CN115143276B - Dual-clutch automatic transmission starting control method, device, equipment and storage medium - Google Patents
Dual-clutch automatic transmission starting control method, device, equipment and storage medium Download PDFInfo
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- CN115143276B CN115143276B CN202110352537.4A CN202110352537A CN115143276B CN 115143276 B CN115143276 B CN 115143276B CN 202110352537 A CN202110352537 A CN 202110352537A CN 115143276 B CN115143276 B CN 115143276B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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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
- F16H61/0403—Synchronisation before shifting
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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
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
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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
- F16H2061/0075—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 a particular control method
- F16H2061/0078—Linear control, e.g. PID, state feedback or Kalman
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
- F16H2061/0216—Calculation or estimation of post shift values for different gear ratios, e.g. by using engine performance tables
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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
- F16H61/0403—Synchronisation before shifting
- F16H2061/0407—Synchronisation before shifting by control of clutch in parallel torque path
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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
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
- F16H2061/062—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for controlling filling of clutches or brake servos, e.g. fill time, fill level or pressure during filling
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The invention discloses a starting control method, a device, equipment and a storage medium of a double-clutch automatic transmission, wherein the method comprises the following steps: when a vehicle starting instruction is received, filling oil into the clutch to a preset oil pressure value; collecting the current rotating speed of the engine in real time, and carrying out fuzzy self-adaptive PID control on the control current of the clutch according to the current rotating speed and the target rotating speed of the engine; when the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value, acquiring the current torque of the engine; obtaining a feedforward current of a clutch according to the current torque of the engine; obtaining PID correction current of the clutch according to the speed difference between the current speed of the engine and the current speed of the clutch; and obtaining the final control current of the clutch according to the feedforward current and the PID correction current. The invention can solve the problems of engine rotation speed oscillation, starting setback and poor robustness of the existing starting control method of the double-clutch automatic transmission.
Description
Technical Field
The invention relates to the technical field of vehicle starting control, in particular to a starting control method, device and equipment for a double-clutch automatic transmission and a storage medium.
Background
Starting performance is an important component of vehicle drivability and is also a difficulty in transmission control. The wet dual clutch transmission start-up process is typically divided into 3 phases: 1. a pre-charging stage for charging oil into the clutch so as to enable the oil pressure of the clutch to reach a set value; 2. a rotation speed control stage that aims to control the engine rotation speed in the vicinity of the target rotation speed; 3. a rotational speed synchronization stage, which is a stage of achieving synchronization of the rotational speeds of the clutch and the engine.
The existing starting control method of the wet double clutch transmission mainly refers to the torque and the clutch characteristics of an engine to control the starting of the transmission, but the torque precision of the engine is not high, the clutch characteristics can be different with time, so that the rotation speed of the engine oscillates, the starting is stopped, and the robustness is poor.
Disclosure of Invention
The embodiment of the invention aims to provide a starting control method, device, equipment and storage medium of a double-clutch automatic transmission, which are used for solving the problems of engine rotation speed oscillation, starting setback and poor robustness caused by controlling starting through engine torque and clutch characteristics in the existing starting control method of the double-clutch automatic transmission.
To achieve the above object, an embodiment of the present invention provides a start control method for a dual clutch automatic transmission, including the steps of:
when a vehicle starting instruction is received, filling oil to a clutch to a preset oil pressure value so that the clutch transmits torque to an engine;
collecting the current rotating speed of the engine in real time, and carrying out fuzzy self-adaptive PID control on the control current of the clutch according to the current rotating speed and the target rotating speed of the engine so that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value;
when the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value, acquiring the current torque of the engine;
obtaining a feed-forward current of the clutch according to the current torque of the engine;
obtaining PID correction current of the clutch according to the speed difference between the current speed of the engine and the current speed of the clutch;
and obtaining final control current of the clutch according to the feedforward current and the PID correction current so as to control the difference value between the rotating speed of the engine and the rotating speed of the clutch to be smaller than a second preset threshold value.
Preferably, the collecting the current rotation speed of the engine in real time, and performing fuzzy self-adaptive PID control on the control current of the clutch according to the current rotation speed and the target rotation speed of the engine, so that the difference between the current rotation speed and the target rotation speed of the engine is smaller than a first preset threshold, specifically includes:
collecting the current rotating speed of the engine in real time, calculating the difference between the current rotating speed of the engine and the target rotating speed, and calculating the difference increment of the difference compared with the difference of the last sampling period;
obtaining membership functions of the corresponding Kp, ki and Kd according to the difference value, the difference value increment and a preset fuzzy rule table of the Kp, ki and Kd;
solving membership functions of Kp, ki and Kd to obtain membership values of the corresponding Kp, ki and Kd;
obtaining control current corresponding to the clutch in each sampling period according to membership values of Kp, ki and Kd;
and when the difference value is smaller than a third preset threshold value and the difference increment is smaller than a fourth preset threshold value, judging that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than the first preset threshold value.
Preferably, the obtaining the feedforward current of the clutch according to the current torque of the engine specifically includes:
obtaining the required torque of the clutch according to the current torque of the engine;
obtaining a feedforward current of the clutch according to the required torque of the clutch and a preset clutch characteristic table; the clutch characteristic table comprises a corresponding relation between clutch control current and clutch torque.
Preferably, the obtaining the required torque of the clutch according to the current torque of the engine specifically includes:
obtaining the input torque of a transmission according to the current torque of the engine;
acquiring a torque proportionality coefficient preset between the transmission and the clutch, and correcting the torque proportionality coefficient according to a difference value between the current rotating speed and the target rotating speed of the engine;
and obtaining the required torque of the clutch according to the product of the corrected torque proportionality coefficient and the input torque of the transmission.
Preferably, the obtaining the PID correction current of the clutch according to the rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch specifically includes:
and inputting a rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch into a PID controller of the clutch to obtain PID correction current of the clutch.
Preferably, the preset oil pressure value is determined according to the following manner:
obtaining target transmission torque of the clutch according to the current transmission oil temperature, the current accelerator opening and the current torque of the engine;
obtaining control current of the clutch according to the target transmission torque of the clutch and a preset clutch characteristic table; the clutch characteristic table comprises a corresponding relation between clutch control current and clutch torque;
and obtaining a corresponding oil pressure value according to the control current of the clutch.
Another embodiment of the present invention provides a start control device for a dual clutch automatic transmission, including:
the pre-charging module is used for charging oil to a clutch to a preset oil pressure value when a vehicle starting instruction is received, so that the clutch transmits torque to an engine;
the rotating speed control module is used for collecting the current rotating speed of the engine in real time, and carrying out fuzzy self-adaptive PID control on the control current of the clutch according to the current rotating speed and the target rotating speed of the engine so that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value;
the torque acquisition module is used for acquiring the current torque of the engine when the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value;
the current acquisition module is used for acquiring the feedforward current of the clutch according to the current torque of the engine;
the current correction module is used for obtaining PID correction current of the clutch according to the rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch;
and the current determining module is used for obtaining the final control current of the clutch according to the feedforward current and the PID correction current so as to control the difference value between the rotating speed of the engine and the rotating speed of the clutch to be smaller than a second preset threshold value.
The invention further provides a terminal device correspondingly, which comprises a processor, a memory and a computer program stored in the memory and configured to be executed by the processor, wherein the dual clutch automatic transmission starting control method is realized when the processor executes the computer program.
Another embodiment of the present invention further provides a computer readable storage medium, where the computer readable storage medium includes a stored computer program, where when the computer program runs, the computer readable storage medium is controlled to execute the dual clutch automatic transmission launch control method according to any one of the foregoing claims.
Compared with the prior art, the starting control method, the device, the equipment and the storage medium of the dual-clutch automatic transmission disclosed by the embodiment of the invention adopt a fuzzy PID control method based on the rotation speed difference and the rotation speed difference change in the rotation speed control stage of vehicle starting control, so that on one hand, the engine torque and the clutch characteristic are not directly referenced, the driving problem caused by the difference of the engine torque precision and the clutch characteristic can be avoided to the greatest extent, and the control robustness is enhanced; on the other hand, by establishing a fuzzy rule positive table of PID parameters, the PID parameters can be dynamically adjusted according to input changes, so that the system is stabilized faster, and the engine speed is enabled to reach the target speed faster.
Drawings
FIG. 1 is a flow chart of a method for controlling start of a dual clutch automatic transmission according to an embodiment of the present invention;
FIG. 2 is a flowchart of a method for controlling start of a dual clutch automatic transmission according to another embodiment of the present invention;
FIG. 3 is a schematic flow chart of fuzzy PID control in a rotational speed control phase according to an embodiment of the invention;
FIG. 4 is a flow chart of a synchronization control phase according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of a start control device for a dual clutch automatic transmission according to an embodiment of the present invention;
fig. 6 is a schematic structural diagram of a terminal device according to an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1, a flow chart of a start control method of a dual clutch automatic transmission according to the embodiment of the present invention is shown, and the method includes steps S1 to S6:
s1, when a vehicle starting instruction is received, filling oil into a clutch to a preset oil pressure value so that the clutch transmits torque to an engine;
s2, collecting the current rotating speed of the engine in real time, and carrying out fuzzy self-adaptive PID control on the control current of the clutch according to the current rotating speed and the target rotating speed of the engine so that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value;
s3, when the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value, acquiring the current torque of the engine;
s4, obtaining the feedforward current of the clutch according to the current torque of the engine;
s5, obtaining PID correction current of the clutch according to the rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch;
s6, obtaining final control current of the clutch according to the feedforward current and the PID correction current so as to control the difference value between the rotating speed of the engine and the rotating speed of the clutch to be smaller than a second preset threshold value.
It should be noted that the present invention is mainly directed to a wet dual clutch transmission, and the starting process of the wet dual clutch transmission is generally divided into 3 stages: 1. a pre-charging stage for charging oil into the clutch so as to enable the oil pressure of the clutch to reach a set value; 2. a rotation speed control stage that aims to control the engine rotation speed in the vicinity of the target rotation speed; 3. a rotational speed synchronization stage, which is a stage of achieving synchronization of the rotational speeds of the clutch and the engine. Referring to fig. 2, it is shown in fig. 2 that a pre-charging phase is started when a handle is shifted to a D/R gear and an accelerator is stepped down, so that the clutch is charged with oil to increase the pressure of the clutch with a constant slope, and when the clutch oil pressure reaches a preset value, the pre-charging phase is ended, a rotational speed control phase is entered, in which a fuzzy PID control is used for the clutch pressure to make the engine rotational speed approach to a target rotational speed, and then a synchronization phase is entered, in which the clutch pressure is controlled by a feedforward current plus PID controller, so as to realize the synchronization of the engine rotational speed and the clutch rotational speed.
Specifically, when a vehicle start command is received, the clutch is filled with oil to a preset oil pressure value, so that the clutch transmits torque to the engine. This step corresponds to a pre-charge phase, which fills the clutch mainly with a constant slope to a preset oil pressure value, so that the clutch can quickly enter a pressure torque linear region.
The method comprises the steps of collecting the current rotating speed of an engine in real time, carrying out fuzzy self-adaptive PID control on the control current of a clutch according to the current rotating speed and the target rotating speed of the engine, and further stably and rapidly adjusting the rotating speed of the engine through the control current of the clutch, so that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value.
And when the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value, acquiring the current torque of the engine. After the rotational speed control stage is finished, that is, when the rotational speed of the engine reaches the vicinity of the target rotational speed, in order to better realize rotational speed synchronization of the engine and the clutch, the required torque of the clutch needs to be reversely pushed according to the current torque of the engine, so that the corresponding control current of the clutch is obtained, that is, the feedforward current of the clutch is obtained according to the current torque of the engine.
And obtaining PID correction current of the clutch according to the rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch. The rotational speed difference between the engine and the clutch is input into the PID controller of the clutch, and the corresponding PID correction current can be obtained.
And obtaining the final control current of the clutch according to the feedforward current and the PID correction current, namely, the final control current is equal to the sum of the feedforward current and the PID correction current so as to control the difference value between the rotating speed of the engine and the rotating speed of the clutch to be smaller than a second preset threshold value.
According to the starting control method of the dual-clutch automatic transmission, which is provided by the embodiment of the invention, the whole control process is free of monitoring of engine torque, the engine rotating speed is taken as a target, the duty ratio of a clutch control current is regulated by PID (proportion integration differentiation) as a means, the difference value between the engine rotating speed and the target rotating speed and the change rate thereof are subjected to fuzzy processing, the PID parameter of the clutch current duty ratio is dynamically regulated, so that the engine rotating speed reaches the target quickly, the feedforward current of the clutch is obtained according to the current torque of the engine in a rotating speed synchronization stage, the PID correction current is obtained by utilizing the difference between the engine rotating speed and the clutch rotating speed, and the control current of the clutch is controlled according to the sum of the feedforward current and the PID correction current, so that the rotating speeds of the engine and the clutch can be synchronized quickly.
As an improvement of the above solution, the collecting the current rotation speed of the engine in real time, and performing fuzzy adaptive PID control on the control current of the clutch according to the current rotation speed and the target rotation speed of the engine, so that the difference between the current rotation speed and the target rotation speed of the engine is smaller than a first preset threshold, specifically includes:
collecting the current rotating speed of the engine in real time, calculating the difference between the current rotating speed of the engine and the target rotating speed, and calculating the difference increment of the difference compared with the difference of the last sampling period;
obtaining membership functions of the corresponding Kp, ki and Kd according to the difference value, the difference value increment and a preset fuzzy rule table of the Kp, ki and Kd;
solving membership functions of Kp, ki and Kd to obtain membership values of the corresponding Kp, ki and Kd;
obtaining control current corresponding to the clutch in each sampling period according to membership values of Kp, ki and Kd;
and when the difference value is smaller than a third preset threshold value and the difference increment is smaller than a fourth preset threshold value, judging that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than the first preset threshold value.
Specifically, the current rotating speed of the engine is collected in real time, a difference e between the current rotating speed of the engine and the target rotating speed is calculated, and a difference increment ec of the difference e compared with the difference e of the last sampling period is calculated; i.e. ec=e i -e i-1 . That is, in each sampling period, two data can be obtained by calculation: difference e and difference increment ec.
And obtaining membership functions of the corresponding Kp, ki and Kd according to the difference e, the difference increment ec and a preset fuzzy rule table of the Kp, ki and Kd. The preset fuzzy rule table of Kp, ki and Kd is established in advance according to a relatively fixed rotating speed interval and a torque interval of the engine, wherein the two intervals are generally obtained according to actual vehicle experience values, preferably, the speed difference E ranges from-500 rpm to 1000rpm, the speed difference E ranges from-30 rpm to 30 rpm/s, namely, the rotating speed interval E= [ -500, 1000], the torque interval is EC= [ -30, 30], and the difference E E and the difference increment E EC calculated in real time are adopted.
Solving membership functions of Kp, ki and Kd by using a gravity center method to obtain membership values of the corresponding Kp, ki and Kd;
and according to membership values of Kp, ki and Kd, namely, summing the three control currents of the P term, the I term and the D term obtained by solving to obtain the control current corresponding to the clutch in each sampling period. In addition, the control current can be obtained only according to the control of P and I, and experience shows that the effect can be achieved by P and I, so that the calibration workload can be greatly reduced.
The absolute values of e and ec will be scaled down step by step in the above-described cyclic calculation, after a number of cycles of control adjustment.
When the difference e is smaller than the third preset threshold and the difference increment ec is smaller than the fourth preset threshold, namely, when e < delta and ec < epsilon, the difference between the current rotating speed and the target rotating speed of the engine is smaller than the first preset threshold. Delta is a third preset threshold and epsilon is a fourth preset threshold. At this time, the rotation speed of the engine has reached the vicinity of the target rotation speed, and the rotation speed control phase ends.
To enhance the understanding of this embodiment of the present invention, referring to fig. 3, a schematic flow chart of fuzzy PID control in the rotational speed control phase according to this embodiment of the present invention is provided. As can be seen from fig. 3, the error and the error variation of the rotation speed of each sampling period are calculated, and then the fuzzy rule table of Kp, ki and Kd is combined to obtain membership functions of Kp, ki and Kd, and then membership values of Kp, ki and Kd are solved, and then the control current corresponding to the corresponding clutch is obtained, and further the combination pressure corresponding to the clutch is obtained.
As an improvement of the above solution, the obtaining the feedforward current of the clutch according to the current torque of the engine specifically includes:
obtaining the required torque of the clutch according to the current torque of the engine;
obtaining a feedforward current of the clutch according to the required torque of the clutch and a preset clutch characteristic table; the clutch characteristic table comprises a corresponding relation between clutch control current and clutch torque.
Specifically, the required torque of the clutch is obtained based on the current torque of the engine. The transmission input torque is calculated by engine torque, clutch demand torque is calculated by multiplying a preset proportionality coefficient, and the proportionality coefficient is a calibration value and is obtained through real vehicle calibration.
Obtaining a feed-forward current of the clutch according to the required torque of the clutch and a preset clutch characteristic table; the clutch characteristic table comprises a corresponding relation between clutch control current and clutch torque, namely the clutch characteristic table is a clutch current-torque characteristic table.
As an improvement of the above solution, the obtaining the required torque of the clutch according to the current torque of the engine specifically includes:
obtaining the input torque of a transmission according to the current torque of the engine;
acquiring a torque proportionality coefficient preset between the transmission and the clutch, and correcting the torque proportionality coefficient according to a difference value between the current rotating speed and the target rotating speed of the engine;
and obtaining the required torque of the clutch according to the product of the corrected torque proportionality coefficient and the input torque of the transmission.
Specifically, the input torque of the transmission is obtained from the current torque of the engine. For each real vehicle, the torque of the engine and the torque of the transmission are in one-to-one correspondence, and when one data is known, the other data can be obtained according to the corresponding relation of the data.
The preset torque proportionality coefficient between the transmission and the clutch is obtained, and the torque proportionality coefficient is corrected according to the difference value between the current rotating speed of the engine and the target rotating speed, so that the torque of the clutch can be further corrected, and the difference from the theoretical torque is reduced.
And obtaining the required torque of the clutch according to the product of the corrected torque proportionality coefficient and the input torque of the transmission. Typically, the corrected torque scaling factor is a preset torque scaling factor multiplied by a correction factor.
As an improvement of the above solution, the obtaining the PID correction current of the clutch according to the rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch specifically includes:
and inputting a rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch into a PID controller of the clutch to obtain PID correction current of the clutch.
Specifically, a rotational speed difference between the current rotational speed of the engine and the current rotational speed of the clutch is input to a PID controller of the clutch to obtain a PID correction current of the clutch. It should be noted that the current PID control is a classical PID control, not a fuzzy PID control, and the corresponding relevant parameters are preset according to an empirical value, so that the corresponding current value can be obtained by inputting the rotational speed difference.
To enhance understanding of the synchronization control stage of the present invention, referring to fig. 4, a schematic flow chart of the synchronization control stage provided in this embodiment of the present invention is shown. As can be seen from fig. 4, the synchronization phase involves two currents: the feedforward current and the PID correction current take the torque of the engine as input, solve the basic control current, namely the feedforward current according to the pressure-torque characteristic dynamic and the pressure-current characteristic of the clutch, and take the difference between the rotational speed of the engine and the rotational speed of the clutch as input based on the feedforward current and the feedforward current, and the PID dynamically adjusts the clutch current to realize the synchronization of the rotational speed of the engine and the clutch. In order to obtain more accurate feedforward current, the feedforward current is also corrected first according to the difference value between the engine speed and the target speed.
As an improvement of the above-described aspect, the preset oil pressure value is determined according to the following manner:
obtaining target transmission torque of the clutch according to the current transmission oil temperature, the current accelerator opening and the current torque of the engine;
obtaining control current of the clutch according to the target transmission torque of the clutch and a preset clutch characteristic table; the clutch characteristic table comprises a corresponding relation between clutch control current and clutch torque;
and obtaining a corresponding oil pressure value according to the control current of the clutch.
Specifically, the target transmission torque of the clutch is obtained according to the current transmission oil temperature, the current accelerator opening and the current engine torque, and the target transmission torque of the clutch can be obtained by looking up a table according to data such as the engine torque, the current accelerator, the transmission oil temperature and the like.
Obtaining control current of the clutch according to target transmission torque of the clutch and a preset clutch characteristic table; the clutch characteristic table comprises a corresponding relation between clutch control current and clutch torque; i.e. the clutch characteristic table is a current-torque characteristic table of the clutch. The clutch control current refers to the control current of the solenoid valve of the clutch.
And obtaining a corresponding oil pressure value according to the control current of the clutch. The clutch oil pressure, i.e., the clutch engagement pressure, and the current controlling the solenoid valve may vary the opening of the solenoid valve, thereby controlling the clutch engagement pressure. The rotating speed of the engine is controlled by the clutch combination pressure, namely the clutch transmission torque is changed by controlling the combination pressure of the clutch, so that the purpose of controlling the rotating speed of the engine is achieved.
Referring to fig. 5, a schematic structural diagram of a start control device of a dual clutch automatic transmission according to the embodiment of the present invention is provided, where the device includes:
the pre-charging module 11 is configured to charge oil to a clutch to a preset oil pressure value when a vehicle start command is received, so that the clutch transmits torque to an engine;
the rotating speed control module 12 is used for collecting the current rotating speed of the engine in real time, and carrying out fuzzy self-adaptive PID control on the control current of the clutch according to the current rotating speed and the target rotating speed of the engine so that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value;
a torque obtaining module 13, configured to obtain a current torque of the engine when a difference between a current rotational speed of the engine and a target rotational speed is less than a first preset threshold;
a current calculation module 14 for obtaining a feed-forward current of the clutch according to a present torque of the engine;
the current correction module 15 is used for obtaining PID correction current of the clutch according to the rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch;
the current determining module 16 is configured to obtain a final control current of the clutch according to the feedforward current and the PID correction current, so as to control a difference between the rotational speed of the engine and the rotational speed of the clutch to be less than a second preset threshold.
Preferably, the rotational speed control module 12 specifically includes:
the error calculation unit is used for collecting the current rotating speed of the engine in real time, calculating the difference between the current rotating speed of the engine and the target rotating speed, and calculating the difference increment of the difference compared with the difference of the last sampling period;
the membership obtaining unit is used for obtaining membership functions of the corresponding Kp, ki and Kd according to the difference value, the difference value increment and a preset fuzzy rule table of the Kp, ki and Kd;
the membership calculation unit is used for solving membership functions of Kp, ki and Kd to obtain membership values corresponding to Kp, ki and Kd;
the current calculation unit is used for obtaining control current corresponding to each sampling period of the clutch according to membership values of Kp, ki and Kd;
and the judging unit is used for judging that the difference value between the current rotating speed of the engine and the target rotating speed is smaller than the first preset threshold value when the difference value is smaller than the third preset threshold value and the difference value increment is smaller than the fourth preset threshold value.
Preferably, the current calculation module 14 specifically includes:
the clutch torque calculation unit is used for obtaining the required torque of the clutch according to the current torque of the engine;
the feedforward current acquisition unit is used for acquiring the feedforward current of the clutch according to the required torque of the clutch and a preset clutch characteristic table; the clutch characteristic table comprises a corresponding relation between clutch control current and clutch torque.
Preferably, the clutch torque calculation unit specifically includes:
a transmission torque calculation subunit, configured to obtain an input torque of the transmission according to the current torque of the engine;
the correction subunit is used for acquiring a torque proportionality coefficient preset between the transmission and the clutch and correcting the torque proportionality coefficient according to the difference value of the current rotating speed and the target rotating speed of the engine;
and the torque determination subunit is used for obtaining the required torque of the clutch according to the product of the corrected torque proportional coefficient and the input torque of the transmission.
Preferably, the current determination module 16 is specifically configured to:
and inputting a rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch into a PID controller of the clutch to obtain PID correction current of the clutch.
The starting control device for the dual clutch automatic transmission provided by the embodiment of the invention can realize all the processes of the starting control method for the dual clutch automatic transmission described in any one of the embodiments, and the functions and the realized technical effects of each module and each unit in the device are respectively corresponding to the functions and the realized technical effects of the starting control method for the dual clutch automatic transmission described in the embodiment, and are not repeated herein.
Referring to fig. 6, a schematic structural diagram of a terminal device according to this embodiment of the present invention is provided, where the terminal device includes a processor 10, a memory 20, and a computer program stored in the memory 20 and configured to be executed by the processor 10, and when the processor 10 executes the computer program, the dual clutch automatic transmission start control method according to any one of the foregoing embodiments is implemented.
By way of example, a computer program may be partitioned into one or more modules/units that are stored in the memory 20 and executed by the processor 10 to perform the present invention. One or more of the modules/units may be a series of computer program instruction segments capable of performing particular functions to describe the execution of a computer program in a dual clutch automatic transmission launch control method. For example, the computer program may be divided into a pre-charge module, a rotational speed control module, a torque acquisition module, a current calculation module, a current correction module, and a current determination module, each of which functions specifically as follows:
the pre-charging module 11 is configured to charge oil to a clutch to a preset oil pressure value when a vehicle start command is received, so that the clutch transmits torque to an engine;
the rotating speed control module 12 is used for collecting the current rotating speed of the engine in real time, and carrying out fuzzy self-adaptive PID control on the control current of the clutch according to the current rotating speed and the target rotating speed of the engine so that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value;
a torque obtaining module 13, configured to obtain a current torque of the engine when a difference between a current rotational speed of the engine and a target rotational speed is less than a first preset threshold;
a current calculation module 14 for obtaining a feed-forward current of the clutch according to a present torque of the engine;
the current correction module 15 is used for obtaining PID correction current of the clutch according to the rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch;
the current determining module 16 is configured to obtain a final control current of the clutch according to the feedforward current and the PID correction current, so as to control a difference between the rotational speed of the engine and the rotational speed of the clutch to be less than a second preset threshold.
The terminal device may include, but is not limited to, a processor, a memory. It will be appreciated by those skilled in the art that the schematic diagram 6 is merely an example of a terminal device and is not limiting of the terminal device, and may include more or fewer components than shown, or may combine certain components, or different components, e.g., the terminal device may further include an input-output device, a network access device, a bus, etc.
The processor 10 may be a central processing unit (Central Processing Unit, CPU), but may also be other general purpose processors, digital signal processors (Digital Signal Processor, DSP), application specific integrated circuits (Application Specific Integrated Circuit, ASIC), off-the-shelf programmable gate arrays (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or the like. The general purpose processor may be a microprocessor or the processor 10 may be any conventional processor or the like, the processor 10 being the control center of the terminal device, the various interfaces and lines being used to connect the various parts of the overall terminal device.
The memory 20 may be used to store the computer program and/or module, and the processor 10 implements various functions of the in-vehicle terminal by running or executing the computer program and/or module stored in the memory 20 and invoking data stored in the memory 20. The memory 20 may mainly include a storage program area that may store an operating system, application programs required for at least one function (such as a sound playing function, an image playing function, etc.), and a storage data area; the storage data area may store data (such as audio data, phonebook, etc.) created according to the use of the handset, etc. In addition, the memory 20 may include high-speed random access memory, and may also include nonvolatile memory, such as a hard disk, memory, plug-in hard disk, smart Media Card (SMC), secure Digital (SD) Card, flash Card (Flash Card), at least one disk storage device, flash memory device, or other volatile solid state storage device.
Wherein the terminal device integrated modules may be stored in a computer readable storage medium if implemented in the form of software functional units and sold or used as a stand alone product. Based on such understanding, the present invention may implement all or part of the flow of the method of the above embodiment, or may be implemented by a computer program to instruct related hardware, where the computer program may be stored in a computer readable storage medium, and when the computer program is executed by a processor, the steps of each method embodiment may be implemented. The computer program comprises computer program code, and the computer program code can be in a source code form, an object code form, an executable file or some intermediate form and the like. The computer readable medium may include: any entity or device capable of carrying computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth. It should be noted that the content of the computer readable medium can be appropriately increased or decreased according to the requirements of the jurisdiction's jurisdiction and the patent practice, for example, in some jurisdictions, the computer readable medium does not include electrical carrier signals and telecommunication signals according to the jurisdiction and the patent practice.
The embodiment of the invention also provides a computer readable storage medium, which comprises a stored computer program, wherein the equipment where the computer readable storage medium is located is controlled to execute the starting control method of the dual clutch automatic transmission according to any embodiment when the computer program runs.
In summary, in the rotational speed control stage in vehicle starting control, the dual clutch automatic transmission starting control method, device, equipment and storage medium provided by the embodiment of the invention adopt a fuzzy PID control method based on rotational speed difference and rotational speed difference change, on one hand, the engine torque and clutch characteristics are not directly referenced, the driving problem caused by the difference of the engine torque precision and the clutch characteristics can be avoided to the greatest extent, and the robustness of control is enhanced; on the other hand, by establishing a fuzzy rule positive table of PID parameters, the PID parameters can be dynamically adjusted according to input changes, so that the system is stabilized faster, and the engine speed is enabled to reach the target speed faster. The invention not only can better adapt to torque control precision of an engine and manufacturing dispersion difference of hardware of a speed changer and adapt to power system performance attenuation which occurs along with mileage and time, but also can shorten starting time, reduce sliding friction work, improve starting drivability and reduce oil consumption, and is particularly suitable for a wet type double-clutch speed changer.
While the foregoing is directed to the preferred embodiments of the present invention, it will be appreciated by those skilled in the art that changes and modifications may be made without departing from the principles of the invention, such changes and modifications are also intended to be within the scope of the invention.
Claims (8)
1. The starting control method of the double-clutch automatic transmission is characterized by comprising the following steps of:
when a vehicle starting instruction is received, filling oil to a clutch to a preset oil pressure value so that the clutch transmits torque to an engine;
collecting the current rotating speed of the engine in real time, and carrying out fuzzy self-adaptive PID control on the control current of the clutch according to the current rotating speed and the target rotating speed of the engine so that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value;
when the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value, acquiring the current torque of the engine;
obtaining a feed-forward current of the clutch according to the current torque of the engine;
obtaining PID correction current of the clutch according to the speed difference between the current speed of the engine and the current speed of the clutch;
obtaining final control current of the clutch according to the feedforward current and the PID correction current so as to control the difference value between the rotating speed of the engine and the rotating speed of the clutch to be smaller than a second preset threshold value;
the method specifically includes the steps of collecting the current rotating speed of the engine in real time, and carrying out fuzzy self-adaptive PID control on the control current of the clutch according to the current rotating speed and the target rotating speed of the engine so that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value, and specifically includes:
collecting the current rotating speed of the engine in real time, calculating the difference between the current rotating speed of the engine and the target rotating speed, and calculating the difference increment of the difference compared with the difference of the last sampling period;
obtaining membership functions of the corresponding Kp, ki and Kd according to the difference value, the difference value increment and a preset fuzzy rule table of the Kp, ki and Kd;
solving membership functions of Kp, ki and Kd to obtain membership values of the corresponding Kp, ki and Kd;
obtaining control current corresponding to the clutch in each sampling period according to membership values of Kp, ki and Kd;
and when the difference value is smaller than a third preset threshold value and the difference increment is smaller than a fourth preset threshold value, judging that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than the first preset threshold value.
2. The method for controlling start of a dual clutch automatic transmission according to claim 1, wherein the step of obtaining a feed-forward current of the clutch based on a current torque of the engine comprises:
obtaining the required torque of the clutch according to the current torque of the engine;
obtaining a feedforward current of the clutch according to the required torque of the clutch and a preset clutch characteristic table; the clutch characteristic table comprises a corresponding relation between clutch control current and clutch torque.
3. The dual clutch automatic transmission start control method according to claim 2, wherein the obtaining the required torque of the clutch according to the current torque of the engine specifically includes:
obtaining the input torque of a transmission according to the current torque of the engine;
acquiring a torque proportionality coefficient preset between the transmission and the clutch, and correcting the torque proportionality coefficient according to a difference value between the current rotating speed and the target rotating speed of the engine;
and obtaining the required torque of the clutch according to the product of the corrected torque proportionality coefficient and the input torque of the transmission.
4. The method for controlling start of a dual clutch automatic transmission according to claim 1, wherein obtaining the PID corrected current of the clutch according to a rotational speed difference between a current rotational speed of the engine and a current rotational speed of the clutch specifically comprises:
and inputting a rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch into a PID controller of the clutch to obtain PID correction current of the clutch.
5. The dual clutch automatic transmission start control method according to claim 1, characterized in that the preset oil pressure value is determined according to:
obtaining target transmission torque of the clutch according to the current transmission oil temperature, the current accelerator opening and the current torque of the engine;
obtaining control current of the clutch according to the target transmission torque of the clutch and a preset clutch characteristic table; the clutch characteristic table comprises a corresponding relation between clutch control current and clutch torque;
and obtaining a corresponding oil pressure value according to the control current of the clutch.
6. A start control device of a double clutch automatic transmission, characterized by comprising:
the pre-charging module is used for charging oil to a clutch to a preset oil pressure value when a vehicle starting instruction is received, so that the clutch transmits torque to an engine;
the rotating speed control module is used for collecting the current rotating speed of the engine in real time, and carrying out fuzzy self-adaptive PID control on the control current of the clutch according to the current rotating speed and the target rotating speed of the engine so that the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value;
the torque acquisition module is used for acquiring the current torque of the engine when the difference value between the current rotating speed and the target rotating speed of the engine is smaller than a first preset threshold value;
the current acquisition module is used for acquiring the feedforward current of the clutch according to the current torque of the engine;
the current correction module is used for obtaining PID correction current of the clutch according to the rotation speed difference between the current rotation speed of the engine and the current rotation speed of the clutch;
the current determining module is used for obtaining final control current of the clutch according to the feedforward current and the PID correction current so as to control the difference value between the rotating speed of the engine and the rotating speed of the clutch to be smaller than a second preset threshold value;
wherein, the rotational speed control module specifically includes:
the error calculation unit is used for collecting the current rotating speed of the engine in real time, calculating the difference between the current rotating speed of the engine and the target rotating speed, and calculating the difference increment of the difference compared with the difference of the last sampling period;
the membership obtaining unit is used for obtaining membership functions of the corresponding Kp, ki and Kd according to the difference value, the difference value increment and a preset fuzzy rule table of the Kp, ki and Kd;
the membership calculation unit is used for solving membership functions of Kp, ki and Kd to obtain membership values corresponding to Kp, ki and Kd;
the current calculation unit is used for obtaining control current corresponding to each sampling period of the clutch according to membership values of Kp, ki and Kd;
and the judging unit is used for judging that the difference value between the current rotating speed of the engine and the target rotating speed is smaller than the first preset threshold value when the difference value is smaller than the third preset threshold value and the difference value increment is smaller than the fourth preset threshold value.
7. A terminal device comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, the processor implementing the dual clutch automatic transmission start control method according to any one of claims 1 to 5 when executing the computer program.
8. A computer readable storage medium, characterized in that the computer readable storage medium comprises a stored computer program, wherein the computer program, when run, controls a device in which the computer readable storage medium is located to execute the dual clutch automatic transmission start control method according to any one of claims 1 to 5.
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