CN114754137B - Upshift control method, automobile and computer readable storage medium - Google Patents
Upshift control method, automobile and computer readable storage medium Download PDFInfo
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- CN114754137B CN114754137B CN202210471221.1A CN202210471221A CN114754137B CN 114754137 B CN114754137 B CN 114754137B CN 202210471221 A CN202210471221 A CN 202210471221A CN 114754137 B CN114754137 B CN 114754137B
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- 238000000034 method Methods 0.000 title claims abstract description 53
- 230000009467 reduction Effects 0.000 claims abstract description 104
- 230000008569 process Effects 0.000 claims abstract description 22
- 230000007613 environmental effect Effects 0.000 claims abstract description 12
- 230000005540 biological transmission Effects 0.000 claims description 37
- 238000004590 computer program Methods 0.000 claims description 3
- 230000009471 action Effects 0.000 abstract description 5
- 238000011946 reduction process Methods 0.000 description 6
- 230000009977 dual effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000036461 convulsion Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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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
- F16H61/04—Smoothing ratio shift
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
-
- 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
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H2059/147—Transmission input torque, e.g. measured or estimated engine torque
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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
- F16H61/04—Smoothing ratio shift
- F16H2061/0459—Smoothing ratio shift using map for shift parameters, e.g. shift time, slip or pressure gradient, for performing controlled shift transition and adapting shift parameters by learning
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The invention belongs to the technical field of automobile control and discloses an upshift control method, an automobile and a computer readable storage medium. The upshift control method is used for an upshift process of a vehicle running on a slope, and comprises the steps of enabling an engine to be reduced to a first torque reduction target value after the first torque reduction target value of the engine is obtained, wherein the first torque reduction target value is selected to be suitable for the vehicle to overcome environmental resistance; after a second torque reduction target value of the engine is obtained, the engine is reduced to the second torque reduction target value, the clutch is separated to a preset position, the second torque reduction target value is selected as a torque suitable for maintaining basic torque of the engine, and the preset position is a torque transmission-free position; the engine torque is reduced to zero and the clutch is fully disengaged. The invention ensures that the torque reducing process of the engine is smooth, shortens the time occupied by the gear shifting action during gear shifting, effectively reduces the feeling of the stopping of the automobile when the automobile runs on a ramp, and improves the comfort of the automobile.
Description
Technical Field
The present invention relates to the field of automobile control technologies, and in particular, to an upshift control method, an automobile, and a computer readable storage medium.
Background
The AMT transmission (mechanical automatic transmission) has the advantages of simple structure, low cost, high transmission efficiency and the like, and is widely applied to commercial vehicles, especially medium-heavy commercial vehicles. AMT transmission shifting is a shift pattern with power interruption, and therefore AMT transmission has disadvantages in terms of shift comfort, shift time and power performance compared to AT transmission (hydrodynamic automatic transmission), DCT transmission (dual clutch automatic transmission) and CVT transmission (continuously variable automatic transmission).
The existing automobile with the AMT transmission is large in gear shifting impact in the process of upshifting on a sloping road, and has strong pause feeling caused by long gear shifting time, so that the comfort of the automobile is reduced.
Therefore, there is a need to solve the above problems.
Disclosure of Invention
The invention aims to provide an upshift control method, an automobile and a computer readable storage medium, which are used for solving the problems that the existing automobile with an AMT gearbox has larger gear shifting impact in the process of upshifting a sloping road, has stronger pause feeling caused by long gear shifting time and reduces the comfort of the automobile.
To achieve the object, the present invention provides an upshift control method for an upshift process of a vehicle running on a slope, the upshift control method comprising:
after a first torque reduction target value of an engine is obtained, the engine is reduced to the first torque reduction target value, and the first torque reduction target value is selected to be suitable for the vehicle to overcome environmental resistance;
after a second torque reduction target value of the engine is obtained, the engine is reduced to the second torque reduction target value, and a clutch is separated to a preset position, wherein the second torque reduction target value is selected as a torque suitable for maintaining basic torque of the engine, and the preset position is a torque transmission-free position;
the engine torque is reduced to zero and the clutch is fully disengaged.
Preferably, the step of obtaining the first torque reduction target value includes the steps of:
acquiring a transmission gear, the gradient of the ramp, the mass of the vehicle and the running resistance of the vehicle;
calculating the environmental resistance according to the gradient of the ramp, the mass of the vehicle and the running resistance of the vehicle;
the first torque reduction target value is established according to the transmission gear and the environmental resistance.
Preferably, the upshift control method further includes obtaining a first torque reduction rate, and reducing the torque of the engine to the first torque reduction target value at the first torque reduction rate.
Preferably, obtaining the first torque-down rate includes calculating the first torque-down rate from a driveline torque stiffness of a current gear, the clutch stiffness, an accelerator opening, and a torque of the engine at a start of an upshift.
Preferably, the method further comprises, after the engine is reduced to the first torque reduction target value:
acquiring a second torque reduction rate of the engine, and a first time value when the clutch is separated to the preset position, and calculating a second time value when the torque of the engine is reduced to the second torque reduction target value at the second torque reduction rate;
when the first time value is not larger than the second time value, the engine is enabled to be reduced to the second torque reduction target value at the second torque reduction rate, the clutch is enabled to be separated to a preset position, and when the engine is reduced to the second torque reduction target value, the engine is enabled to be reduced to zero, and the clutch is enabled to be completely separated.
Preferably, obtaining the first time value for the clutch to disengage to the preset position includes obtaining the first time value according to current conditions of the transmission and the clutch actuator.
Preferably, obtaining the second torque reduction rate includes obtaining the second torque reduction rate according to a driveline torsional stiffness of a current gear, the clutch stiffness, an accelerator opening, and a torque of the engine when the engine is reduced to the first torque reduction target value.
Preferably, the obtaining of the second torque reduction target value includes summing a friction torque of the engine and a load torque of an accessory of the engine as the second torque reduction target value.
The present invention also provides an automobile comprising:
one or more processors;
a memory for storing one or more programs;
the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the upshift control method as described above.
The present invention also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the upshift control method as described above
The invention has the beneficial effects that: according to the invention, the torque of the engine is reduced by adopting the two torque reducing stages, and the clutch is separated in the torque reducing process of the second stage of the engine, so that the torque reducing process of the engine is smooth, the larger torsional vibration of the transmission system is prevented, the process of separating the clutch to the torque transmission-free position is simultaneously carried out with the torque reducing process of the second stage of the engine, the time occupied by the gear-off action during gear-up is shortened, the jerk feeling of the automobile running on a ramp is effectively reduced, and the comfort of the automobile is improved.
Drawings
FIG. 1 is a schematic flow chart of an upshift control method according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of FIG. 1 for obtaining a first torque reduction target value;
FIG. 3 is a flow chart illustrating the process of obtaining the first torque reduction rate value in FIG. 1.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
The AMT transmission (mechanical automatic transmission) has the advantages of simple structure, low cost, high transmission efficiency and the like, and is widely applied to commercial vehicles, especially medium-heavy commercial vehicles. AMT transmissions require power interruption during shifting, and therefore AMT transmissions have disadvantages in terms of shift comfort, shift time and power performance compared to AT transmissions (hydrodynamic automatic transmissions), DCT transmissions (dual clutch automatic transmissions) and CVT transmissions (continuously variable automatic transmissions). The existing automobile with the AMT transmission is large in gear shifting impact in the process of upshifting on a sloping road, and has strong pause feeling caused by long gear shifting time, so that the comfort of the automobile is reduced.
In order to solve the above-mentioned problems, the present embodiment provides an automobile, which includes a processor and a memory, wherein the memory stores a program, and when the program is executed by the processor, the processor is capable of implementing an upshift control method, as shown in fig. 1, the upshift control method is used in an upshift process of an automobile running on a ramp, and the upshift control method includes:
after a first torque reduction target value of the engine is obtained, the engine is reduced to the first torque reduction target value, and the first torque reduction target value is selected to be suitable for an automobile to overcome environmental resistance;
after a second torque reduction target value of the engine is obtained, the engine is reduced to the second torque reduction target value, the clutch is separated to a preset position, the second torque reduction target value is selected as a torque suitable for maintaining basic torque of the engine, and the preset position is a torque transmission-free position;
the engine torque is reduced to zero and the clutch is fully disengaged.
The torque of the engine is reduced by adopting two torque reducing stages, and the clutch is separated in the torque reducing process of the second stage of the engine, so that the torque reducing process of the engine is smooth, the transmission system is prevented from generating larger torsional vibration, the clutch is separated to a torque transmission-free position and the torque reducing process of the second stage of the engine are simultaneously carried out, the time occupied by the gear-removing action during gear-up is shortened, the frustration of the automobile running on a ramp is effectively reduced, and the comfort of the automobile is improved.
Referring to fig. 1 and 2, in the present embodiment, obtaining the first torque reduction target value includes the following steps:
acquiring a gear of a transmission, the gradient of a ramp, the mass of an automobile and the running resistance of the automobile;
calculating environmental resistance according to the gradient of the ramp, the mass of the automobile and the running resistance of the automobile;
a first torque reduction target value is established based on the transmission gear and the environmental resistance.
The gradient of the ramp can be obtained according to an automobile gradient sensor, and the running resistance of the automobile can be obtained by inquiring calibration data in the running process of the automobile so as to simulate and calculate the environmental resistance which needs to be overcome in the current running state of the automobile, and the environmental resistance is formulated as a first torque reduction target value of the engine, so that the automobile stably runs in the first-stage torque reduction process of the engine.
The second torque reduction target value is obtained by summing the friction torque of the engine and the load torque of accessories of the engine to be used as the second torque reduction target value, wherein the friction torque of the engine is obtained by looking up a table according to calibration data in the operation process of the engine, the load torque of the accessories of the engine is obtained by looking up a table according to the calibration data of each accessory in the operation process of the engine, so that the engine needs to maintain basic working basic torque under the condition of simulating and calculating the current running state of an automobile, the accessories of the engine can be normally operated in the second torque reduction process, good basic environments can be provided for the gear-removing and gear-engaging actions of the upshift, the follow-up gear-up actions can be smoothly carried out, the upshift time is shortened, the upshift process is smoother, and the comfort and the power are improved. The accessories of the engine comprise common components such as an air compressor, a generator, an oil-gas separator, a centrifugal ventilator, a rotating speed sensor and the like.
Preferably, referring to fig. 1 and 3, in this embodiment, in order to improve the control experience of the driver and match the torque reduction process with the operation control process of the driver, so as to provide a good operation experience for the driver, the upshift control method further includes obtaining a first torque reduction rate, reducing the torque of the engine to a first torque reduction target value at the first torque reduction rate, and obtaining a second torque reduction rate after reducing the torque of the engine to the first torque reduction target value, so that the torque of the engine is reduced to a second torque reduction target value at the second torque reduction rate. The first torque-down rate is calculated according to the torque of the engine at the moment of starting the upshift and the torque of the drive train torsional rigidity, the clutch rigidity and the accelerator opening of the current gear. Obtaining the second torque reduction rate comprises obtaining the second torque reduction rate according to the torsional rigidity of the transmission system, the clutch rigidity, the accelerator opening and the torque when the engine torque reduction reaches the first torque reduction target value of the current gear.
Specifically, in the process of obtaining the first torque reduction rate and the second torque reduction rate, the torsional rigidity of the drive train of the current gear can be obtained by looking up a table according to torsional rigidity calibration data of the query drive train located under the current gear, and the clutch rigidity can be obtained by looking up a table according to clutch rigidity calibration data of the query drive train located under the current gear, so as to obtain a first calibration rate value, and the first calibration rate value is taken as a base torque reduction rate value. Inquiring the second calibration speed value which is obtained by looking up calibration data according to the current accelerator opening and the current engine torque, wherein the second calibration speed value is a real-time state torque reduction speed value. And the second torque reduction rate obtains a second real-time state torque reduction rate value according to the real-time torque when the torque of the engine is reduced to be not more than a first torque reduction target value and the accelerator opening inquiry calibration data at the moment. According to the basic torque reduction rate value and the real-time state torque reduction rate value, the torque reduction rate is calculated, so that the accelerator opening can be matched with the torque reduction rate, the real-time state of the engine torque can be matched with the torque reduction rate, the torque reduction process of the first torque reduction stage and the torque reduction process of the second torque reduction stage are enabled to be more rapid and accurate while the operation experience of a driver is improved, the torque reduction time can be effectively shortened, and the comfort can be improved.
With the above structure, since the torque of the engine is reduced from the first torque reduction target value to the second torque reduction target value, the torque reduction time of the engine is different from the clutch release time, and in order to further accurately control the torque reduction process of the engine in the second stage, preferably, referring to fig. 1, the upshift control method further includes, after the engine is reduced to the first torque reduction target value:
acquiring a second torque reduction rate of the engine, and a first time value when the clutch is separated to a preset position, and calculating a second time value when the engine reduces the torque to a second torque reduction target value at the second torque reduction rate;
when the first time value is not greater than the second time value, the engine is reduced to a second torque reduction target value at a second torque reduction rate, the clutch is separated to a preset position, when the engine is reduced to the second torque reduction target value, the engine is reduced to zero and the clutch is completely separated, when the engine is not reduced to the second torque reduction target value, the engine continues to reduce the torque, after the engine is reduced to the second torque reduction target value, the clutch is separated, the engine is kept at the second torque reduction target value until the clutch is separated to a torque transmission position, and then the engine is reduced to zero and the clutch is completely separated. And when the first time value is larger than the second time value, re-acquiring a second torque reduction target value and a second torque reduction rate of the engine until the first time value is larger than the second time value, and starting the torque reduction of the second stage of the engine. The method comprises the steps of obtaining a first time value when a clutch is separated to a preset position, wherein the first time value is obtained by inquiring calibration data according to the current working conditions of a transmission and a clutch actuator and looking up a table.
The present embodiment also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, enables the upshift control method as above to be implemented.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the invention. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.
Claims (9)
1. An upshift control method for use in an upshift process of a vehicle traveling on a slope, the upshift control method comprising:
after a first torque reduction target value of an engine is obtained, the engine is reduced to the first torque reduction target value, and the first torque reduction target value is selected to be suitable for the vehicle to overcome environmental resistance;
after a second torque reduction target value of the engine is obtained, the engine is reduced to the second torque reduction target value, and a clutch is separated to a preset position, wherein the second torque reduction target value is selected as a torque suitable for maintaining basic torque of the engine, and the preset position is a torque transmission-free position;
reducing the engine torque to zero and fully disengaging the clutch;
after the engine is reduced to the first torque reduction target value, the method further comprises:
acquiring a second torque reduction rate of the engine, and a first time value when the clutch is separated to the preset position, and calculating a second time value when the torque of the engine is reduced to the second torque reduction target value at the second torque reduction rate;
when the first time value is not larger than the second time value, the engine is enabled to be reduced to the second torque reduction target value at the second torque reduction rate, the clutch is enabled to be separated to a preset position, and when the engine is reduced to the second torque reduction target value, the engine is enabled to be reduced to zero, and the clutch is enabled to be completely separated.
2. The upshift control method according to claim 1, wherein obtaining the first torque reduction target value includes the steps of:
acquiring a transmission gear, the gradient of the ramp, the mass of the vehicle and the running resistance of the vehicle;
calculating the environmental resistance according to the gradient of the ramp, the mass of the vehicle and the running resistance of the vehicle;
the first torque reduction target value is established according to the transmission gear and the environmental resistance.
3. The upshift control method according to claim 1, further comprising obtaining a first torque down rate, and causing the engine to be torque down to the first torque down target value at the first torque down rate.
4. The upshift control method according to claim 3, wherein obtaining the first downshift rate includes calculating the first downshift rate based on a driveline torsional stiffness of a current gear, the clutch stiffness, an accelerator opening, and a torque of the engine at a start upshift time.
5. The upshift control method according to claim 1, wherein obtaining a first time value for disengagement of the clutch to the preset position comprises obtaining the first time value according to current conditions of a transmission and a clutch actuator.
6. The upshift control method according to claim 1, wherein obtaining the second torque reduction rate includes obtaining the second torque reduction rate from a drive train torsional rigidity of a current gear, the clutch rigidity, an accelerator opening degree, and a torque at which the engine is reduced to the first torque reduction target value.
7. The upshift control method according to claim 1, wherein obtaining the second torque reduction target value includes summing a friction torque of the engine and a load torque of an accessory of the engine as the second torque reduction target value.
8. An automobile, comprising:
one or more processors;
a memory for storing one or more programs;
the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the upshift control method of any one of claims 1-7.
9. A computer-readable storage medium, on which a computer program is stored, characterized in that the program, when executed by a processor, implements an upshift control method according to any one of claims 1 to 7.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210471221.1A CN114754137B (en) | 2022-04-28 | 2022-04-28 | Upshift control method, automobile and computer readable storage medium |
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| CN202210471221.1A CN114754137B (en) | 2022-04-28 | 2022-04-28 | Upshift control method, automobile and computer readable storage medium |
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| CN114754137B true CN114754137B (en) | 2024-01-12 |
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| CN115823242B (en) * | 2022-11-03 | 2024-05-28 | 一汽解放汽车有限公司 | Gear shifting control method, device, equipment and medium |
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| CN114754137A (en) | 2022-07-15 |
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