution) — t q — Tq _ old) — K _ Neg + Tq _ old. Tq is the required execution torque of the last calculation cycle of the current required execution torque Tq _ old, wherein the torque is increased when Tq is larger than Tq _ old, and the torque is decreased when Tq is smaller than Tq _ old. And if the data calculation value is inaccurate due to the occurrence of faults of required sensors (a vehicle speed sensor and a rotating speed sensor), the corrected filter coefficient is not used.
Another embodiment of the present invention provides an automobile including the engine controller according to the above embodiment.
Based on the same inventive concept, the embodiments of the present application further provide a computer-readable storage medium, on which a computer program is stored, and the computer program, when executed by a processor, implements all or part of the method steps of the above method.
The present invention can implement all or part of the processes of the above methods, and can also be implemented by using a computer program to instruct related hardware, where the computer program can be stored in a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the above method embodiments can be implemented. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer readable medium may include: any entity or device capable of carrying computer program code, recording medium, U-disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution media, and the like. It should be noted that the computer readable medium may contain other components which may be suitably increased or decreased as required by legislation and patent practice in jurisdictions, for example, in some jurisdictions, in accordance with legislation and patent practice, the computer readable medium does not include electrical carrier signals and telecommunications signals.
Based on the same inventive concept, an embodiment of the present application further provides an electronic device, which includes a memory and a processor, where the memory stores a computer program running on the processor, and the processor executes the computer program to implement all or part of the method steps in the method.
The Processor may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. The general purpose processor may be a microprocessor or the processor may be any conventional processor or the like, the processor being the control center of the computer device and the various interfaces and lines connecting the various parts of the overall computer device.
The memory may be used to store computer programs and/or modules, and the processor may implement various functions of the computer device by executing or executing the computer programs and/or modules stored in the memory, as well as by invoking data stored in the memory. The memory may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required by at least one function (e.g., a sound playing function, an image playing function, etc.); the storage data area may store data (e.g., audio data, video data, etc.) created according to the use of the cellular phone. In addition, the memory may include high speed random access memory, and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), at least one magnetic disk storage device, a Flash memory device, or other volatile solid state storage device.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, server, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, optical storage, and the like) having computer-usable program code embodied therein.
The present invention has been described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), servers and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (9)
1. A transmission clearance self-adaptive feedback control method is applied to an engine controller and is characterized by comprising the following steps:
acquiring current vehicle speed information and actual engine rotating speed, and acquiring theoretical engine rotating speed according to the vehicle speed information;
if the actual deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine is larger than or equal to the preset deviation value, activating transmission clearance correction enabling;
after the transmission clearance correction enabling is activated, obtaining a transmission clearance correction coefficient according to the current gear information, the actual deviation value and a transmission clearance correction coefficient corresponding table in the vehicle speed information;
acquiring an initial filter coefficient, and correcting the initial filter coefficient according to the transmission clearance correction coefficient to obtain a current filter coefficient;
acquiring a required torque of the previous period and a current required torque, and combining the current filter coefficient to obtain a current actual execution torque;
before the step of obtaining the transmission clearance correction coefficient according to the current gear information, the actual deviation value and the transmission clearance correction coefficient corresponding table in the vehicle speed information, the method comprises the following steps of calibrating the transmission clearance correction coefficient corresponding table:
under any calibration gear information, when the calibration rotating speed deviation amount is greater than or equal to a preset deviation amount, filtering by adopting a plurality of transmission clearance correction coefficients respectively, and recording the corrected rotating speed deviation amount after the correction of each transmission clearance correction coefficient, wherein the calibration rotating speed deviation amount is the deviation amount between the actual rotating speed of the engine and the theoretical rotating speed of the engine during calibration;
if the corrected rotating speed deviation amount is smaller than a preset deviation amount, taking a corresponding transmission clearance correction coefficient as a calibration transmission clearance correction coefficient of the calibration gear information and the calibration rotating speed deviation amount;
and establishing a transmission clearance correction coefficient corresponding table according to the calibration gear information, the calibration rotating speed deviation amount and the calibration transmission clearance correction coefficient.
2. The transmission lash adaptive feedback control method according to claim 1, wherein the step of "obtaining an engine theoretical rotational speed based on the vehicle speed information" includes the steps of:
determining a current transmission ratio according to the current gear information and the transmission system parameters;
obtaining the theoretical rotating speed of the engine according to the current vehicle speed, the current transmission ratio and the radius of the tire;
wherein the vehicle speed information includes current gear information, drive train parameters, current vehicle speed, and the tire radius.
3. The backlash adaptive feedback control method according to claim 1, wherein said step of, if said corrected rotational speed deviation amount is smaller than a preset deviation amount, using a corresponding backlash correction coefficient as a calibrated backlash correction coefficient for said shift information and said rotational speed deviation amount, comprises the steps of:
and if the corrected rotating speed deviation amounts corresponding to the plurality of transmission clearance correction coefficients are smaller than a preset deviation amount, taking the transmission clearance correction coefficient corresponding to the minimum corrected rotating speed deviation amount as a calibrated transmission clearance correction coefficient of the gear information and the rotating speed deviation amount.
4. The transmission clearance adaptive feedback control method according to claim 1, wherein the step of obtaining an initial filter coefficient and modifying the initial filter coefficient according to the transmission clearance modification coefficient to obtain a current filter coefficient comprises the steps of:
obtaining an initial filter coefficient K0；
According to the transmission clearance correction coefficient r and the initial filter coefficient K0Obtaining the current filter coefficient K, K ═ K0*r。
5. The transmission lash adaptive feedback control method as claimed in claim 4, wherein the step of obtaining the last cycle required torque and the current required torque, and obtaining the current actual execution torque in combination with the current filter coefficient comprises the steps of:
obtaining the torque Tq required by the last period0Old and the current required torque Tq0；
Combining the current filter coefficient K to obtain the current actual execution torque Tq, wherein Tq is (Tq)0-Tq0_old)*K+Tq0_old。
6. The transmission clearance adaptive feedback control method according to claim 1, characterized in that the step of obtaining the engine theoretical rotational speed based on the vehicle speed information is followed by the step of:
if the deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine is smaller than a preset deviation value, taking the initial filter coefficient as the current filter coefficient;
and acquiring the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque.
7. The transmission lash adaptive feedback control method as claimed in claim 1, wherein the step of "acquiring current vehicle speed information and actual engine speed, and analyzing theoretical engine speed based on the vehicle speed information" comprises the steps of:
when fault information of a sensor is detected, taking the initial filter coefficient as the current filter coefficient;
and acquiring the required torque of the previous period and the current required torque, and combining the current filter coefficient to obtain the current actual execution torque.
8. An engine controller, comprising:
a signal input module to: acquiring current vehicle speed information and the actual rotating speed of an engine through a sensor;
a transmission gap arbitration module connected with the signal input module and configured to: analyzing the theoretical rotating speed of the engine according to the vehicle speed information, and activating transmission clearance correction enabling if the actual deviation value of the actual rotating speed of the engine and the theoretical rotating speed of the engine is greater than or equal to a preset deviation value;
and the correction coefficient calibration control module is connected with the transmission gap arbitration module and is used for: obtaining a transmission clearance correction coefficient according to current gear information, the actual deviation value and a transmission clearance correction coefficient corresponding table in the vehicle speed information, obtaining an initial filter coefficient, and correcting the initial filter coefficient based on the transmission clearance correction coefficient to obtain a current filter coefficient;
the signal output module is connected with the correction coefficient calibration control module and is used for: acquiring a required torque of the previous period and a current required torque, and combining the current filter coefficient to obtain a current actual execution torque;
the correction coefficient calibration control module is also used for obtaining a transmission clearance correction coefficient according to the current gear information, the actual deviation value and the transmission clearance correction coefficient corresponding table in the vehicle speed information before the step of:
under any calibration gear information, when the calibration rotating speed deviation amount is greater than or equal to a preset deviation amount, filtering by adopting a plurality of transmission clearance correction coefficients respectively, and recording the corrected rotating speed deviation amount after the correction of each transmission clearance correction coefficient, wherein the calibration rotating speed deviation amount is the deviation amount between the actual rotating speed of the engine and the theoretical rotating speed of the engine during calibration;
if the corrected rotating speed deviation amount is smaller than a preset deviation amount, taking a corresponding transmission clearance correction coefficient as a calibration transmission clearance correction coefficient of the calibration gear information and the calibration rotating speed deviation amount;
and establishing a transmission clearance correction coefficient corresponding table according to the calibration gear information, the calibration rotating speed deviation amount and the calibration transmission clearance correction coefficient.
9. An automobile characterized by comprising the engine controller according to claim 8.
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| CN102322364A (en) * | 2011-08-25 | 2012-01-18 | 奇瑞汽车股份有限公司 | Engine torque control method and device for urgent acceleration of automatic gearbox |
| CN110905676A (en) * | 2019-12-04 | 2020-03-24 | 潍柴动力股份有限公司 | Engine performance optimization method and device and electronic control unit |
| CN111058956A (en) * | 2018-10-17 | 2020-04-24 | 上海汽车集团股份有限公司 | Engine torque control method and device and vehicle |
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| CN102322364A (en) * | 2011-08-25 | 2012-01-18 | 奇瑞汽车股份有限公司 | Engine torque control method and device for urgent acceleration of automatic gearbox |
| CN111058956A (en) * | 2018-10-17 | 2020-04-24 | 上海汽车集团股份有限公司 | Engine torque control method and device and vehicle |
| CN110905676A (en) * | 2019-12-04 | 2020-03-24 | 潍柴动力股份有限公司 | Engine performance optimization method and device and electronic control unit |
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