CN113911116B - Control method, system and storage medium for low-speed following and slope stabilization of vehicle in climbing starting - Google Patents
Control method, system and storage medium for low-speed following and slope stabilization of vehicle in climbing starting Download PDFInfo
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- CN113911116B CN113911116B CN202111278281.3A CN202111278281A CN113911116B CN 113911116 B CN113911116 B CN 113911116B CN 202111278281 A CN202111278281 A CN 202111278281A CN 113911116 B CN113911116 B CN 113911116B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18027—Drive off, accelerating from standstill
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/081—Speed
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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
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention provides a control method, a system and a computer readable storage medium for vehicle climbing and following and hill stabilizing start, wherein the control process comprises the following steps: when the vehicle just enters a starting state, the power source guiding rotating speed target is a starting rotating speed target, and slip intervention is not performed; after the starting state is reached to the set time T or the power source rotation speed is stable, slip intervention control is carried out; the slip intervention control is to introduce a slip intervention target rotating speed smaller than a stepping target rotating speed to obtain a power source guiding rotating speed, the power source guiding rotating speed is reduced along with the slip intervention target rotating speed, and torque loading of a PID closed-loop control clutch is used to reduce the actual rotating speed of the power source along with the power source guiding rotating speed, so that the slip between the actual rotating speed of the power source and the rotating speed of an input shaft of the gearbox is reduced. According to the invention, by introducing slip intervention control in the starting control process, the heat load under the working conditions of low-speed follow-up and stable slope in the climbing starting process is reduced, and the risk of vibration or galloping caused by the fact that the PT curve of the clutch is misaligned and the starting calibration is not suitable for the actual starting rotating speed of the power source is further suppressed to a certain extent.
Description
Technical Field
The invention belongs to the control technology in the field of automobile power, and particularly relates to the control technology for a vehicle in climbing and following and in stabilizing a slope.
Background
When a vehicle (a traditional vehicle or a hybrid power) provided with DCT or AMT starts, in order to obtain the torque output capability and the quick response capability of an engine, the rotating speed of a power source is firstly controlled to rise to reach a target rotating speed, the power source is maintained to be near the target rotating speed, and the rotating speed of an input shaft of a gearbox rises until the rotating speed of the input shaft is synchronous with the rotating speed of the power source along with the torque loading of a clutch, so that the starting control is completed. The starting process is generally divided into three stages of rising of the rotating speed, stabilizing of the rotating speed of the power source near the target rotating speed and synchronous rotating speed. The starting mode has a large slip friction working condition, a large amount of heat load can be generated due to the large slip friction, the temperature of the clutch plate rises sharply, the service life of the clutch can be influenced for a long time, and the serious clutch plate has ablation risk. The vehicle is in a low-speed running state in the process of climbing and following, the vehicle speed is very low, the rotating speed of the input shaft of the gearbox is smaller than the rotating speed of the power source, or the vehicle can be stabilized on the slope by stepping on an accelerator and depending on driving force, and the vehicle speed in the state is near 0 vehicle speed. The two states of the gearbox input shaft rotating speed cannot be synchronous with the power source rotating speed, and the gearbox input shaft rotating speed is in a slip friction state with large slip difference, so that the heat load is bad, and the service life of a clutch is seriously influenced. The existing starting control does not recognize the working conditions of low-speed following and stable slope when climbing, namely the working condition that the clutch has long-time large slip output torque, the heat load is bad, the service life of the clutch is seriously influenced, and the risk of clutch ablation exists. The existing control method for maintaining the rotating speed of the power source at the target rotating speed by controlling the torque of the clutch at the load end is characterized in that the torque of the clutch is changed due to continuous use of the clutch according to the pressure torque characteristic, namely the PT curve, namely the torque of the clutch is possibly reduced under the same pressure after the clutch is used for a long time, and the calibrated parameters are used, so that the actual rotating speed of the power source is controlled to be higher or the risk of galloping exists.
Chinese patent document CN202010735964.6 discloses "a hybrid transmission hill start control method" in which when a brake pedal is released to prepare for starting, it is detected that a brake cylinder pressure is lower than a pressure P, an engine is requested to raise an idle speed to N, and a clutch slip is controlled to be reduced to C. The purpose is to increase the idling speed of the engine before starting to quickly obtain the driving force of the power source to prevent the slip, and the low-speed following or the stable slope during the climbing starting process cannot be improved to improve the heat load.
Chinese patent document CN201610796038.3 discloses a hill start slope stabilizing method of an automobile and the automobile, wherein the slope stabilizing torque is calculated by detecting the inclination angle of the automobile, shi Wenpo torque is increased in advance before a brake is released, the automobile is prevented from sliding on the slope during hill start, and the driving safety is improved. The slope stabilizing working condition described in the patent document is slope stabilizing by releasing braking force by stepping on a brake, and the problem of heat load of a slope stabilizing clutch or a low-speed following clutch when the accelerator is not stepped on is not solved.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention provides a control method, a system and a computer readable storage medium for vehicle climbing and following and stable hill start, which reduce the heat load under the working conditions of low-speed following and stable hill start in the climbing and starting process by introducing slip intervention control in the starting control process, and further inhibit the risk of vibration or galloping caused by the fact that the actual starting rotating speed of a power source is higher due to the misalignment of a clutch PT curve and the inadaptation of starting calibration to a certain extent.
The invention is aimed at the hybrid electric vehicle or conventional vehicle with hydraulic clutch automatic speed change (such as DCT) and steady slope when starting to follow the vehicle at low speed and stop to put in warehouse under special conditions such as ramp environment, the method starts from the engine torque characteristic and the thermal load nature, and provides new control logic.
The technical scheme of the invention is as follows:
a control method for low-speed following and stabilizing of vehicle climbing start introduces slip intervention control in the starting control process. Before intervention, the power source guiding rotating speed target is a starting rotating speed target, so that the dynamic property is ensured. If the power source is started for a certain time or the power source rotation speed is stable, intervention is carried out, and a slip intervention rotation speed smaller than the target rotation speed is introduced to obtain the power source guiding rotation speed. The torque loading of the clutch is controlled by PID closed loop to enable the actual rotation speed of the power source to be reduced along with the guiding rotation speed by reducing the guiding rotation speed of the power source, so that the slip between the actual rotation speed of the power source and the rotation speed of the input shaft of the gearbox is reduced, the effect of reducing the thermal load of the clutch is achieved, the overheat of the clutch is avoided, and the service life of the clutch is prolonged. The method can ensure the dynamic performance during climbing and starting, and can reduce the heat load of the clutch during low-speed climbing and following and stabilizing.
In the method, the slip intervention target rotating speed is calculated by looking up a table according to the current starting target rotating speed and slip as two-dimensional axes. The principle is that by comparing the power source rotating speed with the input shaft rotating speed slip at the current target rotating speed, if the current target rotating speed slip is larger than the calibrated smooth road starting slip, the clutch end load is larger than the smooth road, and then the working condition that the vehicle is in climbing a low-speed vehicle following or stabilizing a slope is judged, the slip is required to be reduced to reduce the heat load, and then the lower slip intervention rotating speed is set.
The control method comprises the following specific steps:
step 1, entering a starting state, judging whether the rotation speed of the input shaft of the gearbox is not synchronous with the rotation speed of the power source, and if not, entering step 2.
Step 2: starting timing;
step 3, judging whether the timing duration is longer than the set time T, if so, entering the step 5, and if not, entering the step 4;
step 4, judging whether the current power source rotating speed is in a starting stable state, if so, entering a step 5, otherwise, returning to the step 2;
step 5, setting a slip intervention flag bit;
step 6, slip intervention control is entered, and slip intervention rotating speed is obtained according to the current starting target rotating speed and a slip table;
step 7: calculating the guiding rotating speed of the power source;
step 8, controlling the actual rotation speed of the power source to be reduced: setting the guiding rotating speed of the power source as a target, and controlling the torque loading of the clutch at the load end through PID to enable the actual rotating speed of the power source to be reduced along with the guiding rotating speed of the power source.
Further, the starting state in the step 1 means that the driver has a step on the accelerator to analyze the power demand torque and the slip between the rotation speed of the power source input shaft and the rotation speed of the transmission input shaft is larger than a certain value.
Further, in the step 4, the determination condition that the power source rotation speed is in the starting steady state is that the rotation speed change rate of the power source rotation speed is calculated, and if the rotation speed change rate of the power source is smaller than a calibration value and the rotation speed of the power source is larger than a calibration value, the power source rotation speed is indicated to be in the starting steady state. The rotation speed of the power source enters a starting stable state to indicate the capability of the power source for obtaining stable output torque, and the power source and the clutch load reach a relative balance stage.
Further, in the step 6, the starting target rotation speed is obtained through an accelerator pedal value table look-up; and the slip between the actual rotation speed of the power source and the rotation speed of the clutch input shaft is obtained by subtracting the rotation speed of the transmission input shaft from the guiding rotation speed of the power source at the current moment.
Further, the step 7 includes:
step 7.1, calculating a power source guiding rotating speed target: if the slip marker position is set, the power source guiding rotating speed target is equal to the slip intervention target rotating speed, and if the slip marker position is not set, the power source guiding rotating speed target is equal to the starting target rotating speed;
step 7.2, calculating the power source guiding rotation speed: and obtaining the power source guiding rotating speed through slope filtering by the power source guiding rotating speed target.
The invention further provides a control system for the low-speed following and the stable slope of the vehicle climbing and starting, which comprises a processor and a memory, wherein the memory is stored with a computer program, and the control method for the low-speed following and the stable slope of the vehicle climbing and starting is realized when the computer program is executed by the processor.
Further, the present invention also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of a vehicle hill-climbing low-speed following and hill-stabilizing start control method described above.
The invention has the following advantages:
1. no loss of starting dynamic property: according to the invention, slip intervention is allowed only after a certain time is passed after the power source is calibrated to enter a starting state or after the power source rotation speed is judged to enter a stable state. Before intervention, the power source guiding rotating speed takes the starting target rotating speed as a target, the power source rotating speed in the early stage of starting is allowed to rise rapidly, and the torque output capacity of the power source is obtained after the power source reaches a certain rotating speed, so that the starting power performance is not lost.
2. The slip of climbing low-speed following and stable slope is reduced: the method comprises the steps of taking a power source starting target rotating speed and a slip as slip intervention rotating speeds obtained by two-dimensional shaft table lookup, comparing the slip data of the calibrated normal flat road starting with the slip data of the current power source rotating speed and the rotating speed of an input shaft of a gearbox, if the slip is larger than the slip data of the calibrated flat road starting, not driving the rotating speed of the input shaft of the gearbox to reach the same level under the same power source torque, indicating that the load of a clutch end is large, further judging that the vehicle is in a climbing low-speed following state or a stable slope state, and if the slip rotating speed is enlarged, intervention is needed. Setting a slip intervention speed smaller than the target speed, and continuously reducing the slip intervention speed along with the reduction of the slip speed until the minimum slip intervention speed of the vehicle under the gradient is reached. The guiding rotation speed is reduced, the rotation speed of the power source is driven to be reduced, the slip rotation speed is reduced, the slip friction reduction during climbing and following and stabilizing is realized, and the demand of the clutch on heat load is reduced.
3. Slip expansion caused by clutch torque misalignment during starting is restrained: in the starting process, the power source rotating speed rises rapidly to reach the starting target rotating speed, the rotating speed of the input shaft of the gearbox rises slowly, the slip rotating speed is continuously enlarged, slip intervention is immediately carried out after the slip intervention time is met, the slip intervention rotating speed lower than the starting target rotating speed is obtained through table lookup, the reduced target value is input to the guiding rotating speed, the power source rotating speed is pulled down, and the expansion of the slip is restrained. And along with the increase of the rotation speed of the input shaft, the slip rotation speed is reduced, the slip intervention rotation speed is again checked and increased, and the rotation speed of the power source is pulled to increase, so that the stability of the slip rotation speed is realized. And in the same way, continuously looking up a table to adjust the slip intervention rotating speed, inputting the slip intervention rotating speed to the guiding rotating speed, and finally realizing the synchronization of the rotating speed of the input shaft of the gearbox and the rotating speed of the power source, so as to achieve the starting target rotating speed and realize the starting of the vehicle.
4. Different gradient steady slope and low-speed following self-adaptation: slip intervention rotational speed table is checked, and according to different slopes, the required accelerator depth is inconsistent during slope stabilization, and the starting target rotational speed is inconsistent. And calibrating the minimum slip intervention rotating speed of the stable slope of the vehicle according to different slopes, realizing the adjustment of the slip intervention rotating speed from lower than the starting target rotating speed to the minimum slip intervention rotating speed, and realizing the self-adaption of the stable slope and low-speed following of the vehicle with different slopes.
5. Leading the power source rotating speed to the guiding rotating speed for PID self-adaptive adjustment: and by setting the guide rotating speed as a target, PID controls the torque loading of the clutch, and controls the actual rotating speed of the power source to be reduced. The PID calibration value is calibrated when the whole road is started. When the vehicle is driven at a low speed or is stationary during climbing, the clutch loading torque can be increased due to the reduction of the guide rotating speed, and the clutch loading torque can be increased due to the reduction of the target until the actual rotating speed of the power source is equal to the guide rotating speed, so that the dynamic balance of a new state is achieved. The PID has self-adaptive function, and does not need to be calibrated again.
Therefore, the method does not lose starting dynamic performance, and can also reduce the heat load when the vehicle climbs to a slope and follows the vehicle at a low speed or stabilizes the slope. The dynamic principle is utilized to set the table, so as to judge whether the vehicle is in a climbing and following state or a stable slope state, further control of slip is reduced, no additional sensor is needed for judging the vehicle state, and no complex load factor algorithm is needed. The method is simple and efficient, simplifies control and calibration difficulty, and meets the requirement of consumers on vehicle starting quality. The hybrid electric vehicle is suitable for a hybrid electric vehicle equipped with an automatic transmission (such as DCT) with a hydraulic control clutch, and is also suitable for a conventional vehicle.
Drawings
FIG. 1 is a schematic illustration of a hybrid vehicle configuration to which the present invention is applicable;
FIG. 2 is a schematic diagram showing the effects of the present invention;
FIG. 3 is a flow chart of a control method according to the present invention.
Fig. 4 is a schematic diagram of a flow chart of calculation of a pilot rotation speed of the control method according to the present invention.
Detailed Description
The technical solution implemented by the present invention will be further described with reference to the accompanying drawings in the specification, wherein the following description is given by taking hill-climbing start and low-speed following and stabilizing control as examples, and the described embodiments are only some embodiments of the present invention, and all other embodiments obtained by a person skilled in the art without making any creative effort based on the embodiments of the present invention are all within the scope of protection of the present invention.
The technical scheme implemented by the invention is based on the vehicle with the power transmission configuration through the clutch shown in fig. 1, wherein a power system of the configuration comprises, but is not limited to, parts such as an engine, a motor, a clutch, a gearbox, a main reducer and the like. The power system can realize modes of pure electric, hybrid drive, engine independent drive and the like by transmitting power through disengaging and engaging of a clutch or slipping.
The technical scheme of the invention is based on the effect schematic diagram shown in fig. 2, and slip intervention control is introduced in the starting control process. Before intervention, the power source guiding rotating speed target is a starting rotating speed target, so that the dynamic property is ensured. If the power source is started for a certain time or the power source rotation speed is stable, intervention is carried out, and a slip intervention rotation speed smaller than the target rotation speed is introduced to obtain the power source guiding rotation speed. The torque loading of the clutch is controlled by PID closed loop to enable the actual rotation speed of the power source to be reduced along with the guiding rotation speed by reducing the guiding rotation speed of the power source, so that the slip between the actual rotation speed of the power source and the rotation speed of the input shaft of the gearbox is reduced, the effect of reducing the thermal load of the clutch is achieved, the overheat of the clutch is avoided, and the service life of the clutch is prolonged. The slip intervention rotating speed calculating mode is to obtain the slip intervention rotating speed by looking up a table according to the current starting target rotating speed and the slip as two-dimensional axes.
The technical scheme of the invention is based on a control flow diagram shown in fig. 3 and a guiding rotation speed calculation flow diagram shown in fig. 4, and the embodiment provides a control method for low-speed following and slope stabilization of vehicle climbing start, which comprises the following steps:
s1: entering a starting state. The starting state is the torque requirement obtained by analyzing the position of an accelerator pedal acquired by a PCU (power control unit) of the whole vehicle, and whether the rotating speed of a power source is synchronous with the rotating speed of an input shaft or not is judged. If not, S2 is entered. The power source rotation speed is acquired through an EMS or motor rotation speed sensor. At this time, the vehicle is stationary or in a low speed state and at this time, the power source end engine is at an idle speed or the motor is in a stationary or low speed state.
Here, the low speed state means that the transmission input shaft rotation speed is lower than a specific power source rotation speed, which is an engine idle rotation speed or a motor setting specific rotation speed.
The embodiment focuses on the control of the requirements of climbing, starting, low-speed following and slope stabilization.
S2: a timer is started.
The controller program sets a timer, and activates the timer after entering a starting state to count time.
S3, judging whether the timing duration is longer than a set time T, for example, 1.2S, wherein the value is a calibration value. If yes, go to step 5. If not, go to step 4. The value is set so that the rotating speed of the power source in the early stage of starting can not be interfered by slip control, the power source can be quickly lifted to obtain the dynamic property, and the misjudgment of large slip in the early stage of starting is avoided.
S4: and judging whether the current power source rotating speed is in a starting stable state, and if so, entering a step 5. Otherwise, the process returns to step 2.
The formula for calculating the change rate of the rotating speed of the power source is as follows:
(current power source rotation speed-last week period interval power source rotation speed)/cycle interval time
The starting steady state condition is judged as follows:
1. the rate of change of the power source rotational speed is less than a value, such as 300rpsps, which is a calibrated value.
2. The power source rotating speed is larger than the Stablespdmin, and the Stablespdmin calculating formula is a target of the idle rotating speed of the engine or the set rotating speed of the motor plus a certain calibration value. The value may also be set directly as a calibration value, based on which the deformation is based.
And when the conditions 1 and 2 are met and the time is a standard value, for example, 0.1s, the power source rotating speed is in a starting stable state, and the time standard value is set to ensure that the power source rotating speed does not reach the set condition due to fluctuation. The rotation speed of the power source enters a starting stable state to indicate the capability of the power source to obtain stable output torque, and the power source and the clutch load reach a relatively stable stage.
S5, setting a slip intervention flag bit, and entering a step 6.
S6, setting a two-dimensional table lookup, taking the starting target rotating speed and the slip rotating speed as input shafts, obtaining slip intervention rotating speed through table lookup, looking up slip dry pre-rotating speed table 1, and entering step 7.
S6.1: the starting target rotating speed is obtained through the lookup table of the accelerator pedal value, and the starting target rotating speed is correspondingly increased along with the deepening of the accelerator pedal.
S6.2: slip speed is obtained by subtracting the speed of the input shaft of the gearbox from the speed of the power source.
S6.3: and taking the starting target rotating speed and the slip rotating speed as an input shaft table to obtain the slip intervention rotating speed. See slip dry pre-rotation speed check schematic table 1
1) When the accelerator pedal is stable (the starting target rotating speed value is kept unchanged), the slip intervention rotating speed close to the starting target rotating speed is set by looking up a table, and along with the reduction of the slip rotating speed, the slip intervention rotating speed is reduced until the minimum slip intervention rotating speed when the whole vehicle is in a stable slope state under the gradient is reached.
2) When the gradient of the ramp is changed, the depth of the accelerator pedal and the target rotation speed of the step can be changed along with the change in order to achieve the vehicle slope-stabilizing state. When the gradient becomes larger, the vehicle resistance rises, in order to prevent the vehicle from sliding backwards, the driving force and the resistance are balanced, the depth of the accelerator pedal required during the slope stabilization is deepened, so that the starting target rotating speed is raised, the slip rotating speed is smaller than the gradient, the slip rotating speed and the slip intervention rotating speed under the starting target rotating speed are raised according to the calibration table 1, the guiding rotating speed is input, the power source rotating speed is raised rapidly, the slip rotating speed is enlarged, the slip intervention rotating speed is reduced according to the calibration table 1 through the two-dimensional table, the power source rotating speed is reduced, and the minimum slip intervention rotating speed when the whole vehicle is in the slope stabilization state under the gradient is reached. The gradient is reduced, the resistance of the whole vehicle is reduced, the vehicle is prevented from advancing to reach stable gradient, the driving force and the resistance are balanced, the depth of an accelerator pedal is reduced, the starting target rotating speed is reduced, at the moment, the slip rotating speed is larger than the gradient, the slip intervention rotating speed is reduced under the slip rotating speed of the calibration table 1, the slip intervention rotating speed is input to the guiding rotating speed, the power source rotating speed is reduced, the slip rotating speed is reduced, and the minimum slip intervention rotating speed when the whole vehicle is in a stable gradient state under the gradient is reached. See table 2 for schematic graph of different ramp stability minimum slip intervention speed implementations.
3) The calibration of the schematic table 1 is shown by slip dry pre-rotation speed check, so that the vehicle can be started at a large throttle. When the large accelerator starts, the accelerator deepens, the same slip rotating speed is achieved, the starting target rotating speed is increased, the slip intervention rotating speed is increased in a following mode, the rotating speed of the input shaft of the gearbox is pulled, the slip intervention rotating speed is adjusted along with the slip rotating speed, the rotating speed of the input shaft is synchronous with the rotating speed of the power source, and the change of the vehicle from stationary to dynamic is achieved.
Slip dry pre-rotation speed check schematic table 1
The effect of the minimum slip intervention speed implementation of the stable slopes of different slopes is shown in Table 2
S7, calculating the power source guiding rotation speed, selecting a power source guiding rotation speed target source by judging whether a slip zone bit is set, filtering to obtain the power source guiding rotation speed, and entering the step 8.
S7.1: selecting a power source guiding rotating speed target source, wherein if the slip zone bit is not set, if the slip zone bit just enters a starting stage, the time does not reach a certain value, and the power source rotating speed does not enter a starting stable state, the power source guiding rotating speed target is a starting target rotating speed; if the slip flag position is set, the power source guiding rotating speed target is slip intervention rotating speed, and compared with starting target rotating speed, the power source guiding rotating speed is reduced, and the purposes of power source rotating speed reduction, power source rotating speed reduction and slip reduction are achieved.
S7.2: and smoothing the power source guiding rotating speed target through filtering to obtain the power source guiding rotating speed.
The pilot rotational speed filter rate (slope) is schematically shown below:
the ramp rate of the pilot rotation filter is shown in Table 3
The rate of decrease of the guide rotational speed filter is shown in Table 4
The values in the table are rpm/min revolutions per minute. The time T0 represents the starting state, the time difference between the current time and the last time (T1-T0) is equal to the current time (T1-T0) of the period calculated by the system state, the initial rotation speed input at the time T0 is the actual rotation speed of the power source and the set minimum guiding rotation speed are increased, the guiding rotation speed at the current time T1 and the percentage of the guiding rotation speed (the target rotation speed-the initial rotation speed) are calculated by the target rotation speed, and the guiding rotation speed rising rate is obtained by looking up the two-dimensional table 3; and (5) checking the two-dimensional table 4 to obtain the decreasing rate of the guide rotating speed and the track curve of the guide rotating speed Leadspd along with the time.
S8: with the reduction of the guiding rotation speed of the power source, the torque loading of the clutch is controlled by a PID closed loop to enable the actual rotation speed of the power source to be reduced, so that the slip between the actual rotation speed of the power source and the rotation speed of the input shaft of the gearbox is reduced, the effect of reducing the thermal load of the clutch is achieved, the overheat of the clutch is avoided, and the service life of the clutch is prolonged.
The foregoing details of the optional implementation of the embodiment of the present invention have been described in detail with reference to the accompanying drawings, but the embodiment of the present invention is not limited to the specific details of the foregoing implementation, and various simple modifications may be made to the technical solution of the embodiment of the present invention within the scope of the technical concept of the embodiment of the present invention, and these simple modifications all fall within the protection scope of the embodiment of the present invention.
Claims (8)
1. A control method for vehicle climbing starting low-speed following and stabilizing slope is characterized in that slip interference control is introduced in the vehicle starting control process, and the process is as follows: when the vehicle just enters a starting state, the power source guiding rotating speed target is a starting rotating speed target, and slip intervention is not performed; after the starting state is reached to the set time T or the power source rotation speed is stable, slip intervention control is carried out; the slip intervention control is to introduce a slip intervention target rotating speed smaller than a step-up target rotating speed to obtain a power source guiding rotating speed, wherein the power source guiding rotating speed is reduced along with the slip intervention target rotating speed, and torque loading of a PID closed-loop control clutch is used for reducing the actual rotating speed of the power source along with the power source guiding rotating speed, so that the slip between the actual rotating speed of the power source and the rotating speed of an input shaft of the gearbox is reduced; the method comprises the following steps:
step 1, entering a starting state, judging whether the rotating speed of an input shaft of the gearbox is synchronous with the rotating speed of a power source, and if not, entering step 2;
step 2: starting timing;
step 3, judging whether the timing duration is longer than the set time T, if so, entering the step 5, and if not, entering the step 4;
step 4, judging whether the current power source rotating speed is in a starting stable state, if so, entering a step 5, otherwise, returning to the step 2;
step 5, setting a slip intervention flag bit;
step 6, slip intervention control is entered, and slip intervention rotating speed is obtained according to the current starting target rotating speed and a slip table;
step 7: calculating the guiding rotating speed of the power source;
step 8, controlling the actual rotation speed of the power source to be reduced: setting the guiding rotating speed of the power source as a target, and controlling the torque loading of the clutch at the load end through PID to enable the actual rotating speed of the power source to be reduced along with the guiding rotating speed of the power source.
2. The control method for low-speed following and stabilizing of vehicle climbing and starting according to claim 1, wherein the slip intervention target rotating speed is obtained by looking up a table according to the current starting target rotating speed and slip as two-dimensional axes; the slip refers to the slip of the power source rotating speed and the input shaft rotating speed at the current target rotating speed.
3. The method for controlling the vehicle to start climbing a hill and follow a vehicle at a low speed and stabilizing the hill according to claim 1, wherein the starting state in the step 1 means that a driver has a power demand torque analyzed by stepping on an accelerator and a slip between a rotational speed of an input shaft of a power source and a rotational speed of an input shaft of a gearbox is greater than a certain value.
4. The method according to claim 1, wherein in the step 4, the determination condition that the power source rotation speed is in the stable starting state is that the rotation speed change rate of the power source rotation speed is calculated, if the rotation speed change rate of the power source is smaller than a calibration value and the rotation speed of the power source is larger than the calibration value, the power source rotation speed is indicated to be in the stable starting state, the power source rotation speed is indicated to be in the stable output torque obtaining capability, and the power source and the clutch load are in the relatively balanced stage.
5. The method for controlling the vehicle to start climbing a hill, follow a vehicle at a low speed and stabilize a hill according to claim 1, wherein in the step 6, the starting target rotation speed is obtained by looking up an accelerator pedal value table; and the slip between the actual rotation speed of the power source and the rotation speed of the clutch input shaft is obtained by subtracting the rotation speed of the transmission input shaft from the guiding rotation speed of the power source at the current moment.
6. The method for controlling the low-speed following and the stable slope of the vehicle climbing and starting according to claim 1, wherein the step 7 comprises:
step 7.1, calculating a power source guiding rotating speed target: if the slip marker position is set, the power source guiding rotating speed target is equal to the slip intervention target rotating speed, and if the slip marker position is not set, the power source guiding rotating speed target is equal to the starting target rotating speed;
step 7.2, calculating the power source guiding rotation speed: and obtaining the power source guiding rotating speed through slope filtering by the power source guiding rotating speed target.
7. A control system for vehicle hill-climbing starting low-speed following and hill-stabilizing, characterized by comprising a processor and a memory, wherein the memory is stored with a computer program, and the computer program, when executed by the processor, realizes the control method for vehicle hill-climbing starting low-speed following and hill-stabilizing according to any one of claims 1-6.
8. A computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the vehicle hill-climbing low-speed following and hill-stabilizing launch control method of any one of claims 1 to 6.
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