CN112283338B - Plateau gear shifting rotating speed correction strategy for AMT gearbox - Google Patents

Plateau gear shifting rotating speed correction strategy for AMT gearbox Download PDF

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CN112283338B
CN112283338B CN202011183445.XA CN202011183445A CN112283338B CN 112283338 B CN112283338 B CN 112283338B CN 202011183445 A CN202011183445 A CN 202011183445A CN 112283338 B CN112283338 B CN 112283338B
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atmospheric pressure
engine
fac
control unit
tcu
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CN112283338A (en
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柯锦武
宋宁
朱卫庆
吕建军
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Nanjing Automobile Group Corp
SAIC Maxus Vehicle Co Ltd Nanjing Branch
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Nanjing Automobile Group Corp
SAIC Maxus Vehicle Co Ltd Nanjing Branch
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0216—Calculation or estimation of post shift values for different gear ratios, e.g. by using engine performance tables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1284—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a sensor

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The invention discloses a highland gear shifting rotating speed correction strategy for an AMT (automated mechanical transmission), which is mainly characterized in that the current altitude is judged in real time by taking atmospheric pressure as an input signal, and a TCU (transmission control unit) corrects the gear shifting rotating speed according to different atmospheric pressures. The strategy can effectively realize different gear shifting rotating speed correction control according to different altitudes, overcomes the difficulty of insufficient dynamic property caused by a low rotating speed area of an engine in a plateau area, improves the whole vehicle driving feeling of a driver, and perfects the unicity and the deficiency of the original strategy.

Description

Plateau gear shifting rotating speed correction strategy for AMT gearbox
The technical field is as follows:
the invention belongs to the technical field of gearbox gear shifting strategy optimization, and particularly relates to a highland gear shifting rotating speed correction strategy for an AMT gearbox.
Background art:
an AMT (automatic mechanical transmission) uses an electric or pneumatic actuating mechanism to replace components such as a gear shifting pull rod, a ball head, a clutch pedal and the like, and can plan the most reasonable and optimal gear according to parameters such as the rotating speed of an engine, the opening degree of an accelerator and the like.
At present, the gear shifting rotating speed of the conventional AMT vehicle type is basically based on standard atmospheric pressure, and the gear shifting can be effectively carried out in plain areas. However, in a high altitude area, due to the influence of high altitude, the power loss of the engine increases along with the reduction of the intake pressure, especially in a low rotation speed area, the power loss is great, and a gear shifting rotation speed strategy based on standard atmospheric pressure often cannot meet the requirements of actual users
The search shows that: chinese patent (CN 104179962A) discloses a shift control method for an automatic car stop at high altitude, but the patent only provides three modes, namely normal mode, plateau mode 1 and plateau mode 2, and determines whether to switch 2 fixed plateau modes by altitude factor and preset altitude factor.
The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
The invention content is as follows:
the invention aims to provide a plateau gear-shifting rotating speed correction strategy for an AMT gearbox, which overcomes the defects in the prior art by creating a high-altitude region gearbox gear-shifting rotating speed correction strategy to make up the plateau power driving feeling of a vehicle and is particularly practical.
In order to achieve the above object, the present invention provides a plateau gear-shifting speed-correcting strategy for an AMT gearbox, which comprises:
an engine control unit ECU acquires an atmospheric pressure value, an engine speed, an accelerator pedal opening degree and an engine coolant temperature, and carries out table lookup calculation based on a gear signal and the accelerator opening degree to obtain a basic gear shifting speed Nabs，
Plateau gear shifting rotating speed correction N based on gear signal and accelerator opening degree to perform table lookup calculationpAnd correcting the temperature and the shift speed of the cooling liquid by table look-up calculation based on the gear signal and the accelerator openingpCorrecting curve fac based on atmospheric pressure and rotation speedpCorrection curve fac based on coolant temperaturetTCU calculates final gear shifting required rotating speed Ndes = Nabs + Np * facp + Nt * fact。
Nabs: the TCU calculates a basic shift speed target value N according to the gear signal and the accelerator openingabs 。
Np: the TCU calculates a gear-shifting rotating speed target value N for atmospheric pressure correction according to the gear signal and the accelerator openingP
Nt: the TCU calculates a gear shifting switch for coolant temperature correction according to the gear signal and the accelerator openingSpeed target value Nt
facp : the TCU calculates a corresponding correction coefficient factor fac according to the atmospheric pressurepAnd factCalibration modification can be carried out;
fact: the TCU calculates a corresponding correction coefficient factor fac according to the temperature of the engine coolanttCalibration modification can be carried out;
a substitution model value under the failure mode of the atmospheric pressure sensor is calibrated and filled by a calibration engineer;
and (4) replacing model values under the failure mode of the cooling liquid temperature sensor, wherein the replacing values are filled in by calibration engineers.
The application is an electronic control strategy, can effectively realize different gear shifting rotating speed correction control according to different altitudes, overcomes the difficulty of insufficient dynamic property brought by a low rotating speed area of an engine in a plateau area, improves the whole vehicle driving feeling of a driver, and perfects the unicity and the insufficiency of the original strategy. The biggest advantage of the strategy is that the current altitude can be judged in real time by taking the atmospheric pressure as an input signal, and the TCU carries out gear shifting speed correction according to different atmospheric pressures.
Preferably, in the above technical solution, the case of failure of the atmospheric pressure sensor is fully considered, and when the sensor fails and cannot send a normal signal, a model default value may be used for substitution, and the value is calibrated and filled.
Preferably, in the above technical solution, the method includes the following steps:
the method comprises the following steps: starting an engine, collecting an environmental pressure value signal in real time by an atmospheric pressure sensor, and sending the signal to an engine control unit ECU (electronic control Unit) in an analog quantity mode; the method comprises the steps that pulse signals acquired by an engine speed sensor in real time are sent to an engine control unit ECU, a cooling liquid temperature sensor acquires the water temperature of an engine in real time and sends the water temperature to the engine control unit ECU through analog signals, and an accelerator pedal sensor acquires the opening voltage of an accelerator pedal in real time and sends the opening voltage to the control unit ECU;
step two: the engine electronic control unit judges whether the atmospheric pressure sensor has a fault or not, and when the atmospheric pressure sensor has no fault, real measured values are sent in real time; when the sensor is judged to have faults, outputting a model substitute value;
step three: the engine control unit ECU processes the received atmospheric pressure, the engine speed, the coolant temperature and the accelerator opening degree and transmits the processed values to the CAN bus;
step four: the CAN bus transmits the received signals of the engine speed and the accelerator opening degree to a Transmission Control Unit (TCU); the TCU calculates a basic shift speed target value N according to the engine speed, the gear signal and the accelerator openingabsCalculating a corrected shift speed N for atmospheric pressurep Calculating a corrected shift speed N for the coolant temperaturetCalibration modification can be carried out;
step five: the CAN bus transmits the received atmospheric pressure and coolant temperature signals to a Transmission Control Unit (TCU); the TCU calculates a corresponding correction coefficient factor fac according to the atmospheric pressure and the temperature of the cooling liquidpAnd factCalibration modification can be carried out;
step six: TCU calculates the final shift demand speed Ndes = Nabs + Np * facp + Nt * fact。
Compared with the prior art, the invention has the following beneficial effects:
the correction module is added, adaptability correction can be carried out according to actual driving conditions, the degree of freedom is high, the requirements of different characteristics of products are met, and the device can adapt to different altitude areas. Signals of the atmospheric pressure sensor and the cooling liquid temperature sensor CAN be directly transmitted through a CAN bus, and extra wiring harnesses are not required. In the actual test process, the subjective driving dynamic property of the whole vehicle is obviously improved by correcting the gear shifting rotating speeds at different altitude points.
Description of the drawings:
FIG. 1 is a general control block diagram of the present invention;
FIG. 2 is a logic diagram of the technical solution of the present invention;
FIG. 3 is a TCU control strategy logic diagram of the present invention.
The specific implementation mode is as follows:
the following detailed description of specific embodiments of the invention is provided, but it should be understood that the scope of the invention is not limited to the specific embodiments.
Throughout the specification and claims, unless explicitly stated otherwise, the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element or component but not the exclusion of any other element or component.
Example 1
And a calibration engineer can carry out on-site optimization and adjustment on the corrected MAP and the corrected curve according to the actual situation of the current altitude and the driving subjective evaluation feeling.
The invention is further illustrated with reference to fig. 3;
combining the strategy, supposing that the AMT whole vehicle gear shifting drivability optimization calibration is carried out in the altitude area of 2800m in the plateau;
the method comprises the following steps: the current environmental pressure collected by the ECU is 720hPa, the temperature of the cooling liquid is 80 ℃, and the opening degree of the accelerator is 50%;
step two: the ECU determines that no fault exists;
step three: the ECU sends information to the TCU through the CAN;
step four: the TCU receives the throttle opening signal and starts to calculate through a logic strategy to obtain Nabs=2000r/min, Np=400r/min, Nt=200r/min；
Step five: the TCU receives the atmospheric pressure and water temperature signals and starts to calculate through a logic strategy to obtain facp=0.3, fact=0；
Step six: the TCU calculates the final shift demand speed: n is a radical ofdes=Nabs+Np*facp+Nt*fact=2000+400*0.3+200*0=2120r/min。
Finally, the altitude point at 2800m is increased by 120r/min compared with the plain gear shifting rotating speed through a correction strategy of altitude, so that the subjective dynamic property of the whole vehicle in plateau driving is improved.
Example 2
The invention is further illustrated below with reference to fig. 3, in the event of a failure of the barometric pressure sensor;
combining the strategy, supposing that the AMT whole vehicle gear shifting drivability optimization calibration is carried out in the altitude area of 2800m in the plateau;
the method comprises the following steps: the current environmental pressure collected by the ECU is 1000hPa, the temperature of the cooling liquid is 80 ℃, and the opening degree of the accelerator is 50%;
step two: the ECU judges that the fault exists, and the actual environmental pressure already participates in the substitution model value of 1000 hPa;
step three: the ECU sends information to the TCU through the CAN;
step four: the TCU receives the throttle opening signal and starts to calculate through a logic strategy to obtain Nabs=2000r/min, Np=400r/min, Nt=200r/min；
Step five: the TCU receives the atmospheric pressure and water temperature signals and starts to calculate through a logic strategy to obtain facp=0, fact=0；
Step six: TCU calculates the final shift demand speed Ndes=Nabs+Np*facp+Nt*fact=2000+400*0+200*0=2000r/min。
Finally, under the condition that the atmospheric pressure sensor has a fault, the 2800m altitude point is not increased compared with the shifting speed of the plain, the subjective dynamic property of the whole vehicle in plateau driving is weak, and fault removal needs to be completed firstly.
The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. It is not intended to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable one skilled in the art to make and use various exemplary embodiments of the invention and various alternatives and modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the claims and their equivalents.

Claims (2)

1. A highland gear shifting and rotating speed correction strategy for an AMT gearbox is characterized by comprising the following steps:
the method comprises the following steps: starting an engine, collecting an environmental pressure value signal in real time by an atmospheric pressure sensor, and sending the signal to an engine control unit ECU (electronic control Unit) in an analog quantity mode; the method comprises the steps that pulse signals acquired by an engine speed sensor in real time are sent to an engine control unit ECU, a cooling liquid temperature sensor acquires the water temperature of an engine in real time and sends the water temperature to the engine control unit ECU through analog signals, and an accelerator pedal sensor acquires the opening voltage of an accelerator pedal in real time and sends the opening voltage to the control unit ECU;
step two: the engine electronic control unit judges whether the atmospheric pressure sensor has a fault or not, and when the atmospheric pressure sensor has no fault, real measured values are sent in real time; when the sensor is judged to have faults, outputting a model substitute value;
step three: the engine control unit ECU processes the received atmospheric pressure, the engine speed, the coolant temperature and the accelerator opening degree and transmits the processed values to the CAN bus;
step four: the CAN bus transmits the received signals of the engine speed and the accelerator opening degree to a Transmission Control Unit (TCU); the TCU calculates a basic shift speed target value N according to the engine speed, the gear signal and the accelerator openingabsCalculating a corrected shift speed N for atmospheric pressurepCalculating a corrected shift speed N for the coolant temperaturetCalibration modification can be carried out;
step five: the CAN bus transmits the received atmospheric pressure and coolant temperature signals to a Transmission Control Unit (TCU); the TCU calculates a corresponding correction coefficient factor fac according to the atmospheric pressure and the temperature of the cooling liquidpAnd factCalibration modification can be carried out;
step six: TCU calculates the final shift demand speed Ndes = Nabs + Np * facp+ Nt * fact；
Nabs: TCU calculates basic gear shift according to gear signal and accelerator openingSpeed target value Nabs ；
Np: the TCU calculates a gear-shifting rotating speed target value N for atmospheric pressure correction according to the gear signal and the accelerator openingP；
Nt: the TCU calculates a gear-shifting rotating speed target value N for coolant temperature correction according to the gear signal and the accelerator openingt；
facp: the TCU calculates a corresponding correction coefficient factor fac according to the atmospheric pressurepAnd factCalibration modification can be carried out;
fact: the TCU calculates a corresponding correction coefficient factor fac according to the temperature of the engine coolanttCalibration modification can be carried out;
the method comprises the following steps that (1) a substitution model value under an atmospheric pressure sensor failure mode is calibrated and filled by a calibration engineer;
and (4) a substitute model value under the failure mode of the cooling liquid temperature sensor, wherein the substitute model value is filled in by calibration of a calibration engineer.
2. The AMT gearbox plateau shift speed correction strategy according to claim 1, wherein when the sensor fails to send a normal signal, a model default value can be substituted, and the model default value is filled in by calibration engineer.
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CN114935000A (en) * 2022-04-28 2022-08-23 奇瑞商用车（安徽）有限公司 Stepless automatic gearbox control method, gearbox and automobile
CN115288867B (en) * 2022-08-18 2023-07-28 奇瑞汽车股份有限公司 Method and device for determining altitude correction coefficient
CN115688554B (en) * 2022-08-24 2024-04-30 南京航空航天大学 Low-rotation-speed characteristic outward pushing and correcting method for rotating part of turboshaft engine
CN115929899B (en) * 2023-01-10 2023-06-02 中国第一汽车股份有限公司 Vehicle control method and device, vehicle and storage medium
CN116085455B (en) * 2023-01-16 2024-04-12 中国第一汽车股份有限公司 Method, device and storage medium for controlling vehicle upshift
CN115949738B (en) * 2023-03-10 2023-05-23 潍柴动力股份有限公司 AMT gear shifting control method, control system and vehicle

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