CN113586709A - Vehicle escaping control method, device, equipment and storage medium - Google Patents
Vehicle escaping control method, device, equipment and storage medium Download PDFInfo
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- CN113586709A CN113586709A CN202111132226.3A CN202111132226A CN113586709A CN 113586709 A CN113586709 A CN 113586709A CN 202111132226 A CN202111132226 A CN 202111132226A CN 113586709 A CN113586709 A CN 113586709A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/42—Ratio indicator devices
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The invention relates to the field of vehicle control, and discloses a vehicle escaping control method, device, equipment and storage medium. The method comprises the following steps: when a first accelerator signal is detected, controlling the vehicle to be in a target gear, and controlling a target clutch to be disconnected so that the vehicle starts to slide along a first direction; determining a coasting schedule of the vehicle based on a rotation speed of an output shaft of the automatic transmission during a coasting running of the vehicle in a first direction, determining a first rate of change of closure of the target clutch based on the coasting schedule, and controlling the target clutch to start closing based on the first rate of change of closure; when the second throttle signal is detected, determining a second closing change rate of the target clutch, and controlling the target clutch to be closed based on the second closing change rate so that the vehicle keeps the target gear and is driven to run in a second direction; the first direction is opposite to the second direction. Through the technical scheme, the operation convenience of the vehicle escaping is improved, the efficiency of automatically stopping the vehicle escaping is improved, and the escaping time is shortened.
Description
Technical Field
The invention relates to the technical field of vehicle control, in particular to a vehicle escaping control method, device, equipment and storage medium.
Background
When two front wheels or two rear wheels of the vehicle are clamped in a pit (the road surface is in an arc shape) so that the vehicle cannot start, the vehicle can come out of the pit in a swinging driving mode of periodically driving forwards and backwards, and the vehicle is taken out of the pit.
As shown in fig. 1, the front or rear wheels of the vehicle are initially in position a. For a vehicle with a manual gear, a driver puts into a driving gear and steps on an accelerator pedal, so that the vehicle cannot continue to drive forwards after the vehicle drives to a position B in the driving direction; at the moment, a driver puts in a reverse gear and steps on an accelerator pedal to enable the vehicle to run to a position B1 in the reverse direction and then to be static; then, the driver puts into the driving gear again and steps on the accelerator pedal, so that the vehicle drives towards the driving direction again, and the vehicle drives to the position C by means of potential energy and driving force and stops again in the process; then, the driver puts into the reverse gear again and steps on the accelerator pedal, so that the vehicle is stationary after driving to the position C1 in the reverse direction; and finally, the driver puts into the driving gear again and steps on the accelerator pedal, so that the vehicle runs to the position D again by means of potential energy and driving force, and the escaping is finished.
For a vehicle with an automatic transmission, which carries an automatic transmission, the same procedure as that of fig. 1 can be performed by controlling the automatic transmission. However, the control of the clutch in the existing control mode of the automatic gearbox is not accurate and rapid enough, so that the problem that the transmission chain is not timely connected or disconnected easily occurs in the escaping process, and the escaping success rate is low and the escaping time is long.
Disclosure of Invention
In order to solve the technical problems described above or at least partially solve the technical problems, the present disclosure provides a vehicle escaping control method, apparatus, device, and storage medium.
In a first aspect, the present invention provides a vehicle escaping control method, including:
when a first accelerator signal is detected, controlling the vehicle to be in a target gear, and controlling a target clutch to be disconnected so that the vehicle starts to slide along a first direction; the first direction is the opposite direction of the driving direction corresponding to the target gear;
determining a coasting schedule of the vehicle based on a rotation speed of an output shaft of the automatic transmission during a coasting running of the vehicle in a first direction, determining a first rate of change of closure of the target clutch based on the coasting schedule, and controlling the target clutch to start closing based on the first rate of change of closure;
when the second throttle signal is detected, determining a second closing change rate of the target clutch, and controlling the target clutch to be closed based on the second closing change rate so that the vehicle keeps the target gear and is driven to run in a second direction; wherein the first direction is opposite to the second direction.
In a second aspect, the present invention provides a vehicle escape control apparatus comprising:
the first control module is used for controlling the vehicle to be in a target gear and controlling a target clutch to be disconnected when the first throttle signal is detected so that the vehicle starts to slide along a first direction; the first direction is the opposite direction of the driving direction corresponding to the target gear;
a second control module for determining a coasting schedule of the vehicle based on a rotation speed of an output shaft of the automatic transmission during a coasting running of the vehicle in a first direction, determining a first rate of change of closure of the target clutch based on the coasting schedule, and controlling the target clutch to start to close based on the first rate of change of closure;
the third control module is used for determining a second closing change rate of the target clutch when the second throttle signal is detected, and controlling the target clutch to be closed based on the second closing change rate so that the vehicle keeps the target gear and is driven to run in a second direction; wherein the first direction is opposite to the second direction.
In a third aspect, the present invention provides an electronic device, comprising:
a processor and a memory;
the processor is used for executing the steps of the vehicle escape control method described in any embodiment of the invention by calling a program or instructions stored in the memory.
In a fourth aspect, the present invention provides a computer-readable storage medium storing a program or instructions for causing a computer to execute the steps of the vehicle escape control method described in any of the embodiments of the present invention.
Compared with the prior art, the technical scheme for controlling the vehicle to get rid of the trouble has the following advantages that:
1. the control method has the advantages that the vehicle can be controlled to be always at the same target gear in the swinging driving and escaping process, the driver does not need to frequently shift gears, only the driver needs to loosen and step on the accelerator, and operation convenience of vehicle escaping is improved.
2. The method comprises the steps of opening a target clutch according to the intention of a driver to slide back when a first throttle signal is detected, calculating the sliding progress of a vehicle according to the rotating speed of an output shaft of an automatic gearbox in real time in the process that the vehicle slides back, determining a first closing change rate in real time according to the sliding progress, controlling the target clutch to be slowly closed according to the first closing change rate, and quickly closing the target clutch according to a second closing change rate when a second throttle signal is detected. The method and the device realize that the target clutch starts to be closed slowly according to the vehicle sliding completion condition in the vehicle sliding process, and the clutch is closed quickly when the vehicle slides back to the highest point, so that the problems of untimely combination of a transmission chain and slow acceleration of the vehicle caused by the fact that the clutch starts to be closed again when the vehicle slides back to the highest point are avoided, the timeliness of applying driving force to the vehicle is improved, potential energy superposition is formed to a greater extent, the efficiency of automatically stopping the vehicle from getting rid of the trouble is improved, and the time for getting rid of the trouble is shortened.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.
FIG. 1 is a schematic diagram of a prior art process for driving a vehicle in a sway mode to escape from a pit;
fig. 2 is a flowchart of a vehicle escape control method according to an embodiment of the present invention;
FIG. 3 is a schematic process diagram illustrating pressure control of the target clutch when the vehicle travels to position B in FIG. 1 according to the present invention;
FIG. 4 is a schematic process diagram illustrating pressure control of the target clutch when the vehicle travels to position B1 in FIG. 1 according to the embodiment of the present invention;
FIG. 5 is a schematic process diagram illustrating pressure control of the target clutch at position A of the vehicle of FIG. 1 according to an embodiment of the present invention;
FIG. 6 is a schematic process diagram illustrating pressure control of the target clutch during travel of the vehicle from position A to position C of FIG. 1 according to the exemplary embodiment of the present invention;
fig. 7 is a schematic structural diagram of a vehicle escape control device according to an embodiment of the present invention;
fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In order that the above objects, features and advantages of the present invention may be more clearly understood, a detailed description of aspects of the present invention will be made below. It should be noted that the embodiments of the present invention and features of the embodiments may be combined with each other without conflict.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than those described herein; it is to be understood that the embodiments described in this specification are only some embodiments of the invention, and not all embodiments.
The vehicle escaping control method provided by the embodiment of the invention is mainly suitable for the condition that the vehicle carrying the automatic gearbox realizes vehicle escaping, and is particularly suitable for escaping scenes under the condition that the front wheels or the rear wheels of the vehicle sink in pits and other road surfaces. The vehicle escaping control method provided by the embodiment of the invention can be executed by a vehicle escaping control device, the device can be realized by software and/or hardware, and the device can be integrated in electronic equipment capable of controlling an automatic gearbox, so that the electronic equipment is taken as an execution main body. The electronic device may be, for example, an automatic transmission controller in a vehicle, a vehicle controller, or a vehicle external device such as a smartphone, a server, or the like that performs high-speed communication with an automatic transmission.
Fig. 1 is a flowchart of a vehicle escape control method according to an embodiment of the present invention. Referring to fig. 1, the vehicle escaping control method specifically includes:
and S110, when the first throttle signal is detected, controlling the vehicle to be in a target gear, and controlling the target clutch to be disconnected so that the vehicle starts to slide along the first direction.
The first accelerator signal is an accelerator signal generated when a driver releases an accelerator pedal. The target gear refers to the gear of the vehicle during the process of getting out of the vehicle. In some embodiments, the target gear is reverse gear R or minimum drive gear D1, which allows maximum transfer of engine torque. In the embodiment of the invention, the target gear can be a reverse gear R or a minimum driving gear D1, but only one target gear can be kept in the whole escaping process, namely, the target gear is engaged in the whole escaping process and then is not shifted. In the embodiment of the present invention, the minimum drive position D1 will be described as an example. The target clutch refers to a clutch combined in the gear shifting process, namely an Onconing clutch. The first direction is opposite to the driving direction corresponding to the target gear. For example, the target gear is the minimum drive gear D1, the travel direction corresponding to the target gear is the forward drive direction, and the first direction is the reverse direction.
Specifically, during the vehicle escaping, after the vehicle is engaged in the minimum driving gear D1, the vehicle will be driven forward in the driving direction from the position a in fig. 1 until the vehicle stops at the position B. At this time, the driver releases the accelerator pedal, and the electronic device can detect the first accelerator signal. Then, the electronic device controls the vehicle to be kept in the target gear while controlling the target clutch to be disengaged, that is, the pressure of the control target clutch is reduced from the maximum pressure at which the clutch is pressed down to the pressure at which the clutch is disengaged. Therefore, the transmission chain between the engine and the gearbox can be disconnected, so that the transmission of the torque of the engine is disconnected, and the brake of the whole vehicle caused by the dragging of the engine is avoided. At this time, the vehicle slides along the first direction, i.e. the vehicle rolls from the position B in fig. 1 to the reverse direction.
In some embodiments, the process of controlling the disconnection of the target clutch in S110 may be implemented as: when the first throttle signal is detected, controlling the vehicle to keep a target gear, and controlling the pressure of the target clutch to be reduced to a second pressure based on the first disconnection change rate so as to enable the target clutch to start to be disconnected; and continuing to control the pressure of the target clutch to be reduced from the second pressure to the third pressure based on the second disconnection change rate so that the target clutch is completely disconnected.
The first disconnection rate is a rate of change in pressure of the clutch during disconnection of the clutch, and may be set empirically. The second pressure refers to a preset pressure value, which is the sum of the joint point pressure and the first pressure offset. The binding point (kissippoint) pressure refers to the pressure of the clutch when the clutch discs are just touching, but are not yet able to transmit engine torque. The first pressure offset amount is an offset amount of a predetermined pressure of the clutch, and may be set empirically or may be determined based on a difference between the engine speed and the turbine speed. The second rate of change of disengagement, which corresponds to the first rate of change of disengagement, is also the rate of change of clutch pressure during disengagement of the clutch, and may also be set empirically. However, the second rate of change of disconnection is less than the first rate of change of disconnection. The second rate of change of disconnection may be a fixed value or may be a pressure rate curve. The third pressure corresponds to the second pressure and is another preset pressure value. The third pressure is a difference between the joint pressure and the second pressure offset. The second pressure offset amount is an offset amount of pressure of another preset clutch, which may be set empirically or may be determined according to a difference between the engine speed and the turbine speed, i.e., the first pressure offset amount and the second pressure offset amount may be equal. The first pressure offset amount and the second pressure offset amount are both pressure values having smaller values.
Specifically, referring to fig. 3, prior to detecting the first throttle signal 301, the pressure of the target clutch is at a maximum pressure 302 at which the clutch is compressed. When the electronic device detects the first throttle signal 301, the pressure of the target clutch is controlled to rapidly decrease from the maximum pressure 302 to the second pressure 305 at the first opening rate of change 304 while the vehicle is controlled to maintain the minimum drive gear D1303. At the moment, the target clutch starts to be quickly disconnected, but the engine torque can be transmitted, so that the discomfort brought to a user by idling of the engine caused by incomplete unloading of the engine torque is effectively avoided, and the driving comfort of the user in the process of getting out of the vehicle is improved. Thereafter, the target clutch pressure is reduced from the second pressure 305 to a third pressure 307 at a second opening rate of change 306. Therefore, on one hand, the third pressure is smaller than the pressure of the joint point, so that the complete disconnection of the transmission chain can be ensured, and the engine is prevented from dragging backwards and braking when the vehicle slips back because the transmission chain is not completely opened; on the other hand, since the third pressure is smaller than the engagement point pressure by the second pressure offset amount and larger than the minimum pressure 308 of the target clutch, it is possible to avoid that the pressure of the clutch is lowered too low to affect the next rapid engagement of the clutch, and to increase the engagement speed of the target clutch when the clutch is engaged again.
And S120, during the sliding running of the vehicle in the first direction, determining the sliding progress of the vehicle based on the rotating speed of the output shaft of the automatic gearbox, determining a first closing change rate of the target clutch based on the sliding progress, and controlling the target clutch to start to close based on the first closing change rate.
The coasting schedule refers to a schedule of the vehicle sliding in the first direction, and may be a schedule of the vehicle rolling back from the position B to the position B1 in fig. 1, for example. The coasting schedule may be expressed as a ratio of the length of the coasting portion to the total length of the B position and the B1 position, as a percentage change in the rotation speed of the output shaft of the automatic transmission, or the like. The first closing rate of change refers to a rate of change in pressure of the clutch during closing of the target clutch.
Specifically, if the target clutch is closed again to transmit the engine torque in conjunction with the drive train after the vehicle rolls back to the position B1 in fig. 1, a phenomenon occurs in which the engine torque is not transmitted in time after the driver depresses the accelerator pedal, resulting in slow acceleration. Therefore, in the embodiment of the invention, when the vehicle does not roll back to the position B1, the target clutch starts to be slowly closed, and the closing degree and the closing speed of the target clutch depend on the coasting schedule. The closer the coasting schedule is to completing the rollback process, the greater the first rate of change of engagement, the greater the degree of engagement of the target clutch.
In specific implementation, the coasting schedule and the first closing rate of change are both calculated in real time. For any moment, firstly, the sliding progress at the moment is calculated according to the output shaft rotating speed of the automatic gearbox at the moment. And then, calculating a first closing change rate of the target clutch at the moment according to the sliding progress, and performing closing control on the target clutch to a corresponding degree according to the first closing change rate.
In some embodiments, S120 may be implemented as: determining the current sliding progress of the vehicle at the current moment based on the output shaft rotating speed of the automatic gearbox at the current moment and the output shaft rotating speed of the automatic gearbox at the previous adjacent moment; determining a first closing change rate of the target clutch at the current moment based on the current sliding progress and the mapping relation between the sliding progress and the closing change rate; and controlling the target clutch to close to a corresponding degree according to the first closing change rate at the current moment.
Specifically, for any current time, according to the output shaft rotating speed of the automatic gearbox at the current time t and the maximum value of the output shaft rotating speed at the time (t-1) adjacent to the current time and the output shaft rotating speed at the current time t, the current coasting schedule at the current time is calculated according to the following formula:
where Pct represents the current coasting schedule, OutputSpeed (t-1) and OutputSpeed (t) represent the output shaft rotational speeds at the current time t and the immediately preceding time (t-1), respectively, and max (OutputSpeed (t) and OutputSpeed (t-1)) represents the maximum value of the output shaft rotational speeds at the current time t and the immediately preceding time (t-1).
And then, according to the current sliding progress and a mapping relation between the sliding progress and the closed change rate which is established in advance, obtaining a first closed change rate of the current time t corresponding to the current sliding progress. The mapping relationship may be a look-up table or a calculation relationship such as a mathematical relationship. And then, controlling the target clutch to close to a corresponding degree according to the first closing change rate at the current time t.
As an example, referring to fig. 4, from the output shaft speed 401 of the automatic gearbox, a coasting schedule 402 corresponding to the moment can be calculated. When the calculated sliding schedule 402 does not reach a preset first threshold, such as 80%, the sliding schedule 402 is 0. When the coasting schedule 402 reaches a first threshold value, such as 80%, it is determined that the first closing rate of change is 0.1, i.e., it is started to gradually increase the pressure value of the target clutch by a pressure change amount of 0.1 bar. When the coasting schedule 402 reaches a preset second threshold, such as 90%, the first closing rate of change is determined to be 0.15, i.e., the pressure value of the target clutch starts to be increased continuously by the pressure change amount of 0.15 bar. When the coasting schedule 402 reaches a preset third threshold value, such as 100%, it is determined that the first closing rate of change is 0.3, i.e. the pressure value of the target clutch starts to be increased continuously according to the pressure variation of 0.3bar until the oil chamber of the target clutch is full or a second throttle signal generated by pressing down the throttle pedal by the driver is detected. Therefore, the closing degree of the target clutch can be gradually increased along with the advancing of the sliding progress, and the engine is dragged backwards and braked when the vehicle slips backwards, so that the closing speed of the subsequent clutch is increased, and the response speed of the electronic equipment to the accelerator pressing acceleration intention of the subsequent driver is increased.
And S130, when the second throttle signal is detected, determining a second closing change rate of the target clutch, and controlling the target clutch to be closed based on the second closing change rate so that the vehicle keeps the target gear and is driven to run in a second direction.
Wherein the second closing rate of change corresponds to the first closing rate of change, which refers to a rate of change of pressure of the clutch during closing of the target clutch. The second direction is a direction opposite to the first direction, which is a driving direction corresponding to the minimum driving range D1.
Specifically, when the vehicle rolls back to the position B1 in fig. 1, the vehicle will stop and will then travel to the position a. To increase vehicle power, the electronic device detects a second throttle signal by depressing the throttle pedal at position B1. At this time, the electronic device keeps the vehicle in the target gear position, and simultaneously controls the target clutch to be quickly closed according to the second closing change rate, so that the driving force of the engine is transmitted to the vehicle by quickly combining the transmission chain, and the vehicle is driven to drive in the second direction.
In some embodiments, when the electronic device detects the second throttle signal, the target clutch may be dynamically controlled to be closed in a compensatory manner according to the degree of closing of the target clutch in S120. That is, S130 may be implemented as: when a second accelerator signal is detected, determining the oil filling proportion of an oil cavity of the target clutch; if the oil filling proportion of the oil cavity is smaller than the oil filling proportion when the oil cavity is full of oil, performing compensation oil filling on the oil cavity of the target clutch based on the oil filling proportion of the oil cavity until the oil cavity is full of oil; a second rate of change of engagement of the target clutch is determined based on the engine speed and the engine torque of the vehicle, and the target clutch is controlled to continue to be engaged based on the second rate of change of engagement until the target clutch is fully engaged.
The oil filling proportion of the oil cavity refers to the proportion of oil filling of the oil cavity of the target clutch, for example, the oil filling proportion of the oil cavity which is not filled with oil is 0, and the oil filling proportion of the oil cavity which is filled with oil is 1.
Specifically, when the electronic device detects the second throttle signal, the oil filling condition of the oil cavity of the target clutch is detected, and the oil filling proportion of the oil cavity at the moment is determined. And if the oil filling proportion of the oil cavity is larger than or equal to the oil filling proportion when the oil cavity is full, the oil cavity is full at the moment, the oil filling is not required to be compensated, and the step of determining the second closing change rate can be directly executed. If the oil filling proportion of the oil cavity is smaller than the oil filling proportion when the oil cavity is full, the oil cavity is not full at the moment, in order to avoid the condition that the subsequent oil cavity is not filled with oil or the clutch is not controlled accurately and quickly enough due to over-filling of oil, and in order to improve the combination speed of the clutch, and further improve the response speed of the gearbox, in the embodiment of the invention, the oil filling rate and the oil filling time for quickly compensating and filling oil to the oil cavity are determined according to the oil filling proportion of the oil cavity, and then the oil filling is quickly compensated according to the oil filling rate and the oil filling time until the oil cavity is full. The electronic device then determines a second engagement rate ramp of the target clutch based on the engine speed and the engine torque of the vehicle, and controls the target clutch to quickly continue to be engaged according to the second engagement rate until the target clutch is fully engaged.
Taking the target clutch oil cavity as an example, continuing with fig. 4, through the above control process, when the second throttle signal is detected, the pressure of the target clutch has reached a certain pressure value 403. At this point, the electronics quickly fills the oil cavity until the oil cavity is full, causing the target clutch pressure to reach the junction point pressure 404. The electronics then calculate a second rate of change of closing 405 and rapidly control the pressure of the target clutch to rapidly increase from the junction point pressure 404 to a maximum pressure 406 in accordance with the second rate of change of closing to achieve the target clutch closing.
In some embodiments, if the vehicle is enabled to exit the pit by the clutch control described above, vehicle escape is achieved.
In other embodiments, if the vehicle is driven to travel only to a high point in the pit and fails to exit the pit by the clutch control, the process is repeated. That is, after S130, the vehicle escape control method further includes: and when the first throttle signal is detected again, returning to the step of controlling the vehicle to be in the target gear and controlling the target clutch to be disconnected so that the vehicle starts to slide along the first direction until the vehicle is successfully released. Specifically, after the electronic device finishes the control operation of S130, if the vehicle is not trapped, the driver may release the accelerator pedal at the position C in fig. 1, at this time, the electronic device detects the first accelerator signal again, and the intention of the driver is to continue to execute the above-mentioned swing driving manner to trap, then the electronic device returns to the step of executing S110 to S130 until the vehicle exits the pit, and trapping is successfully trapped.
The vehicle escaping control method provided by the embodiment of the invention can control the vehicle to be always in the same target gear in the process of escaping from the vehicle by swinging driving, does not need frequent gear shifting of the driver, and only needs to release and step on the accelerator, thereby improving the operation convenience of escaping from the vehicle. In addition, when the first throttle signal is detected, the target clutch is disconnected according to the intention of the driver to slide back, the sliding progress of the vehicle is calculated in real time according to the rotating speed of the output shaft of the automatic gearbox in the process of sliding back of the vehicle, the real-time first closing change rate is further determined according to the sliding progress, then the target clutch is controlled to be slowly closed according to the first closing change rate, and the target clutch is quickly closed according to the second closing change rate when the second throttle signal is detected. The method and the device realize that the target clutch starts to be closed slowly according to the vehicle sliding completion condition in the vehicle sliding process, and the clutch is closed quickly when the vehicle slides back to the highest point, so that the problems of untimely combination of a transmission chain and slow acceleration of the vehicle caused by the fact that the clutch starts to be closed again when the vehicle slides back to the highest point are avoided, the timeliness of applying driving force to the vehicle is improved, potential energy superposition is formed to a greater extent, the efficiency of automatically stopping the vehicle from getting rid of the trouble is improved, and the time for getting rid of the trouble is shortened.
On the basis of the technical scheme, before the step S110, the vehicle escaping control method further includes a step related to starting an escaping mode and shifting gears to drive the vehicle to start, and the method can be specifically realized as the following steps a to C:
and step A, when a start instruction of the escaping mode is detected, adjusting the pressure of the target clutch in a neutral gear state to be a first pressure, and generating a target gear instruction for shifting to a target gear.
The escaping mode starting instruction is an instruction generated after the escaping mode is started. The first pressure refers to a preset pressure value of the target clutch, which is a pressure value slightly larger than 0.
Specifically, when the driver triggers the escape mode (e.g., presses an escape mode button), the electronic device may receive a corresponding escape mode start instruction. The electronics then adjust the pressure of the target clutch in the neutral state to a first pressure, such as from a default minimum pressure of 0bar to 0.5 bar. Therefore, a pressure back pressure is provided for the target clutch and is used as an initial pressure value of subsequent gear shifting and clutch closing, the gear shifting time is shortened, the time for the first combination of the transmission chain is shortened, and the gear shifting response speed is improved.
In addition, the electronic device may also generate a shift command, i.e., a target gear command to shift from neutral to a target gear.
Referring to fig. 5, the minimum pressure of the target clutch is adjusted to the first pressure before the electronic device detects the stranded-out mode enable command but does not generate the target gear command. Then, a target gear command is generated to control the target clutch to perform a shift operation.
And B, based on the target gear instruction and the first pressure, filling oil into an oil cavity of the target clutch until the oil cavity is full of oil, so that the pressure of the target clutch reaches the pressure of a junction point.
Specifically, after the electronic equipment obtains the target gear instruction, the electronic equipment controls the gear of the vehicle to be in the target gear, and controls the target clutch to shift from the neutral gear to the target gear, namely, oil filling of an oil cavity of the target clutch is started until the oil cavity is full of oil, and the pressure of the target clutch reaches the joint point pressure.
With continued reference to fig. 5, the electronics continues to fill the target clutch oil cavity at the faster fill rate based on the first pressure until the target clutch pressure reaches the junction point pressure 501. As can be seen from fig. 5, since the minimum pressure is adjusted to the first pressure, the oil charging time 502 of the target clutch in the escaping mode is shorter than the oil charging time 503 of the target clutch in the non-escaping mode, so that the time consumed by the whole shifting process is shortened, and the shifting speed is increased.
And C, controlling the pressure of the target clutch to rise from the joint point pressure to the maximum pressure when the target clutch is completely closed based on the second closing change rate so as to shift the vehicle to the target gear.
Specifically, after the target clutch reaches the engagement point pressure and stabilizes the engagement point pressure for a certain time, the pressure of the target clutch is controlled according to the second engagement change rate to start gradually increasing from the engagement point pressure immediately after the friction plate of the target clutch comes into contact to the maximum pressure when the target clutch is completely closed, the shift control of the target gear is completed, and the engine torque is transmitted.
Based on the above embodiments, the pressure change curve of the target clutch in the process from the start of the vehicle to the escape from the hunting driving can be obtained as shown in fig. 6. Meanwhile, the vehicle escaping process is explained with reference to fig. 1.
When the vehicle is to take off a gear shift from position a, the electronic device adjusts the minimum pressure of the target clutch to the first pressure 601. Then, according to the target gear instruction of the minimum driving gear D1, taking the first pressure as a reference, the oil cavity of the target clutch is quickly filled until the oil cavity is full, at the moment, the pressure of the target clutch reaches the joint pressure 602, and meanwhile, the driver steps on the accelerator pedal, and the electronic device detects a second accelerator signal. After the junction point pressure 602 is stabilized, the electronics control the target clutch to close according to a second closing rate of change 603 until a maximum pressure 604 is reached at which the target clutch is fully closed. The maximum pressure 604 is maintained until the first throttle signal is detected. In this process, the vehicle is shifted from neutral to the minimum drive gear D1, and the vehicle is driven in the second direction from the a position to the B position. The output shaft speed 610 of the automatic transmission begins to increase with the engagement of the drive train and the increase of the driving force after the engagement point pressure 602 is stabilized, and then gradually decreases to 0.
When the vehicle reaches the position B and cannot continue to drive forwards, the driver releases the accelerator pedal, and the electronic equipment detects a first accelerator signal. Then, the pressure of the target clutch is rapidly reduced from the maximum pressure 604 to the second pressure 606 at the first disconnection rate 605, and then gradually reduced from the second pressure 606 to the third pressure 608 at the second disconnection rate 607, so that the target clutch is completely disconnected, i.e., the transmission chain is disconnected. Thereafter, the vehicle begins coasting back. In the process of rolling back the vehicle from the position B to the position B1, the output shaft rotation speed 610 of the automatic transmission is increased from 0 and then gradually decreased to 0, accordingly, the coasting schedule can be calculated, and the first closing change rate 609 of the target clutch can be calculated according to the coasting schedule. Then, the target clutch is controlled to start closing according to the first closing change rate 609, that is, the oil chamber of the target clutch is controlled to start filling oil.
When the vehicle stops when reaching the position B1, the driver steps on the accelerator pedal, the electronic equipment detects a second accelerator signal, the oil filling proportion of the oil cavity is detected, the oil cavity of the target clutch is quickly compensated and filled with oil according to the oil filling proportion of the oil cavity until the oil cavity is full, and the pressure of the target clutch reaches the joint point pressure 602 again. Thereafter, the target clutch is controlled to close at a second closing rate of change 603 until a maximum pressure 604 at which the target clutch is fully closed is reached. In the process, the transmission of the engine torque is started due to the combination of the transmission chains, and the vehicle is driven to run to the position C along the second direction. And then repeating the swinging type driving process of rolling back to the reverse direction and driving to the driving direction until the difficulty removal is finished.
It should be noted that, in the above process, when the vehicle reaches the position B1, in the process of compensating oil filling for the oil chamber of the target clutch, because part of the oil filling for the oil chamber of the target clutch has been started before, the oil filling speed and the oil filling duration at this time may be smaller than those at the position a.
Fig. 7 is a schematic structural diagram of a vehicle escape control device according to an embodiment of the present invention. Referring to fig. 7, the vehicle escaping control apparatus 700 specifically includes:
the first control module 710 is configured to, when detecting the first throttle signal, control the vehicle to be in a target gear, and control the target clutch to be disengaged, so that the vehicle starts to slip in a first direction; the first direction is the opposite direction of the driving direction corresponding to the target gear;
a second control module 720 for determining a coasting schedule of the vehicle based on a rotation speed of an output shaft of the automatic transmission during a coasting running of the vehicle in the first direction, determining a first rate of change of closure of the target clutch based on the coasting schedule, and controlling the target clutch to start to close based on the first rate of change of closure;
the third control module 730, configured to determine a second closing change rate of the target clutch when the second throttle signal is detected, and control the target clutch to close based on the second closing change rate, so that the vehicle keeps the target gear and is driven to run in a second direction; wherein the first direction is opposite to the second direction.
The vehicle escaping control device provided by the embodiment of the invention can control the vehicle to be always in the same target gear in the process of escaping from the vehicle by swinging driving, does not need frequent gear shifting of a driver, and only needs to release and step on an accelerator, thereby improving the operation convenience of escaping from the vehicle. In addition, when the first throttle signal is detected, the target clutch is disconnected according to the intention of the driver to slide back, the sliding progress of the vehicle is calculated in real time according to the rotating speed of the output shaft of the automatic gearbox in the process of sliding back of the vehicle, the real-time first closing change rate is further determined according to the sliding progress, then the target clutch is controlled to be slowly closed according to the first closing change rate, and the target clutch is quickly closed according to the second closing change rate when the second throttle signal is detected. The method and the device realize that the target clutch starts to be closed slowly according to the vehicle sliding completion condition in the vehicle sliding process, and the clutch is closed quickly when the vehicle slides back to the highest point, so that the problems of untimely combination of a transmission chain and slow acceleration of the vehicle caused by the fact that the clutch starts to be closed again when the vehicle slides back to the highest point are avoided, the timeliness of applying driving force to the vehicle is improved, potential energy superposition is formed to a greater extent, the efficiency of automatically stopping the vehicle from getting rid of the trouble is improved, and the time for getting rid of the trouble is shortened.
In some embodiments, the second control module 720 is specifically configured to:
determining the current sliding progress of the vehicle at the current moment based on the output shaft rotating speed of the automatic gearbox at the current moment and the output shaft rotating speed of the automatic gearbox at the previous adjacent moment;
determining a first closing change rate of the target clutch at the current moment based on the current sliding progress and the mapping relation between the sliding progress and the closing change rate;
and controlling the target clutch to close to a corresponding degree according to the first closing change rate at the current moment.
In some embodiments, the third control module 730 is specifically configured to:
when a second accelerator signal is detected, determining the oil filling proportion of an oil cavity of the target clutch;
if the oil filling proportion of the oil cavity is smaller than the oil filling proportion when the oil cavity is full of oil, performing compensation oil filling on the oil cavity of the target clutch based on the oil filling proportion of the oil cavity until the oil cavity is full of oil;
a second rate of change of engagement of the target clutch is determined based on the engine speed and the engine torque of the vehicle, and the target clutch is controlled to continue to be engaged based on the second rate of change of engagement until the target clutch is fully engaged.
In some embodiments, the vehicle escape control apparatus 700 further comprises a fourth control module for:
when a first accelerator signal is detected, controlling the vehicle to be in a target gear, and controlling the target clutch to be disconnected, so that before the vehicle starts to slide along a first direction and runs, when a start instruction of a release mode is detected, the pressure of the target clutch in a neutral gear state is adjusted to be first pressure, and a target gear instruction for shifting to the target gear is generated; wherein the first pressure is greater than 0;
filling oil into an oil cavity of the target clutch until the oil cavity is full of oil based on the target gear instruction and the first pressure so as to enable the pressure of the target clutch to reach the pressure of a junction point;
the pressure of the target clutch is controlled to rise from the engagement point pressure to a maximum pressure at which the target clutch is fully closed based on the second rate of change-on-state to shift the vehicle to the target gear.
In some embodiments, the first control module 710 is specifically configured to:
when the first throttle signal is detected, controlling the vehicle to keep a target gear, and controlling the pressure of the target clutch to be reduced to a second pressure based on the first disconnection change rate so as to enable the target clutch to start to be disconnected; wherein the second pressure is the sum of the joint pressure and the first pressure offset;
continuing to control the pressure of the target clutch from the second pressure to a third pressure based on the second disconnection change rate so that the target clutch is completely disconnected; wherein the third pressure is a difference between the joint pressure and the second pressure offset.
In some embodiments, the vehicle escape control apparatus 700 further comprises a cycle control module for:
and when the first throttle signal is detected again, returning to execute the steps of controlling the vehicle to be in the target gear and controlling the target clutch to be opened so that the vehicle starts to slide along the first direction until the vehicle is successfully trapped off.
In some embodiments, the target gear is a reverse gear or a minimum drive gear.
The vehicle escaping control device provided by the embodiment of the invention can execute the vehicle escaping control method provided by any embodiment of the invention, and has the corresponding functional module and beneficial effect of the execution method.
It should be noted that, in the embodiment of the vehicle out-of-service control device, each module and each sub-module included in the embodiment are only divided according to functional logic, but are not limited to the above division, as long as the corresponding function can be realized; in addition, the specific names of the functional modules/sub-modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present invention.
Fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. The electronic device may be an automatic transmission controller in a vehicle, a vehicle controller, or a vehicle external device such as a smartphone, a server, or the like that performs high-speed communication with an automatic transmission.
As shown in fig. 8, the electronic device 800 includes a processor 801 and a memory 802.
The processor 801 may be a Central Processing Unit (CPU) or other form of processing unit having data processing capabilities and/or instruction execution capabilities, and may control other components in the electronic device 800 to perform desired functions.
In one example, when the electronic device is a vehicle external device, the electronic device 800 may further include: an input device 804 and an output device 805, which are interconnected by a bus system and/or other form of connection mechanism (not shown). The input device 804 may include, for example, a keyboard, a touch screen, and the like. The output device 805 may output various information to the outside. The output devices 805 may include, for example, a display, speakers, and a communication network and its connected remote output devices, among others.
Of course, for simplicity, only some of the components of the electronic device 800 that are relevant to the present invention are shown in fig. 8, omitting components such as buses, input/output interfaces, and the like. In addition, electronic device 800 may include any other suitable components depending on the particular application.
In addition to the above methods and apparatus, embodiments of the present invention may also be a computer program product comprising computer program instructions which, when executed by a processor, cause the processor to perform the steps of a vehicle escape control method provided by embodiments of the present invention.
The computer program product may write program code for carrying out operations for embodiments of the present invention in any combination of one or more programming languages, including an object oriented programming language such as Java, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device, or entirely on the remote computing device or server.
Furthermore, an embodiment of the present invention may also be a computer-readable storage medium having stored thereon computer program instructions, which, when executed by a processor, cause the processor to perform the steps of the vehicle escape control method provided by the embodiment of the present invention.
The computer-readable storage medium may take any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may include, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the readable storage medium include: an electrical connection having one or more wires, a portable disk, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to limit the scope of the present invention. As used in the specification and claims of this application, the terms "a," "an," "the," and/or "the" are not intended to be inclusive in the singular, but rather are intended to be inclusive in the plural, unless the context clearly dictates otherwise. The term "and/or" includes any and all combinations of one or more of the associated listed items. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method or apparatus that comprises the element.
The foregoing are merely exemplary embodiments of the present invention, which enable those skilled in the art to understand or practice the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A vehicle escape control method, characterized by comprising:
when a first accelerator signal is detected, controlling a vehicle to be in a target gear, and controlling a target clutch to be disconnected so that the vehicle starts to slide along a first direction; the first direction is the opposite direction of the driving direction corresponding to the target gear;
determining a coasting schedule of the vehicle based on an output shaft rotation speed of an automatic transmission during a coasting running of the vehicle in the first direction, and determining a first closing change rate of the target clutch based on the coasting schedule, and controlling the target clutch to start closing based on the first closing change rate;
when a second throttle signal is detected, determining a second closing change rate of the target clutch, and controlling the target clutch to be closed based on the second closing change rate so that the vehicle keeps the target gear and is driven to run in a second direction; wherein the first direction is opposite to the second direction.
2. The method of claim 1, wherein the determining a coasting schedule of the vehicle based on an output shaft speed of an automatic transmission, and determining a first rate of change of closure of the target clutch based on the coasting schedule, and controlling the target clutch to begin closing based on the first rate of change of closure comprises:
determining a current coasting schedule of the vehicle at a current time based on the output shaft speed of the automatic transmission at the current time and the output shaft speed at a time immediately preceding the current time;
determining a first closing change rate of the target clutch at the current moment based on the current coasting schedule and a mapping relation between the coasting schedule and the closing change rate;
and controlling the target clutch to close to a corresponding degree according to the first closing change rate at the current moment.
3. The method of claim 1, wherein the determining a second rate of change of closing of the target clutch upon detection of the second throttle signal and controlling the closing of the target clutch based on the second rate of change of closing comprises:
when the second throttle signal is detected, determining the oil filling proportion of an oil cavity of the target clutch;
if the oil filling proportion of the oil cavity is smaller than that when the oil cavity is full, performing compensation oil filling on the oil cavity of the target clutch based on the oil filling proportion of the oil cavity until the oil cavity is full;
determining the second rate of change of engagement of the target clutch based on a transmitter speed and a transmitter torque of the vehicle, and controlling the target clutch to continue to be engaged based on the second rate of change of engagement until the target clutch is fully engaged.
4. The method of claim 1, wherein prior to controlling the vehicle in the target gear and controlling the target clutch to disengage to initiate slip driving of the vehicle in the first direction upon the detection of the first throttle signal, the method further comprises:
when a start instruction of a escaping mode is detected, adjusting the pressure of the target clutch in a neutral gear state to be a first pressure, and generating a target gear instruction for shifting to a target gear; wherein the first pressure is greater than 0;
filling an oil chamber of the target clutch until full oil based on the target gear instruction and the first pressure so that the pressure of the target clutch reaches a joint point pressure;
controlling the pressure of the target clutch to rise from the junction point pressure to a maximum pressure at which the target clutch is fully closed based on a second rate of change of closure to shift the vehicle to the target gear.
5. The method of claim 1, wherein controlling the vehicle in the target gear and controlling the target clutch to disengage upon detection of the first throttle signal comprises:
controlling the vehicle to maintain the target gear when the first throttle signal is detected, and controlling the pressure of the target clutch to be reduced to a second pressure based on a first disconnection change rate so as to enable the target clutch to start to be disconnected; wherein the second pressure is the sum of the joint pressure and the first pressure offset;
continuing to control the pressure of the target clutch from the second pressure to a third pressure based on a second disconnection rate of change so as to completely disconnect the target clutch; wherein the third pressure is a difference between the bond point pressure and a second pressure offset.
6. The method according to any one of claims 1 to 5, wherein upon the detection of the second throttle signal, determining a second rate of change of closure of the target clutch, and controlling the closure of the target clutch based on the second rate of change of closure, such that the vehicle is in the target gear and is driven in a second direction, the method further comprises:
and when the first throttle signal is detected again, returning to the step of controlling the vehicle to be in the target gear and controlling the target clutch to be disconnected so as to enable the vehicle to start sliding running along the first direction until the vehicle is successfully released.
7. The method according to claim 1, characterized in that the target gear is a reverse gear or a minimum drive gear.
8. A vehicle escape control apparatus, characterized by comprising:
the first control module is used for controlling the vehicle to be in a target gear and controlling a target clutch to be disconnected when a first throttle signal is detected, so that the vehicle starts to slide along a first direction; the first direction is the opposite direction of the driving direction corresponding to the target gear;
a second control module configured to determine a coasting schedule of the vehicle based on an output shaft rotation speed of an automatic transmission during a coasting running of the vehicle in the first direction, determine a first closing change rate of the target clutch based on the coasting schedule, and control the target clutch to start closing based on the first closing change rate;
the third control module is used for determining a second closing change rate of the target clutch when a second throttle signal is detected, and controlling the target clutch to be closed based on the second closing change rate so that the vehicle keeps the target gear and is driven to run in a second direction; wherein the first direction is opposite to the second direction.
9. An electronic device, comprising:
a processor and a memory;
the processor is configured to execute the steps of the vehicle escape control method according to any one of claims 1 to 7 by calling a program or instructions stored in the memory.
10. A computer-readable storage medium characterized in that it stores a program or instructions for causing a computer to execute the steps of the vehicle escape control method according to any one of claims 1 to 7.
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| CN202111132226.3A CN113586709B (en) | 2021-09-27 | 2021-09-27 | Vehicle escaping control method, device, equipment and storage medium |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114811028A (en) * | 2022-03-17 | 2022-07-29 | 潍柴动力股份有限公司 | Vehicle gear shifting control method and device, electronic equipment and storage medium |
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