CN115596835A - Method for controlling starting of gearbox with clutch - Google Patents

Method for controlling starting of gearbox with clutch Download PDF

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Publication number
CN115596835A
CN115596835A CN202110778051.7A CN202110778051A CN115596835A CN 115596835 A CN115596835 A CN 115596835A CN 202110778051 A CN202110778051 A CN 202110778051A CN 115596835 A CN115596835 A CN 115596835A
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China
Prior art keywords
clutch
engine
torque
rotating speed
control
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CN202110778051.7A
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Chinese (zh)
Inventor
仇杰
王昌
焦伟
王帅帅
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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Priority to CN202110778051.7A priority Critical patent/CN115596835A/en
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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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

The invention provides a starting control method of a gearbox with a clutch, which comprises the following steps: dividing a starting control time period of a gearbox with a clutch into three stages; determining control target rotating speeds of three stages respectively according to the actual rotating speed of the clutch at the current moment, the actual rotating speed of the clutch at the last moment, the actual rotating speed of an engine and the opening degree of an accelerator; respectively determining the control torque of the engine and the control torque of the clutch in a synchronous control stage and an overtime control stage according to the motion parameters and the control target rotating speed of the engine; respectively determining target torques of the clutches in the three stages according to the target rotating speed of the engine, the actual torque of the engine and the control torque of the clutches; and controlling a starting process of the gearbox with the clutch according to the control torque of the engine and the target torque of the clutch. The scheme can ensure that the change rate of the rotating speed of the clutch is the same as that of the engine, the clutch is combined smoothly, and the starting of the whole vehicle is more stable.

Description

Method for controlling the take-off of a gearbox with a clutch
Technical Field
The invention relates to the technical field of gearbox control, in particular to a starting control method of a gearbox with a clutch.
Background
When the speed of a vehicle is low, the vehicle with the automatic gearbox with the clutch needs to adopt sliding friction control, so that the problem that when the torque of a power source changes suddenly, shaking is transmitted to the vehicle through the clutch to cause poor driving comfort is solved, and the problem that the rotating speed of the power source is fluctuated when the load of the whole vehicle is transmitted to the power source through the clutch is solved. Common automatic transmissions with clutches include Automated Mechanical Transmissions (AMT), dual clutch automatic transmissions (DCT). The power source generally refers to an engine of a vehicle.
The vehicle with the automatic gearbox with the clutch has the advantages that due to the characteristics of the engine, the engine is in an idle state at low speed, the torque of the engine is small, and the clutch can be combined only when the rotating speed of the engine rises to a certain height for starting by stepping on an accelerator, so that the dynamic property is improved. A vehicle equipped with an automatic transmission having a clutch needs to be changed from a slipping state to a coupling state under a specific operating condition, and also needs to lock the clutch so that a power train is integrated to improve transmission efficiency. The difficulties with clutch control are: and controlling the stage of the clutch to be transited from the slipping state to the combining state. If the control is not good, the problem of poor comfort of the whole vehicle caused by impact shock is easily caused.
In the prior art, for a vehicle at normal idling, a driver steps on an accelerator, the torque of an engine is increased, and the rotating speed is increased. The clutch increases torque and engine speed is pulled down by the clutch. Thus, engine speed and clutch speed are at the end of synchronization, and engine speed pull-down may produce a bump, as shown in FIG. 1. The collision shock is a shock caused by the fact that the acceleration of the engine speed and the acceleration of the clutch speed do not coincide with each other at the moment when the speed difference between the clutch and the engine is eliminated. However, when the engine is started at a high speed, the difference between the acceleration of the engine speed and the acceleration of the clutch speed is small, the clutch is smoothly engaged, and the overall comfort is high, as shown in fig. 2.
Disclosure of Invention
The invention aims to solve the problem that in the prior art, when a clutch is in a transition state from a sliding friction state to a combination state, collision shaft impact is generated to cause poor comfort of the whole vehicle.
In order to solve the problems, the embodiment of the invention discloses a starting control method of a gearbox with a clutch, wherein the gearbox with the clutch is connected with an engine of an automobile; the starting control method for the transmission with the clutch comprises the following steps:
s1: the method comprises the steps of acquiring the actual rotating speed of an engine, the actual rotating speed of a clutch and the opening degree of an accelerator of an automobile in real time, and dividing a starting control time period of a gearbox with the clutch into a pre-synchronous control stage, a synchronous control stage and an overtime control stage according to the actual rotating speed of the engine, the actual rotating speed of the clutch and the opening degree of the accelerator; the starting control time period is a time period for the clutch to transition from a slipping state to a combining state;
s2: respectively determining control target rotating speeds of a pre-synchronous control stage, a synchronous control stage and an overtime control stage according to the actual rotating speed of the clutch at the current moment, the actual rotating speed of the clutch at the last moment, the actual rotating speed of an engine and the opening degree of an accelerator;
s3: acquiring the motion parameters of an engine, the actual torque of the engine and the actual torque of a clutch, and respectively determining the control torque of the engine and the control torque of the clutch in a synchronous control stage and an overtime control stage according to the motion parameters of the engine and a control target rotating speed;
s4: respectively determining the target torques of the clutches in a pre-synchronous control stage, a synchronous control stage and an overtime control stage according to the target rotating speed of the engine, the actual torque of the engine and the control torque of the clutches;
s5: the control torque of the engine is used as the target torque of the engine, and the starting process of the gearbox with the clutch is controlled according to the target torque of the engine and the target torque of the clutch.
By adopting the scheme, the starting control time period of the gearbox with the clutch is divided into three stages according to the actual rotating speed of the engine, the actual rotating speed of the clutch and the opening degree of the accelerator, different adjusting strategies are adopted for the three stages, and the adjusting efficiency can be improved. And then, calculating the control target rotating speed of each stage, calculating the torques of the synchronous control stage and the overtime control stage according to the control target rotating speed, distributing different regulating torques to the clutch and the engine according to the speed difference of the clutch and the engine, and further enabling the rotating speeds of the clutch and the engine to tend to be synchronous. And then, calculating the target torque of the clutch according to the rotating speed and the torque of the engine and the clutch, eliminating the error of the torque response of the clutch and improving the accuracy of control. According to the scheme, the actual rotating speed of the engine and the actual rotating speed of the clutch at the stage of combining the clutch and the engine are measured, the control torque of the engine and the clutch is calculated according to the speed difference, the clutch and the engine are controlled, and the change of the transmission torque characteristic of the clutch can be automatically adapted, so that the rotating speed of the clutch is the same as the rotating speed change rate of the engine, the clutch is more smoothly combined, and the whole vehicle is more stably started.
According to another specific embodiment of the present invention, a method for controlling starting of a transmission having a clutch according to the embodiment of the present invention includes:
s11: calculating target synchronization time according to the actual rotating speed of the engine and the actual rotating speed of the clutch;
s12: determining basic synchronization time by utilizing a preset accelerator-basic synchronization time table according to the opening degree of an accelerator;
s13: and when the absolute value of the target synchronization time is smaller than the basic synchronization time, entering a synchronization control stage.
By adopting the scheme, the starting control time period is divided into three stages, namely a pre-synchronization control stage, a synchronization control stage and an overtime control stage, and then the starting point of the synchronization control stage is determined. And in the pre-synchronization control stage, the larger speed difference is quickly reduced to a smaller value, and when the synchronous control stage is entered, the adjustment is started. Different adjusting methods are selected for each stage, and the adjusting efficiency is high.
According to another specific embodiment of the present invention, in the method for controlling starting of a transmission having a clutch according to the embodiment of the present invention, in step S11, the target synchronization time is calculated according to the following formula:
Figure BDA0003156544260000031
wherein, T synTme To target synchronous time, N Eng Is the actual speed of the engine, N Clch D (N) being the actual speed of the clutch Eng -N Clch ) Is the rate of change of the speed difference between the engine and the clutch; further, step S1 further includes: judging whether the rotating speed of the clutch is greater than a preset rotating speed threshold value or not in real time;
if yes, entering an overtime control stage;
if not, continuously judging whether the rotating speed of the clutch is greater than a preset rotating speed threshold value.
By adopting the scheme, the target synchronization time is directly calculated by utilizing the real-time acquired data such as the actual rotating speed of the engine, the actual rotating speed of the clutch and the like, the required data amount is less, and the calculation process is simpler and more accurate.
According to another specific embodiment of the present invention, in the start control method for a transmission having a clutch according to the embodiment of the present invention, the step S2 includes:
determining a basic target rotating speed corresponding to the current throttle opening according to the throttle opening and a preset throttle-basic target rotating speed table, and taking the basic target rotating speed as a control target rotating speed of a pre-synchronous control stage; and is provided with
Determining a control target rotating speed of a presynchronization control stage according to the following formula:
N TargetSpeed ＝N BaseTarget
wherein, N TargetSpeed Control target speed, N, for the presynchronization control stage BaseTarget A base target speed;
determining a control target rotating speed of the synchronous control stage according to the actual rotating speed of the engine corresponding to the starting point of the synchronous control stage, the actual rotating speed of the clutch at the current moment, the actual rotating speed of the clutch at the last moment and a preset speed difference correction coefficient;
taking the actual rotating speed of the clutch in the overtime control stage as the control target rotating speed in the overtime control stage; and is provided with
Controlling the target rotating speed of the overtime control stage according to the following formula:
N TargetSpeed ＝N ClchSpeed
wherein, N TargetSpeed Control target speed, N, for the time-out control phase ClchSpeed The actual speed of the clutch is the overtime control phase.
By adopting the scheme, the engine directly flies to a certain rotating speed in the pre-synchronization control stage, so that the rotating speed of the clutch can be quickly closed to the rotating speed of the engine, and the synchronization time of the rotating speed of the engine and the rotating speed of the clutch is shortened. And in the synchronous control stage, the control target rotating speed is calculated according to the rotating speed difference between the engine and the clutch and the speed difference correction coefficient, so that the calculated rotating speed is more accurate. Further, in the overtime control stage, the control target of the engine is adjusted according to the actual rotating speed of the clutch, and when the actual rotating speed of the clutch is larger, the rotating speed of the engine can be rapidly matched with the rotating speed of the clutch, so that the synchronization time is reduced.
According to another specific embodiment of the present invention, the starting control method for a transmission with a clutch according to the embodiment of the present invention determines the control target rotation speed in the synchronous control phase according to the following formula:
Figure BDA0003156544260000041
wherein N is TargetSpeed For controlling the target speed of the synchronous control phase, N Clch_n Is the actual rotational speed of the clutch at the present moment,
Figure BDA0003156544260000042
is the departure of the last momentActual rotating speed of the combiner, gain is a preset speed difference correction coefficient, N SynIntial The actual rotational speed of the engine corresponding to the start of the synchronous control phase.
According to another specific embodiment of the invention, the starting control method of the gearbox with the clutch disclosed by the embodiment of the invention comprises the following steps that the motion parameter of the engine comprises the rotational inertia of the engine; and is
The step S3 comprises the following steps:
s31: respectively determining feedforward synchronous torques in a synchronous control stage and an overtime control stage according to the rotational inertia of the engine and the control target rotating speed;
s32: respectively determining the adjusting torque of the engine and the adjusting torque of the clutch in the synchronous control stage and the overtime control stage according to the feedforward synchronous torque and the preset distribution factor in the synchronous control stage and the overtime control stage;
s33: and adding the regulating torque of the clutch on the basis of the target torque of the clutch in the synchronous control stage and the overtime control stage to obtain the control torque of the clutch in the synchronous control stage and the overtime control stage.
By adopting the scheme, after the feedforward synchronous torque of the synchronous control stage and the overtime control stage is calculated, the stable combination of the rotating speed of the engine and the rotating speed of the clutch can be realized by controlling the torque rise of the engine. Alternatively, smooth coupling of the engine speed and the clutch speed is achieved by reducing the torque of the clutch. Or simultaneously adjusting the torque of the clutch and the torque of the engine to realize smooth combination of the rotating speed. The efficiency and the rate of accuracy of regulation have been improved.
According to another specific embodiment of the invention, the starting control method of the gearbox with the clutch, disclosed by the embodiment of the invention, determines the feedforward synchronous torque of the synchronous control phase according to the following formula:
Figure BDA0003156544260000051
wherein, T Smth1 Feedforward synchronous torque for the synchronous control phase, J eng Is the rotational inertia of the engine, N TargetSpeed1 The target rotating speed is the control target rotating speed of the synchronous control stage;
determining the feedforward synchronous torque of the overtime control phase according to the following formula:
Figure BDA0003156544260000052
wherein, T Smth2 Feedforward synchronous torque for a time-out control phase, J eng Is the rotational inertia of the engine, N TargetSpeed2 The target rotating speed is controlled in an overtime control stage; and is
Determining the regulating torque of the clutch in the synchronous control phase according to the following formula:
T ClchReq1 ＝T Smth1 *k
wherein, T ClchReq1 Adjusting torque, T, of clutches for the synchronous control phase Smth1 K is a preset distribution factor and is a feedforward synchronous torque in a synchronous control stage, and k is 0 to 1;
determining the regulated torque of the clutch over time control phase according to the following equation:
T ClchReq2 ＝T Smth2 *k
wherein, T ClchReq2 Regulating torque of clutch for time-out control phase, T Smth2 K is a preset distribution factor, and k is 0 to 1;
determining the regulated torque of the engine during the synchronous control phase according to the following equation:
T engReq1 ＝T Smth1 *(1-k)
wherein, T engReq1 Adjusting torque, T, of engines for synchronous control phases Smth1 K is a preset distribution factor and is a feedforward synchronous torque in a synchronous control stage, and k is 0 to 1;
determining the regulated torque of the engine over the time control period according to the following equation:
T engReq2 ＝T Smmth2 *(1-k)
wherein, T engReq2 Adjusting the torque of the engine for a time-out control period, T Smth2 And k is a preset distribution factor and takes 0 to 1 for the feedforward synchronous torque in the overtime control stage.
According to another specific embodiment of the present invention, the method for controlling starting of a transmission having a clutch according to the embodiment of the present invention further includes, after step S3: s3': the feed forward synchronizing torque of the pre-synchronization control stage is determined to be 0.
According to another specific embodiment of the present invention, in the start control method for a transmission having a clutch according to the embodiment of the present invention, the step S4 includes: calculating a rotating speed difference value between the actual rotating speed of the engine and the target rotating speed of the engine in the pre-synchronization control stage, and determining the target torque of the clutch in the pre-synchronization control stage according to the rotating speed difference value and the actual torque of the engine; calculating a rotating speed difference value between the actual rotating speed of the engine and the target rotating speed of the engine in the synchronous control stage, and determining the target torque of the clutch in the synchronous control stage according to the rotating speed difference value, the actual torque of the engine and the control torque of the clutch; and calculating a rotating speed difference value between the actual rotating speed of the engine and the target rotating speed of the engine in the overtime control stage, and determining the target torque of the clutch in the overtime control stage according to the rotating speed difference value, the actual torque of the engine, the control torque of the clutch and a preset correction coefficient.
By adopting the scheme, the target torques of the clutches in the pre-synchronous control stage, the synchronous control stage and the time control stage are respectively calculated according to parameters such as the speed difference between the engine and the clutch, the torque of the engine, the torque of the clutch and the like, the torque of the clutch is subjected to feedback regulation, the error existing when the clutch transmits the torque can be eliminated, and the control accuracy is improved.
According to another embodiment of the present invention, a method for controlling a launch of a transmission having a clutch according to the present invention determines a target torque of the clutch in a pre-synchronization control phase according to the following formula:
T Clch1 ＝∑I Gain1 *Error 1 +P Gain1 *Error 1 +T EngTorq
or determining the target torque of the clutch in the pre-synchronization control stage according to the following formula:
T Clch2 ＝∑I Gain2 *Error 2 +P Gain2 *Error 2 +T EngTorq
wherein, T Clch1 、T Clch2 For the target torque of the clutch in the presynchronization control phase, Σ I Gain1 *Error 1 +P Gain1 *Error 1 、∑I Gain2 *Error 2 +P Gain2 *Error 2 Error is the result of PI regulation based on the difference between the actual speed of the engine and the target speed of the engine 1 Is the difference value of the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed is not over-regulated in the pre-synchronization control stage, error 2 The difference value of the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed is adjusted in the pre-synchronization control stage is T EngTorq Is the actual torque of the engine; and is
Determining a target torque of the clutch for the synchronous control phase according to the following equation:
T Clch3 ＝∑I Gain3 *Error 3 +P Gain3 *Error 3 +T EngTorq -T ClchReq
wherein, T Clch3 For the target torque of the clutch in the synchronous control phase, ∑ I Gain3 *Error 3 +P Gain3 *Error 3 Error is the result of PI regulation based on the difference between the actual speed of the engine and the target speed of the engine 3 Is the difference value of the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed is not overshot in the synchronous control stage, T EngTorq Is the actual torque of the engine, T ClchReq Is the control torque of the clutch;
determining a target torque of the clutch for the timeout control phase according to the following equation:
T Clch4 ＝∑I Gain4 *Error 4 +P Gain4 *Error 4 +T EngTorq -T ClchReq *Gain
wherein, T Clch4 Target Torque of Clutch, sigma I, for timeout control phase Gain4 *Error 4 +P Gain4 *Error 4 Error is the result of PI regulation based on the difference between the actual speed of the engine and the target speed of the engine 4 Is the rotating speed difference value of the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed is not overshot in the overtime control stage, T EngTorq Is the actual torque of the engine, T ClchReq Gain is a preset correction factor for the clutch control torque.
The beneficial effects of the invention are:
according to the scheme, the difference value between the rotating speed of the engine and the rotating speed of the clutch is considered, and the target torque of the clutch and the target torque of the engine are calculated by using the speed difference correction coefficient. The starting process of the gearbox with the clutch is controlled by using the target torque of the clutch and the target torque of the engine, so that the change rate of the rotating speed of the clutch is the same as that of the rotating speed of the engine, the clutch is combined smoothly, and the starting of the whole vehicle is stable.
Drawings
FIG. 1 is a schematic diagram of a prior art vehicle launch with low engine speed and clutch speed producing a bump impact;
FIG. 2 is a schematic diagram of a prior art vehicle high speed launch with crash bar impact from engine speed and clutch speed;
FIG. 3 is a flowchart illustrating a method for launch control of a transmission having a clutch according to an embodiment of the present invention;
FIG. 4 is a schematic illustration of a launch control period for a transmission having a clutch in a launch control method for a transmission having a clutch provided in accordance with an embodiment of the invention;
fig. 5 is a schematic diagram of the control torque of the engine and the control torque of the clutch in the method for controlling the starting of the transmission with the clutch according to the embodiment of the invention.
Detailed Description
The following description is given by way of example of the present invention and other advantages and features of the present invention will become apparent to those skilled in the art from the following detailed description. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to these embodiments. On the contrary, the invention has been described in connection with the embodiments for the purpose of covering alternatives or modifications as may be extended based on the claims of the invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been omitted from the description in order not to obscure or obscure the focus of the present invention. It should be noted that the embodiments and features of the embodiments of the present invention may be combined with each other without conflict.
It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.
In the description of the present embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that are conventionally placed when the products of the present invention are used, and are only used for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements indicated must have specific orientations, be configured in specific orientations, and operate, and thus, should not be construed as limiting the present invention.
The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
In the description of the present embodiment, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed," "connected" and "connected" should be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present embodiment can be understood in specific cases by those of ordinary skill in the art.
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
In order to solve the problem that the comfort of the whole vehicle is poor due to collision impact when a clutch is in a transition state from a friction state to a combined state in the prior art, the embodiment of the invention provides a starting control method of a gearbox with the clutch. Specifically, referring to fig. 3, the method for controlling the starting of the transmission with the clutch provided by the invention comprises the following steps:
s1: the method comprises the steps of acquiring the actual rotating speed of an engine, the actual rotating speed of a clutch and the opening degree of an accelerator of an automobile in real time, and dividing a starting control time period of a gearbox with the clutch into a pre-synchronous control stage, a synchronous control stage and an overtime control stage according to the actual rotating speed of the engine, the actual rotating speed of the clutch and the opening degree of the accelerator; the starting control time period is a time period for the clutch to transition from a slipping state to a combining state;
s2: respectively determining control target rotating speeds of a pre-synchronous control stage, a synchronous control stage and an overtime control stage according to the actual rotating speed of the clutch at the current moment, the actual rotating speed of the clutch at the last moment, the actual rotating speed of an engine and the opening degree of an accelerator;
s3: the method comprises the steps of obtaining motion parameters of an engine, actual torque of the engine and actual torque of a clutch, and respectively determining control torque of the engine and control torque of the clutch in a synchronous control stage and an overtime control stage according to the motion parameters of the engine and a control target rotating speed;
s4: respectively determining the target torques of the clutches in a presynchronization control stage, a synchronization control stage and an overtime control stage according to the target rotating speed of the engine, the actual torque of the engine and the control torque of the clutches;
s5: the control torque of the engine is used as the target torque of the engine, and the starting process of the gearbox with the clutch is controlled according to the target torque of the engine and the target torque of the clutch.
By adopting the scheme, the actual rotating speed of the engine and the actual rotating speed of the clutch at the stage of combining the clutch and the engine are measured, the control torque of the engine and the clutch is calculated according to the speed difference, the clutch and the engine are controlled, and the change of the transmission torque characteristic of the clutch can be automatically adapted, so that the rotating speed of the clutch is the same as the change rate of the rotating speed of the engine, the clutch is more smoothly combined, and the whole vehicle starts more stably.
Next, a method of controlling a start of the transmission with a clutch according to the present embodiment will be described in detail with reference to fig. 3 to 5.
The starting control method for the transmission with the clutch according to the present embodiment is applied to the transmission with the clutch. The transmission having the clutch is connected to an engine of the vehicle.
Firstly, step S1 is executed, the actual rotating speed of an engine, the actual rotating speed of a clutch and the accelerator opening of an automobile are obtained in real time, and a starting control time period of a gearbox with the clutch is divided into a pre-synchronous control stage, a synchronous control stage and an overtime control stage according to the actual rotating speed of the engine, the actual rotating speed of the clutch and the accelerator opening.
The start control period is a period during which the clutch is transitioned from the slipping state to the engaged state.
Referring to fig. 4, the launch control period includes a pre-synchronization control phase in which the speed difference between the rotational speed of the clutch and the rotational speed of the engine is eliminated from a large value to a certain range. The synchronous control phase is to eliminate the speed difference between the rotating speed of the clutch and the rotating speed of the engine until the clutch is combined. And if the rotating speed of the clutch is detected to exceed the set target value in the synchronous control phase, entering a timeout synchronous control phase.
In fig. 4, the AFM curve is the basic speed of control, that is, the target speed of the engine. The CDW curve is the control target of the synchronous control phase. The BCDF curve is the actual speed of the engine and the NEWF curve is the actual speed of the clutch. The target rotation speed refers to a target rotation speed of the engine, the clutch rotation speed is also referred to as an actual rotation speed of the clutch, and the engine rotation speed is also referred to as a target rotation speed of the engine.
In the pre-synchronization control stage, the speed difference between the rotational speed of the clutch and the rotational speed of the engine is eliminated within a predetermined range, and the range is determined based on the initial rotational speed of the clutch, the initial rotational speed of the engine, and the accelerator opening. In the synchronous control phase, the rotational speed of the clutch exceeds a set target value, which is also specifically set based on the actual rotational speed of the clutch.
Specifically, step S1 includes:
s11: calculating target synchronization time according to the actual rotating speed of the engine and the actual rotating speed of the clutch;
s12: determining basic synchronization time by utilizing a preset accelerator-basic synchronization time table according to the opening degree of the accelerator;
s13: and when the absolute value of the target synchronization time is smaller than the basic synchronization time, entering a synchronization control stage.
In step S11, the target synchronization time is calculated according to the following formula:
Figure BDA0003156544260000101
wherein, T synTme To target synchronous time, N Eng Is the actual speed of the engine, N Clch Actual speed of the clutch, d (N) Eng -N Clch ) Is the rate of change of the speed difference between the engine and the clutch.
In this embodiment, the calculated target synchronization time may be a positive value or a negative value. When comparing with the basic synchronization time, the absolute value of the target synchronization time needs to be compared with the basic synchronization time. In addition, in this embodiment, the basic synchronization time needs to be longer than the system delay time of the response of the engine or the power source, and the system delay time includes two parts, namely communication delay time (communication delay of a signal sent by the TCU to the power source controller and received by the TCU) and system response physical delay time.
It should be further noted that the preset throttle-basic synchronization schedule is as follows:
throttle valve 0 10 20 30 50 75 100
Synchronizing time 0.3 0.35 0.4 0.45 0.5 0.6 0.7
The throttle refers to the throttle opening, which can be measured by a throttle sensor. The synchronization time refers to a base synchronization time. And after the opening degree of the accelerator is measured, corresponding basic synchronization time is correspondingly searched. The corresponding base synchronization time is then compared to the calculated target synchronization time. And when the absolute value of the target synchronization time is smaller than the basic synchronization time, entering a synchronization control phase.
More specifically, step S1 further includes:
judging whether the rotating speed of the clutch is greater than a preset rotating speed threshold value or not in real time;
if yes, entering an overtime control stage;
if not, continuously judging whether the rotating speed of the clutch is greater than a preset rotating speed threshold value.
When it is required to be noted that, the preset rotation speed threshold is determined comprehensively according to the actual rotation speed of the clutch and the actual rotation speed of the engine. When the actual rotation speed of the clutch and the actual rotation speed of the engine are large, the rotation speed threshold value is also a large value.
In this embodiment, the start control period is divided into three stages, namely, a pre-synchronization control stage, a synchronization control stage, and an overtime control stage, and then the start point of the synchronization control stage is determined. And in the pre-synchronization control stage, the larger speed difference is quickly reduced to a smaller value, and when the synchronization control stage is entered, the adjustment is started. Different adjusting methods are selected for each stage, and the adjusting efficiency is high.
Next, step S2 is executed to determine control target rotational speeds in a presynchronization control stage, a synchronization control stage, and an overtime control stage, respectively, based on the actual rotational speed of the clutch at the present time, the actual rotational speed of the clutch at the previous time, the actual rotational speed of the engine, and the accelerator opening.
The control target rotation speed in step S2 is the target rotation speed of the engine.
Specifically, step S2 includes: and determining a basic target rotating speed corresponding to the current accelerator opening according to the accelerator opening and a preset accelerator-basic target rotating speed table, and taking the basic target rotating speed as the control target rotating speed of the pre-synchronous control stage.
It should be noted that the preset accelerator-basic target tachometer is as follows:
throttle valve 0 10 20 30 50 75 100
Rotational speed 1000 1100 1200 1300 1500 1750 2000
The accelerator refers to the opening degree of the accelerator, and is measured by an accelerator sensor. The rotation speed is the basic target rotation speed.
In this embodiment, a corresponding basic target rotation speed is determined according to the measured accelerator opening degree, and then the basic target rotation speed is determined as a control target rotation speed in a pre-synchronization control stage.
More specifically, in this embodiment, the control target rotation speed in the pre-synchronization control stage is determined according to the following formula:
N TargetSpeed ＝N BaseTarget
wherein, N TargetSpeed Control target speed, N, for the presynchronization control stage BaseTarget Is the base target speed.
That is, in the pre-synchronization control stage, the engine is caused to fly to a certain rotation speed, i.e., the base target rotation speed. In the embodiment, the engine directly flies to a certain rotating speed in the pre-synchronization control stage, so that the rotating speed of the clutch can be quickly closed to the rotating speed of the engine, and the synchronization time of the rotating speed of the engine and the rotating speed of the clutch is shortened.
Specifically, step S2 further includes: and determining the control target rotating speed of the synchronous control stage according to the actual rotating speed of the engine corresponding to the starting point of the synchronous control stage, the actual rotating speed of the clutch at the current moment, the actual rotating speed of the clutch at the last moment and a preset speed difference correction coefficient.
In this embodiment, the activation of the synchronous control phase is used as the initial time, and the rotational speed of the engine at that time is recorded as N SynIntial (ii) a And taking the engine speed at the moment as a starting point, and adding the increment of the rotating speed of the clutch to obtain a new control target rotating speed, namely the CDW curve in the figure 4.
More specifically, the control target rotational speed of the synchronous control stage is determined according to the following formula:
Figure BDA0003156544260000121
wherein N is TargetSpeed For controlling the target speed, N, of the synchronous control stage Clch_n Is the actual rotational speed of the clutch at the present moment,
Figure BDA0003156544260000122
is to be arranged atThe actual speed of the clutch at a moment, gain, is a predetermined speed difference correction factor, N SynIntial The actual rotational speed of the engine corresponding to the start of the synchronous control phase.
The preset speed difference correction coefficients are as follows:
differential speed 0 50 100 200 300 400 500
Gain 1 1 0.9 0.8 0.7 0.6 0.5
The speed difference is a difference between an actual rotation speed of the engine and an actual rotation speed of the clutch. The actual rotating speed of the engine and the actual rotating speed of the clutch are respectively measured through a rotating speed sensor, and then a corresponding speed difference correction coefficient can be obtained through table lookup according to the speed difference.
The speed difference correction factor is inversely proportional to the speed difference, the factor is smaller when the speed difference is larger, and the correction factor is increased as the speed difference becomes smaller, and the range of the speed difference correction factor is generally between 0 and 1.
In the embodiment, the actual rotating speed of the engine and the actual rotating speed of the clutch are continuously detected, a proper control target of the engine is set according to the speed difference and the speed difference correction coefficient, and the control target is adjusted according to the speed difference, so that the clutch can be quickly synchronized with the rotating speed of the engine.
Specifically, step S2 further includes: and taking the actual rotating speed of the clutch in the overtime control stage as the control target rotating speed in the overtime control stage.
More specifically, the control target rotational speed of the time-out control phase is timed according to the following formula:
N TargetSpeed ＝N ClchSpeed
wherein, N TargetSpeed Control target speed, N, for the time-out control phase ClchSpeed The actual speed of the clutch is the overtime control phase.
If the actual rotational speed of the clutch does not exceed the CDW curve during the entire control, the CDW is targeted for control, and if the actual rotational speed of the clutch exceeds the CDW curve, the entire synchronization time (the rotational speed of the clutch is identical to or has a small difference from the curve acceleration of the rotational speed of the engine) is increased if the CDW is continuously selected as the control target, and the length of the clutch slip time is increased. Therefore, it is necessary to select a new control target to be completed synchronously as soon as possible, and the actual rotation speed of the clutch is selected as the control target, i.e., WF in fig. 4.
That is to say, in the embodiment, in the timeout control stage, the control target of the engine is adjusted according to the actual rotation speed of the clutch, and when the actual rotation speed of the clutch is large, the rotation speed of the engine can be quickly matched with the rotation speed of the clutch, so that the synchronization time is reduced.
And then, executing step S3, acquiring the motion parameter of the engine, the actual torque of the engine and the actual torque of the clutch, and respectively determining the control torque of the engine and the control torque of the clutch in a synchronous control stage and an overtime control stage according to the motion parameter of the engine and the control target rotating speed.
In this embodiment, the motion parameter of the engine includes the rotational inertia of the engine.
The rotational inertia can be obtained through experimental measurement and calculation, and the method for obtaining the rotational inertia of the engine in the prior art can be referred.
Specifically, step S3 includes:
s31: respectively determining feedforward synchronous torques in a synchronous control stage and an overtime control stage according to the rotational inertia of the engine and the control target rotating speed;
s32: respectively determining the adjusting torque of the engine and the adjusting torque of the clutch in the synchronous control stage and the overtime control stage according to the feedforward synchronous torque and the preset distribution factor in the synchronous control stage and the overtime control stage;
s33: and adding the regulating torque of the clutch on the basis of the target torque of the clutch in the synchronous control stage and the overtime control stage to obtain the control torque of the clutch in the synchronous control stage and the overtime control stage.
More specifically, in the present embodiment, the feedforward synchronous torque of the synchronous control stage is determined according to the following formula:
Figure BDA0003156544260000141
wherein, T Smth1 Feedforward synchronous torque for the synchronous control phase, J eng Is the rotational inertia of the engine, N TargetSpeed1 Is the control target rotating speed of the synchronous control stage.
Determining the feedforward synchronous torque of the timeout control phase according to the following formula:
Figure BDA0003156544260000142
wherein, T Smth2 For feedforward synchronous torque over time control phase, J eng Is the rotational inertia of the engine, N TargetSpeed2 The target rotating speed is controlled in the overtime control stage.
Determining the regulating torque of the clutch in the synchronous control phase according to the following formula:
T ClchReq1 ＝T Smth1 *k
wherein, T ClchReq1 Adjusting torque, T, of clutches for the synchronous control phase Smth1 And k is a preset distribution factor and is a feedforward synchronous torque in the synchronous control stage, and k is 0 to 1.
Determining the regulated torque of the clutch over the time control period according to the following equation:
T ClchReq2 ＝T Smth2 *k
wherein, T ClchReq2 Regulating torque of clutch for time-out control phase, T Smth2 And k is a preset distribution factor and takes 0 to 1 for the feedforward synchronous torque in the overtime control stage.
Determining the regulated torque of the engine during the synchronous control phase according to the following formula:
T engReq1 ＝T Smth1 *(1-k)
wherein, T engReq1 Adjusting torque, T, of engines for synchronous control phases Smth1 K is a preset distribution factor and takes 0 to 1 for feedforward synchronous torque in a synchronous control stage.
Determining the regulated torque of the engine over the time control period according to the following equation:
T engReq2 ＝T Smth2 *(1-k)
wherein, T engReq2 Regulating torque of the engine for a time-out control phase, T Smth2 For feedforward synchronous torque in the overtime control stage, k is a preset distribution factor, and k is 0To 1.
Referring to fig. 5, in fig. 5, the engine torque is an actual torque of the engine, and the clutch torque is an actual torque of the clutch. Synchronization control activation refers to the start of the synchronization control phase. T is a unit of Smth Is the calculated feedforward synchronous torque; t is a unit of ClchReq Reduced torque for the clutch; t is a unit of EngReq The TCU controller is requested for power source increased torque, i.e., engine increased torque. In this embodiment, after the feedforward synchronous torques in the synchronous control stage and the timeout control stage are calculated, a torque-up request may be sent to the power source controller, that is, the engine control, to implement stable combination of the rotating speed and the rotating speed of the clutch. Alternatively, smooth coupling of engine speed and clutch speed may be achieved by reducing clutch torque. The torque of the clutch and the torque of the engine can be simultaneously adjusted to realize the smooth combination of the rotating speed. I.e. by dividing factor K (between 0 and 1) the respective magnitudes between the clutch and the engine are divided and adjusted. When the dynamics tends to be considered, the K coefficient is reduced and tends to be torque-increasing control; otherwise, the adjustment is performed by the clutch, and a part of power is lost.
For example, the calculated feedforward synchronous torque is 30N · M. When the value of the division factor K takes 1, the clutch-reduced torque is 30N · M, and the torque of the engine does not change. When the value of the division factor K takes 0, the torque of the clutch does not change, and the torque of the engine increases by 30N · M. When the value of the division factor K takes 0.5, the torque of the clutch decreases by 15N · M, and at the same time, the torque of the engine increases by 15N · M. Therefore, the torque of the engine and the torque of the clutch are adjusted according to the control target rotating speed determined in the step S2, and the smooth combination of the rotating speed of the engine and the rotating speed of the clutch can be realized.
In this embodiment, step S3' is further included after step S3.
And S3': the feed forward synchronizing torque of the pre-synchronization control stage is determined to be 0.
That is, the torque of the engine and the clutch is not adjusted until the synchronization control is not started.
Next, step S4 is executed to determine the target torques of the clutches in the pre-synchronization control stage, the synchronization control stage, and the time-out control stage, respectively, based on the target rotational speed of the engine, the actual torque of the engine, and the control torque of the clutches.
By calculating the feed-forward synchronizing torque in step S3, the rotational speeds of the clutch and the engine can be preliminarily controlled. However, due to errors in torque response, there are also errors in the torque transfer of the clutch. Therefore, there may be a certain difference between the actual rotational speed of the engine and the target rotational speed of the engine. Therefore, the torque of the clutch needs to be controlled by feedback regulation.
Specifically, step S4 includes: and calculating a rotating speed difference value between the actual rotating speed of the engine and the target rotating speed of the engine in the pre-synchronization control stage, and determining the target torque of the clutch in the pre-synchronization control stage according to the rotating speed difference value and the actual torque of the engine.
More specifically, the target torque of the clutch at the pre-synchronization control stage is determined according to the following equation:
T Clch1 ＝∑I Gain1 *Error 1 +P Gain1 *Error 1 +T EngTorq
or determining the target torque of the clutch in the pre-synchronization control stage according to the following formula:
T Clch2 ＝∑I Gain2 *Error 2 +P Gain2 *Error 2 +T EngTorq
wherein, T Clch1 、T Clch2 For the target torque of the clutch in the presynchronization control phase, ∑ I Cain1 *Error 1 +P Gain1 *Error 1 、∑I Gain2 *Error 2 +P Gain2 *Error 2 Error is a result of PI adjustment based on a difference between an actual rotational speed of the engine and a target rotational speed of the engine 1 The difference value of the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed is not over-regulated in the pre-synchronization control stage, error 2 Is the difference value of the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed exceeds the adjusting speed in the pre-synchronization control stage, T EngTorq Is the actual torque of the engine.
PI adjustment is also called proportional adjustment for reducing the deviation and integral adjustment for eliminating the deviation.
In addition, the rotation speed is not overshot means that the actual rotation speed of the engine is less than or equal to the target rotation speed AFM of the engine in fig. 4, and the rotation speed overshot means that the actual rotation speed of the engine is greater than the target rotation speed AFM of the engine. Slip is the difference between the actual rotating speed of the engine and the actual rotating speed of the clutch when the actual rotating speed of the engine reaches the target rotating speed.
When the rotating speed is not over-regulated, the AFM curve is the controlled basic rotating speed; the difference between AMF and engine speed is used for initial stage closed loop control, error in FIG. 4 1 Feedforward input control as PI control; torque T of clutch Clch The engine torque is used as feedforward and speed difference is used as feedback control.
When the rotating speed exceeds N during the over-regulation of the rotating speed BaseTarget Time of Error 2 As feedforward input of PI control, the PI parameter at the moment is smaller than that when the rotating speed is not over-regulated, the rotating speed pull-down caused by over-strong PI regulation is prevented, the torque composition of the clutch consists of two parts, and speed difference feedback and engine torque are used as feedforward.
Specifically, step S4 further includes: and calculating a rotating speed difference value between the actual rotating speed of the engine and the target rotating speed of the engine in the synchronous control stage, and determining the target torque of the clutch in the synchronous control stage according to the rotating speed difference value, the actual torque of the engine and the control torque of the clutch.
More specifically, the target torque of the clutch in the synchronous control phase is determined according to the following equation:
T Clch3 ＝ΣI Gain3 *Error 3 +P Gain3 *Error 3 +T EngTorq -T ClchReq
wherein, T Clch3 For the target torque of the clutch in the synchronous control phase, ∑ I Gain3 *Error 3 +P Gain3 *Error 3 P is carried out according to the rotating speed difference value of the actual rotating speed of the engine and the target rotating speed of the engineResults of I Regulation, error 3 Is the difference value of the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed is not overshot in the synchronous control stage, T EngTorq Is the actual torque of the engine, T ClchReq Is the control torque of the clutch.
In the synchronous control stage, when the rotating speed of the engine and the rotating speed of the clutch meet the requirement of entering synchronous control, the impact can be reduced by ensuring that the rotating speed of the engine and the rotating speed acceleration change trend of the clutch are consistent, and the Error is selected at the moment without completely taking the AFEG as a control target 3 As an error input for feedback control; the torque of the clutch at the moment consists of three terms, namely speed difference feedback and synchronous feedforward T ClchReq Engine torque feed-forward T EngTorq 。
Specifically, step S4 further includes: and calculating a rotating speed difference value between the actual rotating speed of the engine and the target rotating speed of the engine in the overtime control stage, and determining the target torque of the clutch in the overtime control stage according to the rotating speed difference value, the actual torque of the engine, the control torque of the clutch and a preset correction coefficient.
More specifically, the target torque of the clutch for the timeout control phase is determined according to the following equation:
T Clch4 ＝∑I Gain4 *Error 4 +P Gain4 *Error 4 +T EngTorq -T ClchReq *Gain
wherein, T Clch4 Target Torque of Clutch, sigma I, for timeout control phase Gain4 *Error 4 +P Gain4 *Error 4 Error is a result of PI adjustment based on a difference between an actual rotational speed of the engine and a target rotational speed of the engine 4 Is the rotating speed difference value of the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed is not overshot in the overtime control stage, T EngTorq Is the actual torque of the engine, T ClchReq Gain is a preset correction factor for the control torque of the clutch.
In the overtime control stage, when the rotation speed of the clutch exceeds the target rotation speed CDW and is not finished yet, the strength of the PI needs to be strengthened, the synchronization time is prevented from being further prolonged, the abrasion of the clutch is increased, and meanwhile, the synchronization smoothness under the overtime working condition needs to be ensured, so that the synchronous feedforward torque still needs to be needed, but the synchronous feedforward torque needs to be multiplied by a preset correction coefficient Gain for correction, the rotation speed of the clutch exceeds the target rotation speed CDW as a starting point to start timing, and the Gain gradually attenuates to 0 along with the increase of time.
It should be noted that the corresponding relationship between the correction coefficient Gain and the time of the timeout control stage is shown in the following table:
time-out T 0 0.2 0.4 0.6 0.8 1
Gain 1 0.8 0.6 0.4 0.2 0
And when the timeout T is not the time of the timeout control stage, gain is a correction coefficient.
Then, step S5 is executed to set the control torque of the engine as the target torque of the engine, and control the starting process of the transmission having the clutch based on the target torque of the engine and the target torque of the clutch.
That is, in the present embodiment, the torque of the engine is controlled directly from the control torque of the engine calculated in step S3, and the clutch is controlled using the torque of the clutch after PI adjustment in step S4. The rotational speed of the clutch can be quickly synchronized with the rotational speed of the engine.
The scheme can ensure that the change rate of the rotating speed of the clutch is the same as that of the engine, the clutch is combined smoothly, and the starting of the whole vehicle is more stable.
While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a more particular description of the invention than is possible with reference to the specific embodiments, and the specific embodiments of the invention are not to be considered as limited to those descriptions. Various changes in form and detail, including simple deductions or substitutions, may be made by those skilled in the art without departing from the spirit and scope of the invention.

Claims (10)

1. A starting control method of a gearbox with a clutch is characterized in that the gearbox with the clutch is connected with an engine of an automobile; and is
The starting control method of the gearbox with the clutch comprises the following steps:
s1: acquiring the actual rotating speed of the engine, the actual rotating speed of the clutch and the accelerator opening of the automobile in real time, and dividing a starting control time period of a gearbox with the clutch into a pre-synchronous control stage, a synchronous control stage and an overtime control stage according to the actual rotating speed of the engine, the actual rotating speed of the clutch and the accelerator opening; wherein
The starting control time period is a time period for the clutch to transit from a slipping state to a combined state;
s2: determining the control target rotating speeds of the pre-synchronization control stage, the synchronization control stage and the overtime control stage respectively according to the actual rotating speed of the clutch at the current moment, the actual rotating speed of the clutch at the last moment, the actual rotating speed of the engine and the opening degree of the accelerator;
s3: acquiring a motion parameter of the engine, an actual torque of the engine and an actual torque of the clutch, and respectively determining a control torque of the engine and a control torque of the clutch in the synchronous control stage and the overtime control stage according to the motion parameter of the engine and the control target rotating speed;
s4: determining the target torques of the clutches in the pre-synchronization control stage, the synchronization control stage and the overtime control stage respectively according to the target rotating speed of the engine, the actual torque of the engine and the control torque of the clutches;
s5: and taking the control torque of the engine as the target torque of the engine, and controlling the starting process of the gearbox with the clutch according to the target torque of the engine and the target torque of the clutch.
2. The method for controlling starting of a transmission having a clutch according to claim 1, wherein the step S1 includes:
s11: calculating target synchronization time according to the actual rotating speed of the engine and the actual rotating speed of the clutch;
s12: determining basic synchronization time by utilizing a preset accelerator-basic synchronization time table according to the accelerator opening;
s13: and when the absolute value of the target synchronization time is smaller than the basic synchronization time, entering the synchronization control stage.
3. The method for controlling starting of a transmission with a clutch according to claim 2, wherein in step S11, the target synchronization time is calculated according to the following formula:
Figure FDA0003156544250000021
wherein, T synTme Synchronizing time, N, for said target Eng Is the actual speed of the engine, N Clch Is the actual speed of the clutch, d (N) Eng -N Clch ) Is a rate of change of speed differential of the engine and the clutch; and is provided with
The step S1 further includes:
judging whether the rotating speed of the clutch is greater than a preset rotating speed threshold value or not in real time;
if yes, entering the overtime control stage;
if not, continuously judging whether the rotating speed of the clutch is greater than a preset rotating speed threshold value.
4. The method for controlling starting of a transmission having a clutch according to claim 1, wherein the step S2 includes:
determining a basic target rotating speed corresponding to the current throttle opening according to the throttle opening and a preset throttle-basic target rotating speed table, and taking the basic target rotating speed as a control target rotating speed of the pre-synchronous control stage; and is
Determining a control target rotating speed of the presynchronization control stage according to the following formula:
N TargetSpeed ＝N BaseTarget
wherein, N Targetspeed Is the control target speed, N, of the pre-synchronization control stage BaseTarget Is the base target rotational speed;
determining a control target rotating speed of the synchronous control stage according to the actual rotating speed of the engine corresponding to the starting point of the synchronous control stage, the actual rotating speed of the clutch at the current moment, the actual rotating speed of the clutch at the last moment and a preset speed difference correction coefficient;
taking the actual rotating speed of the clutch in the overtime control stage as the control target rotating speed in the overtime control stage; and is
Controlling the target rotating speed of the overtime control phase according to the following formula:
N TargetSpeed ＝N ClchSpeed
wherein N is TargetSpeed Is the control target rotation speed, N, of the overtime control phase ClchSpeed The actual speed of the clutch is the overtime control period.
5. The launch control method for a transmission with a clutch according to claim 4, characterised in that the control target speed for the synchronous control phase is determined according to the following equation:
Figure FDA0003156544250000031
wherein, N TargetSpeed Is the control target rotation speed, N, of the synchronous control stage Clch_n Is the actual rotational speed of the clutch at the present moment,
Figure FDA0003156544250000032
the actual rotating speed of the clutch at the previous moment, gain is the preset speed difference correction coefficient, N SynIntial The actual speed of the engine corresponding to the start of the synchronous control phase.
6. The method of controlling take-off of a transmission having a clutch according to claim 1, wherein the motion parameter of the engine includes a rotational inertia of the engine; and is provided with
The step S3 includes:
s31: respectively determining feedforward synchronous torques of the synchronous control stage and the overtime control stage according to the rotational inertia of the engine and the control target rotating speed;
s32: respectively determining the adjusting torque of the engine and the adjusting torque of the clutch in the synchronous control stage and the overtime control stage according to the feedforward synchronous torque and the preset distribution factor in the synchronous control stage and the overtime control stage;
s33: adding the regulating torque of the engine on the basis of the target torque of the engine in the synchronous control stage and the overtime control stage to obtain the control torque of the engine in the synchronous control stage and the overtime control stage, and adding the regulating torque of the clutch on the basis of the target torque of the clutch in the synchronous control stage and the overtime control stage to obtain the control torque of the clutch in the synchronous control stage and the overtime control stage.
7. A method as claimed in claim 6, characterised in that the feed forward synchronising torque for the synchronising phase is determined according to the following equation:
Figure FDA0003156544250000041
wherein, T Smth1 For the feedforward synchronous torque of the synchronous control phase, J eng Is the rotational inertia of the engine, N TargetSpeed1 The control target rotating speed of the synchronous control stage is obtained;
determining the feedforward synchronous torque of the timeout control phase according to the following formula:
Figure FDA0003156544250000042
wherein, T Smth2 For the feedforward synchronous torque of the time-out control phase, J eng Is the rotational inertia of the engine, N TargetSpeed2 The control target rotating speed of the overtime control stage is obtained; and is
Determining the regulated torque of the clutch for the synchronous control phase according to the following equation:
T ClchReq1 ＝T Smth1 *k
wherein, T ClchReq1 Regulating torque, T, of said clutch for said synchronous control phase Smth1 K is a preset distribution factor, and k is 0 to 1;
determining an adjusted torque of the clutch for the timed-out control phase according to the following equation:
T ClchReq2 ＝T Smth2 *k
wherein, T ClchReq2 Adjusting torque of the clutch for the time-out control phase, T Smth2 K is the preset distribution factor, and k is 0 to 1;
determining a regulated torque of the engine for the synchronous control phase according to the following equation:
T engReq1 ＝T Smth1 *(1-k)
wherein, T engReq1 Adjusting torque, T, of the engine for the synchronous control phase Smth1 K is a preset distribution factor, and k is 0 to 1;
determining the adjusted torque of the engine for the timeout control phase according to the following equation:
T engReq2 ＝T Smth2 *(1-k)
wherein, T engReq2 Adjusted torque, T, of the engine for the timeout control phase Smth2 And k is the preset distribution factor, and k is 0 to 1.
8. The method for controlling a start of a transmission with a clutch according to claim 6 or 7, characterized in that the step S3 is followed by further comprising:
s3': and determining the feedforward synchronous torque of the presynchronization control stage as 0.
9. The method for controlling starting of a transmission having a clutch according to claim 1, wherein the step S4 includes:
calculating a rotating speed difference value between the actual rotating speed of the engine and the target rotating speed of the engine in the pre-synchronization control stage, and determining the target torque of the clutch in the pre-synchronization control stage according to the rotating speed difference value and the actual torque of the engine;
calculating a rotation speed difference value between the actual rotation speed of the engine and the target rotation speed of the engine in the synchronous control stage, and determining the target torque of the clutch in the synchronous control stage according to the rotation speed difference value, the actual torque of the engine and the control torque of the clutch;
and calculating a rotation speed difference value between the actual rotation speed of the engine and the target rotation speed of the engine in the overtime control stage, and determining the target torque of the clutch in the overtime control stage according to the rotation speed difference value, the actual torque of the engine, the control torque of the clutch and a preset correction coefficient.
10. A method of launch control of a gearbox with a clutch according to claim 9 characterised in that the target torque of the clutch for the pre-synchronisation control phase is determined according to the following equation:
T Clch1 ＝∑I Gain1 *Error 1 +P Gain1 *Error 1 +T EngTorq
or determining a target torque of the clutch for the pre-synchronization control phase according to the following formula:
T Clch2 ＝∑I Gain2 *Error 2 +P Gain2 *Error 2 +T EngTorq
wherein, T Clch1 、T Clch2 For the target torque of the clutch in the presynchronization control phase, Σ I Gain1 *Error 1 +P Gain1 *Error 1 、∑I Gain2 *Error 2 +P Gain2 *Error 2 Based on the actual speed and the engine speedThe result of PI regulation of the difference between the target speeds of the engine, error 1 Is the difference value of the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed of the pre-synchronization control stage is not over-regulated, error 2 Is the difference value of the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed of the pre-synchronization control stage is over-adjusted, T EngTorq Is the actual torque of the engine; and is provided with
Determining a target torque of the clutch for the synchronous control phase according to the following equation:
T Clch3 ＝∑I Gain3 *Error 3 +P Gain3 *Error 3 +T EngTorq -T ClchReq
wherein, T Clch3 Is the target torque, Σ I, of the clutch of the synchronous control phase Gain3 *Error 3 +P Gain3 *Error 3 Error is the result of PI regulation according to the difference between the actual speed of the engine and the target speed of the engine 3 The rotating speed difference value T of the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed in the synchronous control stage is not over-regulated EngTorq Is the actual torque of the engine, T ClchReq Is the control torque of the clutch;
determining a target torque of the clutch for the timeout control phase according to the following equation:
T Clch4 ＝∑I Gain4 *Error 4 +P Gain4 *Error 4 +T EngTorq -T ClchReq *Gain
wherein, T Clch4 Is the target torque of the clutch in the timeout control phase, Σ I Gain4 *Error 4 +P Gain4 *Error 4 Error is a result of PI adjustment based on a difference between an actual speed of the engine and a target speed of the engine 4 The rotating speed difference value T between the actual rotating speed of the engine and the target rotating speed of the engine when the rotating speed is not overshot in the overtime control stage EngTorq Is composed ofActual torque of the engine, T ClchReq And Gain is the preset correction coefficient for the control torque of the clutch.
CN202110778051.7A 2021-07-09 2021-07-09 Method for controlling starting of gearbox with clutch Pending CN115596835A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116816832A (en) * 2023-06-29 2023-09-29 广州汽车集团股份有限公司 Vehicle starting control method, device, equipment and storage medium

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116816832A (en) * 2023-06-29 2023-09-29 广州汽车集团股份有限公司 Vehicle starting control method, device, equipment and storage medium

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