CN219082221U - Control system for reducing in-gear acceleration impact of AT gearbox and automobile - Google Patents
Control system for reducing in-gear acceleration impact of AT gearbox and automobile Download PDFInfo
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- CN219082221U CN219082221U CN202221767395.4U CN202221767395U CN219082221U CN 219082221 U CN219082221 U CN 219082221U CN 202221767395 U CN202221767395 U CN 202221767395U CN 219082221 U CN219082221 U CN 219082221U
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- 230000001133 acceleration Effects 0.000 title claims abstract description 20
- 230000035939 shock Effects 0.000 claims description 10
- 238000000034 method Methods 0.000 abstract description 7
- 230000001105 regulatory effect Effects 0.000 abstract 1
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- 230000005540 biological transmission Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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Abstract
The utility model relates to the technical field of gearbox control, and provides a control system for reducing AT gearbox in-gear acceleration impact and an automobile, wherein the control system comprises the following components: the accelerator opening sensor is in communication connection with the ECU of the whole vehicle control controller; the AT gearbox is in communication connection with the whole vehicle controller ECU through the automatic gearbox control unit TCU, and the engine is in communication connection with the whole vehicle controller ECU. When the ECU of the whole vehicle detects that the accelerator opening is zero and the locking clutch is opened, and the current gear is the D gear, the vehicle is in a sliding state, the turbine rotating speed after the locking clutch is opened in the current gear is taken as the target rotating speed of the engine, and when the current vehicle speed reaches the vehicle speed threshold value, the engine is in an idling state, and the idling rotating speed of the engine is controlled to be close to the target rotating speed. The rotating speed is dynamically regulated along with the rotating speed of the turbine, when a driver steps on the accelerator again to accelerate in the sliding process, the degree of reverse dragging of the turbine of the hydraulic torque converter is greatly reduced, the phenomenon of acceleration impact can not be generated any more, and the driving smoothness of the vehicle is improved.
Description
Technical Field
The utility model relates to the technical field of gearbox control, and provides a control system for reducing in-gear acceleration impact of an AT gearbox and an automobile.
Background
AT present, according to market trend, autonomous brand vehicle types carry on AT big torque gear box more and more, mainly lie in AT gear box durable reliability is high, and vehicle operation stationarity is high simultaneously, and driving comfort is good, and AT gear box possesses numerous advantages and lies in that the shake of partial engine rotational speed can be eliminated to the torque converter, transmission engine torque that can be better slows down the impression of power interruption because of shifting. However, when the lockup clutch of the torque converter is opened during the sliding process of the vehicle, the lockup clutch is opened to prevent the engine from being reversely dragged to stall during the sliding process, the engine speed and the turbine speed of the torque converter are not tightly attached together, the engine speed is lower than the turbine speed, if the engine speed is lower than the current turbine speed by 300rpm or more during the sliding process of the vehicle, the engine speed can be quickly increased to exceed the turbine speed when the driver steps on the accelerator again for acceleration, and the phenomenon that the turbine of the torque converter is reversely dragged to generate impact is caused, so that the driving smoothness of the vehicle is unfavorable.
Disclosure of Invention
The utility model provides a control system for reducing the in-gear acceleration impact of an AT gearbox, and aims to improve the smoothness of vehicle driving.
The present utility model is embodied in a control system for reducing AT-speed acceleration shock of an AT gearbox, said system comprising:
the accelerator opening sensor is in communication connection with the ECU of the whole vehicle control controller;
the AT gearbox is in communication connection with the whole vehicle controller ECU through an automatic gearbox control unit TCU,
and the engine is in communication connection with the ECU of the whole vehicle controller.
Further, the whole vehicle controller ECU detects that the accelerator opening is zero, the lockup clutch is opened, when the current gear is the D gear, the vehicle is in a sliding state, the target rotating speed of the engine is output, when the current vehicle speed reaches a vehicle speed threshold value, the engine is in an idling state, and the idling rotating speed of the engine is controlled to be near the target rotating speed.
Further, the target rotational speed is the turbine rotational speed after the lockup clutch is opened in the current gear.
Further, the system further comprises:
the vehicle speed sensor is or is an ESP system, and the vehicle speed sensor and the ESP system are in communication connection with the ECU of the whole vehicle controller.
Further, the vehicle speed sensor and the ESP system are in communication connection with the ECU of the whole vehicle controller through a CAN bus.
Further, the idle speed of the engine is within minus 50rpm of the target speed.
The utility model is realized in that a vehicle is integrated with the control system for reducing the in-gear acceleration shock of the AT gearbox.
After the lockup clutch of the hydraulic torque converter is opened, the turbine rotating speed is generally higher than the target rotating speed of the engine in the D gear, the idle rotating speed of the engine is controlled to be close to the turbine rotating speed, the rotating speed is dynamically adjusted along with the turbine rotating speed, when a driver steps on the accelerator again to accelerate in the sliding process, the degree of reverse dragging of the turbine of the hydraulic torque converter is greatly weakened, the phenomenon of acceleration impact is avoided, and the driving smoothness of the AT gearbox vehicle is improved.
Drawings
Fig. 1 is a schematic structural diagram of a control system for reducing in-gear acceleration shock of an AT gearbox according to an embodiment of the present utility model.
Detailed Description
The following detailed description of the utility model refers to the accompanying drawings, which illustrate preferred embodiments of the utility model in further detail.
Fig. 1 is a schematic structural diagram of a control system for reducing in-gear acceleration shock of an AT gearbox according to an embodiment of the present utility model, and for convenience of explanation, only a portion related to the embodiment of the present utility model is shown, where the system includes:
the accelerator opening sensor is in communication connection with the ECU of the whole vehicle control controller;
the AT gearbox is in communication connection with the whole vehicle controller ECU through an automatic gearbox control unit TCU, and the engine is in communication connection with the whole vehicle controller ECU;
the accelerator opening sensor is used for detecting the accelerator pedal opening and sending the accelerator pedal opening to the whole vehicle controller ECU, and the automatic gearbox control unit TCU reads the current gear information of the vehicle and the state of the locking clutch from the AT gearbox and sends the current gear information and the state of the locking clutch to the whole vehicle controller ECU; the ECU of the whole vehicle controller detects that the opening degree of an accelerator is zero, the locking clutch is opened, when the current gear is the D gear, the vehicle is in a sliding state, the target rotating speed of the engine is output, when the current vehicle speed reaches a vehicle speed threshold value, the engine is in an idling state, and the idling rotating speed of the engine is controlled to be near the target rotating speed.
In an embodiment of the present utility model, the system further includes:
the vehicle speed sensor is or is an ESP system, the vehicle speed sensor and the ESP system are in communication connection with the whole vehicle controller ECU, the vehicle speed information required by the whole vehicle controller ECU is acquired by the vehicle speed sensor or is read from the ESP system, the vehicle speed sensor is in communication connection with the whole vehicle controller through a CAN communication line, and the ESP system is also in communication connection with the whole vehicle controller ECU through the CAN line.
After the lockup clutch of the torque converter is opened, the turbine speed is generally higher than the target speed of the engine in the D gear, and based on this, in the embodiment of the utility model, the target speed is set to be the turbine speed after the lockup clutch is opened in the current gear, so that the engine coasting stable speed will be lower than the turbine speed of the torque converter, and the reverse dragging of the turbine of the torque converter is avoided.
In the embodiment of the utility model, the idle speed of the engine is within minus 50rpm of the target speed, and if the target speed is Prpm, the idle speed of the engine is between (P-50) rpm and Prpm.
The utility model also provides an automobile, and the automobile is integrated with the control system for reducing the in-gear acceleration impact of the AT gearbox.
After the lockup clutch of the hydraulic torque converter is opened, the turbine rotating speed is generally higher than the target rotating speed of the engine in the D gear, the idle rotating speed of the engine is controlled to be close to the turbine rotating speed, the rotating speed is dynamically adjusted along with the turbine rotating speed, when a driver steps on the accelerator again to accelerate in the sliding process, the degree of reverse dragging of the turbine of the hydraulic torque converter is greatly weakened, the phenomenon of acceleration impact is avoided, and the driving smoothness of the AT gearbox vehicle is improved.
It is obvious that the specific implementation of the present utility model is not limited by the above-mentioned modes, and that it is within the scope of protection of the present utility model only to adopt various insubstantial modifications made by the method conception and technical scheme of the present utility model.
Claims (6)
1. A control system for reducing AT-range acceleration shock of an AT gearbox, the system comprising:
the accelerator opening sensor is in communication connection with the ECU of the whole vehicle control controller;
the AT gearbox is in communication connection with the whole vehicle controller ECU through an automatic gearbox control unit TCU,
the engine is in communication connection with the ECU of the whole vehicle controller;
the ECU of the whole vehicle controller detects that the opening degree of an accelerator is zero, the locking clutch is opened, when the current gear is the D gear, the vehicle is in a sliding state, the target rotating speed of the engine is output, when the current vehicle speed reaches a vehicle speed threshold value, the engine is in an idling state, and the idling rotating speed of the engine is controlled to be near the target rotating speed.
2. The control system for reducing AT-range acceleration shock of an AT gearbox of claim 1, wherein the target speed is a turbine speed after the lockup clutch is open AT the current gear.
3. The control system for reducing AT-range acceleration shock of an AT gearbox of claim 1, further comprising:
the vehicle speed sensor is or is an ESP system, and the vehicle speed sensor and the ESP system are in communication connection with the ECU of the whole vehicle controller.
4. A control system for reducing AT-range acceleration shock of an AT gearbox according to claim 3, wherein the vehicle speed sensor, ESP system is communicatively connected to the vehicle controller ECU via a CAN bus.
5. The control system for reducing AT-speed acceleration shock of an AT gearbox of claim 1, wherein the idle speed of the engine is within minus 50rpm of the target speed.
6. An automobile having integrated thereon a control system for reducing AT-range acceleration shock of an AT gearbox according to any one of claims 1 to 5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221767395.4U CN219082221U (en) | 2022-07-06 | 2022-07-06 | Control system for reducing in-gear acceleration impact of AT gearbox and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221767395.4U CN219082221U (en) | 2022-07-06 | 2022-07-06 | Control system for reducing in-gear acceleration impact of AT gearbox and automobile |
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| Publication Number | Publication Date |
|---|---|
| CN219082221U true CN219082221U (en) | 2023-05-26 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221767395.4U Active CN219082221U (en) | 2022-07-06 | 2022-07-06 | Control system for reducing in-gear acceleration impact of AT gearbox and automobile |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118205559A (en) * | 2024-05-22 | 2024-06-18 | 盛瑞传动股份有限公司 | Vehicle control method, device, electronic equipment and storage medium |
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2022
- 2022-07-06 CN CN202221767395.4U patent/CN219082221U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118205559A (en) * | 2024-05-22 | 2024-06-18 | 盛瑞传动股份有限公司 | Vehicle control method, device, electronic equipment and storage medium |
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