WO2018019207A1 - 一种自动变速器空挡控制方法 - Google Patents

一种自动变速器空挡控制方法 Download PDF

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Publication number
WO2018019207A1
WO2018019207A1 PCT/CN2017/094131 CN2017094131W WO2018019207A1 WO 2018019207 A1 WO2018019207 A1 WO 2018019207A1 CN 2017094131 W CN2017094131 W CN 2017094131W WO 2018019207 A1 WO2018019207 A1 WO 2018019207A1
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WO
WIPO (PCT)
Prior art keywords
neutral control
function
automatic transmission
automatic
state
Prior art date
Application number
PCT/CN2017/094131
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English (en)
French (fr)
Inventor
刘新波
蓝世华
陈友辉
Original Assignee
广州汽车集团股份有限公司
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Application filed by 广州汽车集团股份有限公司 filed Critical 广州汽车集团股份有限公司
Priority to US16/307,150 priority Critical patent/US10724631B2/en
Publication of WO2018019207A1 publication Critical patent/WO2018019207A1/zh

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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
    • 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
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling 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
    • 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
    • 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
    • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
    • 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
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18018—Start-stop drive, e.g. in a traffic jam
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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    • B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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    • B60W30/18109—Braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • 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
    • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
    • F16H2061/207—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control by neutral control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • 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
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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
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    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • 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
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    • F16H59/68—Inputs being a function of gearing status
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • 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
    • F16H63/48—Signals to a parking brake or parking lock; Control of parking locks or brakes being part of the transmission

Definitions

  • the invention relates to the field of automobile control systems, in particular to an automatic transmission neutral control method.
  • the Automatic Transmission Control Unit controls the linear pressure sensor inside the transmission to make the vehicle in the D position (Drive, forward gear), when the driver presses the brake and the brake master cylinder pressure reaches a certain value.
  • the automatic transmission is in the neutral state, the power output of the engine is disconnected; when the driver releases the brake, the brake master cylinder pressure will be close to 0Kpa, and the automatic transmission control unit hollow gear control requirement is no longer satisfied. Exit the neutral control.
  • the automatic parking function is the electronic parking brake system (Electrical Park Brake, EPB) combined with the body electronic stability system ( The Electronic Stability Program (ESP) directly brakes the wheel by changing the wheel cylinder pressure.
  • EPB Electronic Park Brake
  • ESP Electronic Stability Program
  • the automatic parking function brakes the wheel according to the driver's braking demand.
  • the brake pedal can be released, the car still automatically keeps the vehicle stationary, freeing the driver's right foot; when the system detects the driver's starting intention, such as stepping on the throttle, the brake is automatically released.
  • This function can ensure the comfort of the vehicle when the brake is automatically released according to the information of the ramp, and can actively pressurize and keep the vehicle stationary when the braking force is insufficient.
  • the automatic parking function and the neutral control of the automatic transmission are activated at the same time.
  • the automatic parking function is designed to release the driver's right foot and improve the driver's driving. Comfort, if the driver releases the brake pedal, the automatic parking function will still maintain the brake of the wheel, but the neutral control function will exit and the engine will output power outward. At this time, the neutral control function can no longer improve the fuel consumption of the whole vehicle. And NVH performance.
  • the present invention provides an automatic transmission neutral control method, which can make a vehicle with an automatic transmission neutral control function compatible with an automatic parking function, thereby reducing fuel consumption and improvement of the entire vehicle.
  • the NVH performance also enhances driving comfort.
  • Embodiments of the present invention provide a method for controlling an automatic transmission neutral, and the method includes the following steps:
  • the automatic transmission control unit collects information on the brake master cylinder pressure, the state in which the brake pedal is in, and whether the automatic parking function is in an active state;
  • the automatic transmission control unit controls the neutral control function to exit from the active state.
  • the accelerator pedal opening degree is greater than the automatic parking function exit opening degree ⁇ 2 , or the engine is in a flameout state, or the driver side seat belt is unlocked or the driver side door is opened, or the automatic parking function switch is turned off, or the electronic station is
  • the vehicle brake system fails, or the automatic parking function continues to exceed the automatic parking function duration threshold T 1 , or the vehicle is in a rolling state and the vehicle speed exceeds the automatic parking function exit speed V 2 , the automatic parking function enters inactive. status.
  • the automatic transmission control unit controls the automatic transmission neutral control function to enter an inactive state.
  • the electronic parking brake system when the automatic parking function switch is turned on, the electronic parking brake system is operating normally, the operation state of the engine, the vehicle speed is less than the auto-parking function is activated the vehicle speed V 1 and the driver presses the brake master cylinder and the brake pressure is greater than the auto-parking pressure P 1 on the vehicle function is activated when the automatic parking function is activated.
  • condition that the automatic parking function is activated further includes that the driver's side seat belt has been buckled and the driver's side door is closed.
  • the automatic transmission neutral control is performed between the rotational speed N 1 and the neutral control second activation rotational speed N 2 , the gradient value is less than the neutral control activation gradient I 1 and the brake pedal is depressed and the brake master cylinder pressure is greater than the neutral control activation pressure P 2 The function is activated.
  • the automatic transmission control unit collects the brake master cylinder pressure from the vehicle body electronic stability system through a CAN bus or a hard line input interface, and collects the state of the brake pedal through the engine management system, and passes the electronic station The vehicle brake system detects whether the automatic parking function is active.
  • the embodiment of the present invention detects the automatic parking function by the automatic transmission control unit when detecting that the brake master cylinder pressure or the state of the brake pedal meets the condition that the neutral control function is withdrawn from the active state.
  • the state of the position according to the state of the automatic parking function to determine whether to exit the neutral control function, so that the automatic parking function and the neutral control function can be compatible, while reducing vehicle fuel consumption and improving NVH performance, it will also enhance driving Comfort.
  • the vehicle cannot enter the neutral control function when the vehicle is on a steep slope, which can effectively prevent the car from slipping and increase the safety of the vehicle. performance.
  • FIG. 1 is a schematic diagram showing the logical relationship of an automatic transmission neutral control method according to an embodiment of the present invention.
  • FIG. 2 is a schematic diagram showing the connection relationship of each control unit of the automobile.
  • the embodiment of the invention provides an automatic transmission neutral control method, which can make the vehicle with the automatic transmission neutral control function compatible with the automatic parking function (AUTOHOLD), reduce the fuel consumption of the whole vehicle and improve the NVH (Noise, Vibration, Harshness, noise). , vibration and sound vibration roughness) performance, but also improve driving comfort.
  • AUTOHOLD automatic parking function
  • NVH Noise, Vibration, Harshness, noise
  • the automatic transmission control unit 10 collects information on the brake master cylinder pressure, the state of the brake pedal, and whether the automatic parking function is in an active state;
  • the automatic transmission control unit 10 controls the neutral The control function exits from the active state.
  • the automatic transmission control unit 10 in addition to detecting the brake master cylinder pressure or the state of the brake pedal, the automatic transmission control unit 10 needs to re-detect whether the automatic parking function is in an active state, and if the automatic parking function is in an active state, Whether the brake master cylinder pressure is less than the pressure threshold P 3 of the neutral control function or whether the brake pedal is in the stepping state, the neutral control function is still in the active state, only when the brake master cylinder pressure is less than the pressure threshold P 3 of the neutral control function and When the automatic parking function is inactive, or the brake pedal is not stepped on and the automatic parking function is inactive, the automatic transmission control unit 10 will withdraw the neutral control function from the active state, and the engine will output power outward. Therefore, the method can also control the neutral parking function while controlling the neutral control function, and can improve the driving comfort while reducing the fuel consumption of the entire vehicle and improving the performance of the NVH.
  • the automatic transmission control unit 10 collects the pressure of the brake master cylinder from the electronic stability system (ESP) via the CAN bus or the hard-wire input interface; through the engine management system 40 (Engine The Management System (EMS) collects the state of the brake pedal and detects whether the automatic parking function is active through the Electronic Park Brake (EPB).
  • ESP electronic stability system
  • EMS Engine The Management System
  • the activation conditions of the automatic parking function are as follows:
  • the electronic parking brake system 20 operates normally
  • the vehicle speed is less than the automatic parking function to activate the vehicle speed V 1 , such as 0.1km/h;
  • the electronic parking brake system 20 activates the automatic parking function, that is, the automatic parking function enters an active state, and the electronic parking brake system 20 passes through the actuator 22 The wheels brake and keep the car stationary.
  • the determination condition of the automatic parking function activation may further include that the driver's side seat belt has been buckled and the driver's side door is closed.
  • the activation conditions of the neutral control neutral control function are as follows:
  • the vehicle speed is less than the neutral control function to activate the vehicle speed V 2 , such as 0.1km/h;
  • the accelerator pedal opening degree is less than the air when the control function activates the opening degree ⁇ 1 , such as 1%;
  • the automatic transmission control unit 10 controls the neutral control function to enter the active state, and the way in which the engine outputs power to the outside is cut off.
  • the acquisition and comparison of the slope information is increased, and when the vehicle is at a large gradient, the neutral control state cannot be entered, which can effectively prevent the car from slipping and increase the vehicle. Security performance.
  • the conditions for the automatic parking function to exit the active state are as follows:
  • the accelerator pedal opening degree is greater than the automatic parking function exit opening degree ⁇ 2 , such as 2%;
  • the engine is in a flameout state
  • the automatic parking function continues to exceed the automatic parking function duration threshold T 1 , such as 10 min;
  • the car is in a rolling state, and the vehicle speed exceeds the automatic parking function exit speed V 2 , such as 3km/h.
  • the above values can be adjusted as needed.
  • the automatic parking function exits from the activated state and enters the inactive state, and the electronic parking brake system 20 releases the wheel system through the actuator 22.
  • the car can move.
  • the conditions for the neutral control function to exit the active state are as follows:
  • N 4 engine speed is lower than the neutral control function first exit speed N 3 , such as 350 rpm, or higher than the neutral control function second exit speed N 4 , such as 1600 rpm (where N 3 is less than N 4 );
  • the accelerator pedal opening degree is greater than the neutral control exit opening degree ⁇ 3 , such as 1%;
  • the automatic transmission temperature is lower than the neutral control first exit temperature T 2 , such as 10 ° C, or higher than the neutral control second exit temperature T 3 , such as 170 ° C, (where T 2 is less than T 3 );
  • the brake master cylinder pressure is less than the pressure threshold P 3 of the neutral control function, such as 500 kPa, and the automatic parking function is in an inactive state;
  • the brake pedal is in an un-depressed state and the automatic parking function is inactive.
  • the automatic transmission control unit 10 controls the automatic transmission neutral control function to exit from the active state, enters the inactive state, and the engine outputs power to the outside, and the vehicle performs according to the actual situation. motion.
  • the state described by the automobile can be detected by the corresponding system or module according to the prior art, for example, the opening state, duration and electronic parking system of the automatic parking function switch 21 can be detected by the electronic parking brake system 20.
  • the dynamic system 20 is normal or the like; information such as whether the door is closed or not, whether the seat belt is buckled or the like is detected by the body controller 50 (BCM); the engine operating state and the engine speed are detected by the engine management system 40.
  • the embodiment of the present invention detects the condition that the automatic parking function is located when the automatic brake control unit detects that the brake master cylinder pressure or the state of the brake pedal is in compliance with the condition that the neutral control function is exited from the active state. State, according to the state described by the automatic parking function to judge whether to exit the neutral control function, so the automatic parking function can be compatible with the neutral control function, which can improve the driving efficiency and improve the NVH performance, and also improve the driving comfort. degree. Further, by adding the gradient information to the neutral control function activation condition, the vehicle can not enter the neutral control function when the vehicle is on a steep slope, which can effectively prevent the car from slipping and increase the safety performance of the vehicle.
  • the state of the automatic parking function when the automatic brake control unit detects that the brake master cylinder pressure or the state of the brake pedal meets the condition that the neutral control function exits from the active state, the state of the automatic parking function is detected, according to The state of the automatic parking function determines whether or not to exit the neutral control function, so that the automatic parking function can be made compatible with the neutral control function, and the driving comfort can be improved while reducing the fuel consumption of the entire vehicle and improving the NVH performance. Further, by adding the gradient information to the neutral control function activation condition, the vehicle can not enter the neutral control function when the vehicle is on a steep slope, which can effectively prevent the car from slipping and increase the safety performance of the vehicle.

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Abstract

一种自动变速器空挡控制方法，该方法包括如下步骤：当自动变速器空挡控制功能处于激活状态时，自动变速器控制单元采集制动主缸压力、刹车踏板所处状态及所述自动驻车功能是否处于激活状态的信息；当所述制动主缸压力小于空挡控制功能的压力阈值P3且所述自动驻车功能处于未激活状态；或所述刹车踏板处于未踩踏状态且自动驻车功能处于未激活状态时，所述自动变速器控制单元控制空挡控制功能从激活状态退出。

Description

一种自动变速器空挡控制方法
本专利申请要求2016年07月25日提交的中国专利申请号为201610592772.8，申请人为广州汽车集团股份有限公司，发明名称为“一种自动变速器空挡控制方法”的优先权，该申请的全文以引用的方式并入本申请中。
技术领域
本发明涉及汽车控制系统领域，尤其是一种自动变速器空挡控制方法。
背景技术
在现有技术中，为了降低整车的油耗及改善整车NVH(Noise、Vibration、Harshness，噪声、振动与声振粗糙度)性能，在越来越多的汽车上加装有自动变速器空挡控制功能，自动变速器控制单元(Transmission Control Unit，TCU)通过控制变速器内部的线性压力传感器，使车辆在D档(Drive，前进档)，驾驶员踩下刹车且制动主缸压力达到一定值时，使自动变速器处于空挡状态，发动机的动力输出被断开；当驾驶员松开刹车时，此时制动主缸压力会接近0Kpa，此时不再满足自动变速器控制单元中空挡控制的要求，从而退出空挡控制。
为了提高汽车的驾驶舒适度，越来越多的汽车也会加装自动驻车(AUTOHOLD)功能，自动驻车功能是电子驻车制动系统(Electrical Park Brake，EPB)结合车身电子稳定系统(Electronic Stability Program，ESP)，直接通过改变轮缸压力对车轮进行制动，当驾驶员刹停车辆时，自动驻车功能会根据驾驶员的制动需求，对车轮进行制动，此时驾驶员可以松开刹车踏板，汽车仍自动保持车辆静止，解放了驾驶员的右脚；当系统检测到驾驶员的起步意图，如踩下油门时，自动解除制动。该功能能够根据坡道的信息，保证自动解除制动时车辆起步的舒适性，在制动力不足时可以主动增压保持车辆静止。
在现有技术中，上述的自动变速器空挡控制功能及自动驻车功能均越来 越普遍地运用于汽车上，但是当两个功能同时存在时，会出现不兼容的情况，其原因如下所示：
首先，当驾驶员在汽车D档踩踏刹车踏板时，会同时激活自动驻车功能和自动变速器的空挡控制功能，然而自动驻车功能的设计是为了释放驾驶员的右脚，提高驾驶员驾驶的舒适度，若驾驶员松开刹车踏板，自动驻车功能仍然会保持车轮的制动，但空挡控制功能却会退出，发动机向外输出动力，这时空挡控制功能就不再能够改善整车油耗及NVH性能。
其次，当空挡控制功能退出时，由于发动机向外输出动力，因而整车有行驶的趋势，但是此时自动驻车功能又通过车轮进行制动，使车辆静止，这样会导致整车的振动加大，舒适性能变差，另外油耗也会上升。
发明内容
发明目的：为了解决现有技术中存在的问题，本发明提供一种自动变速器空挡控制方法，该方法能够使具有自动变速箱空挡控制功能的车辆兼容自动驻车功能，在降低整车油耗及改善NVH性能的同时，也会提升驾驶的舒适度。
本发明实施例提供一种自动变速器空挡控制方法，该方法包括如下步骤：
当自动变速器空挡控制功能处于激活状态时，自动变速器控制单元采集制动主缸压力、刹车踏板所处状态及所述自动驻车功能是否处于激活状态的信息；
当所述制动主缸压力小于空挡控制功能的压力阈值P3且所述自动驻车功能处于未激活状态；或所述刹车踏板处于未踩踏状态且自动驻车功能处于未激活状态时，所述自动变速器控制单元控制空挡控制功能从激活状态退出。
进一步地，当油门踏板开度大于自动驻车功能退出开度β2，或发动机处于熄火状态，或驾驶员侧安全带解开或驾驶员侧门打开，或自动驻车功能开关关闭，或电子驻车制动系统发生故障，或自动驻车功能持续超过自动驻车功能持续时间阈值T1，或汽车处于溜车状态且车速超过自动驻车功能退出速度V2时，自动驻车功能进入未激活状态。
进一步地，当自动变速系统故障，或车速大于空挡控制功能退出速度V3，或自动变速箱档位切换成N档、P档或R档中的任意一个档位，或发动机转速低于空挡控制功能第一退出转速N3或高于空挡控制功能第二退出转速N4，或油门踏板开度大于空挡控制退出开度β3，或自动变速箱温度低于空挡控制第一退出温度T2或高于空挡控制第二退出温度T3，或制动主缸压力小于空挡控制功能的压力阈值P3且自动驻车功能处于未激活状态，或刹车踏板处于未踩踏状态且自动驻车功能处于未激活状态时，所述自动变速器控制单元控制自动变速器空挡控制功能进入未激活状态。
进一步地，当自动驻车功能开关开启、电子驻车制动系统正常运行、发动机为运行状态、车速小于自动驻车功能激活车速V1且驾驶员踩下刹车且制动主缸压力大于自动驻车功能激活压力P1时，所述自动驻车功能被激活。
进一步地，所述自动驻车功能被激活的条件还包括驾驶员侧安全带已经扣上且驾驶员侧门关闭。
进一步地，当自动变速系统无故障、车速小于空挡控制功能激活车速V2、自动变速器为D挡、油门踏板开度小于空当控制功能激活开度β1、发动机转速范围在空挡控制功能第一激活转速N1至空挡控制第二激活转速N2之间、坡度值小于空挡控制激活坡度I1且刹车踏板踩下且制动主缸压力大于空挡控制激活压力P2时，所述自动变速器空挡控制功能被激活。
进一步地，所述自动变速器控制单元通过CAN总线或硬线输入接口从车身电子稳定系统采集所述制动主缸压力，通过发动机管理系统采集所述制动踏板所处的状态，并通过电子驻车制动系统检测所述自动驻车功能是否处于激活状态。
与现有技术相比，本发明实施例通过自动变速器控制单元在检测到制动主缸压力或刹车踏板所处的状态符合空挡控制功能从激活状态退出的条件时，再检测自动驻车功能所处的状态，根据自动驻车功能所述的状态来判断是否退出空挡控制功能，因此可以使自动驻车功能与空挡控制功能兼容，在降低整车油耗及改善NVH性能的同时，也会提升驾驶的舒适度。进一步地，通过在空挡控制功能激活条件中加入坡度信息，使得汽车在较大坡度时不能进入空挡控制功能，可以有效地防止汽车发生溜车现象，增加了整车的安全 性能。
附图概述
图1为本发明实施例提供的自动变速器空挡控制方法的逻辑关系示意图。
图2为汽车各控制单元的连接关系示意图。
本发明的较佳实施方式
为更进一步阐述本发明实施例为达成预定发明目的所采取的技术手段及功效，以下结合附图及较佳实施例，对本发明实施例进行详细说明如下。
本发明实施例提供一种自动变速器空挡控制方法，该方法能够使具有自动变速器空挡控制功能的车辆兼容自动驻车功能(AUTOHOLD)，在降低整车油耗及改善NVH(Noise、Vibration、Harshness，噪声、振动与声振粗糙度)性能的同时，也会提升驾驶的舒适度。图1为本发明实施例提供的自动变速器空挡控制方法的逻辑关系示意图，图2为汽车各控制单元的连接关系示意图，如图1及图2所示，本发明实施例提供的自动变速器空挡控制方法包括如下步骤：
当自动变速器空挡控制功能处于激活状态时，自动变速器控制单元10(Transmission Control Unit，TCU)采集制动主缸压力、刹车踏板所处状态及自动驻车功能是否处于激活状态的信息；
当制动主缸压力小于空挡控制功能的压力阈值P3且自动驻车功能处于未激活状态，或刹车踏板处于未踩踏状态且自动驻车功能处于未激活状态时，自动变速器控制单元10控制空挡控制功能从激活状态退出。
在本发明中，自动变速器控制单元10除了检测制动主缸压力或刹车踏板所处的状态外，还需要再检测自动驻车功能是否处于激活状态，若自动驻车功能处于激活状态，则不论制动主缸压力是否小于空挡控制功能的压力阈值P3或者制动踏板是否处于踩踏状态，空挡控制功能均仍然位于激活状态，只有当制动主缸压力小于空挡控制功能的压力阈值P3且自动驻车功能处于未激 活状态，或刹车踏板未踩踏且自动驻车功能处于未激活状态时，自动变速器控制单元10才会将空挡控制功能从激活状态退出，发动机才会向外输出动力。因此，该方法在控制空挡控制功能的同时，也能够兼顾自动驻车功能，在降低整车油耗及改善NVH性能的同时，也会提升驾驶的舒适度。
具体地，在本实施例中，自动变速器控制单元10通过CAN总线或硬线输入接口从车身电子稳定系统30(Electronic Stability Program，ESP)采集制动主缸的压力；通过发动机管理系统40(Engine Management System，简称EMS)采集制动踏板所处的状态，并通过电子驻车制动系统20(Electrical Park Brake，EPB)检测自动驻车功能是否处于激活状态。
进一步地，在本实施例中，自动驻车功能的激活条件如下所示：
①自动驻车功能开关21开启；
②电子驻车制动系统20正常运行；
③发动机为运行状态；
④车速小于自动驻车功能激活车速V1，如0.1km/h；
⑤驾驶员踩下刹车且制动主缸压力大于自动驻车功能激活压力P1，如200Kpa。
上述各数值可以根据需要进行调整，当以上条件全部满足时，电子驻车制动系统20开启自动驻车功能，即自动驻车功能进入激活状态，电子驻车制动系统20通过执行器22对车轮进行制动，并保持汽车静止。
在其他实施例中，为了进一步增加汽车的安全性能，自动驻车功能激活的判断条件还可以包括驾驶员侧安全带已经扣上及驾驶员侧门关闭。
在本实施例中，自动变速箱的空挡控制功能的激活条件如下所示：
①自动变速系统无故障；
②车速小于空挡控制功能激活车速V2，如0.1km/h；
③自动变速器为D档(Drive，前进档)；
④油门踏板开度小于空当控制功能激活开度β1，如1％；
⑤发动机转速范围在空挡控制功能第一激活转速N1，如400rpm，至空挡 控制第二激活转速N2，如400rpm，之间；
⑥坡度值小于空挡控制激活坡度I1，如15％；
⑦刹车踏板踩下且制动主缸压力大于空挡控制激活压力P2，如700kpa。
上述各数值可以根据需要进行调整，当以上条件全部满足时，自动变速器控制单元10控制空挡控制功能进入激活状态，发动机向外输出动力的途径被切断。在本实施例中，相比于现有技术，增加了坡度信息的采集与比对，在汽车处于较大坡度时，不能进入空挡控制状态，能够有效防止汽车发生溜车现象，增加了整车的安全性能。
在本实施例中，自动驻车功能退出激活状态的条件如下所示：
①油门踏板开度大于自动驻车功能退出开度β2，如2％；
②发动机处于熄火状态；
③驾驶员侧安全带解开；
④驾驶员侧门打开；
⑤自动驻车功能开关21关闭；
⑥电子驻车制动系统20发生故障；
⑦自动驻车功能持续超过自动驻车功能持续时间阈值T1，如10min；
⑧汽车处于溜车状态，且车速超过自动驻车功能退出速度V2，如3km/h。
上述各数值可以根据需要进行调整，当汽车满足上述任一条件时，自动驻车功能从激活状态退出，进入未激活状态，电子驻车制动系统20就会通过执行器22解除对车轮的制动，汽车可以移动。
在本实施例中，空挡控制功能退出激活状态的条件如下所示：
①自动变速系统故障；
②车速大于空挡控制功能退出速度V3，如0.1km/h；
③自动变速箱档位切换成N档(Neutral，空挡)、P档(Parking，停车挡)或R档(Reverse，倒挡)中的任意一个档位；
④发动机转速低于空挡控制功能第一退出转速N3，如350rpm，或高于空挡控制功能第二退出转速N4，如1600rpm(其中N3小于N4)；
⑤油门踏板开度大于空挡控制退出开度β3，如1％；
⑥自动变速箱温度低于空挡控制第一退出温度T2，如10℃，或高于空挡控制第二退出温度T3，如170℃，(其中T2小于T3)；
⑦制动主缸压力小于空挡控制功能的压力阈值P3，如500kpa，且自动驻车功能处于未激活状态；
⑧刹车踏板处于未踩踏状态，且自动驻车功能处于未激活状态。
上述各数值可以根据需要进行调整，当汽车满足上述任一条件时，自动变速器控制单元10控制自动变速器空挡控制功能从激活状态退出，进入未激活状态，发动机向外输出动力，汽车根据实际情况进行运动。
可以理解地，汽车所述的状态可以根据现有技术由相应的系统或模块检测，如可以通过电子驻车制动系统20检测自动驻车功能开关21的开启状态、持续时间及电子驻车制动系统20是否正常等信息；通过车身控制器50(Body Control Module，BCM)检测车门是否关闭及安全带是否扣上等的相关情况等信息；通过发动机管理系统40检测发动机的运行状态、发动机转速、油门开度及刹车踏板所处状态等信息；通过车身电子稳定系统30检测车速、制动主缸压力及坡度等信息；通过自动变速器控制单元10检测自动变速系统的运行状态、档位信息及自动变速箱温度等信息，详细内容请参见现有技术，在此不再赘述。
综上所述，本发明实施例通过自动变速器控制单元在检测到制动主缸压力或刹车踏板所处的状态符合空挡控制功能从激活状态退出的条件时，再检测自动驻车功能所处的状态，根据自动驻车功能所述的状态来判断是否退出空挡控制功能，因此可以使自动驻车功能与空挡控制功能兼容，在降低整车油耗及改善NVH性能的同时，也会提升驾驶的舒适度。进一步地，通过在空挡控制功能激活条件中加入坡度信息，使得汽车在较大坡度时不能进入空挡控制功能，可以有效地防止汽车发生溜车现象，增加了整车的安全性能。
以上所述，仅是本发明的较佳实施例而已，并非对本发明作任何形式上的限制，虽然本发明已以较佳实施例揭露如上，然而并非用以限定本发明，任何熟悉本专业的技术人员，在不脱离本发明技术方案范围内，当可利用上述揭示的技术内容作出些许更动或修饰为等同变化的等效实施例，但凡是未 脱离本发明技术方案内容，依据本发明的技术实质对以上实施例所作的任何简单修改、等同变化与修饰，均仍属于本发明技术方案的范围内。
工业实用性
本发明实施例中，通过自动变速器控制单元在检测到制动主缸压力或刹车踏板所处的状态符合空挡控制功能从激活状态退出的条件时，再检测自动驻车功能所处的状态，根据自动驻车功能所述的状态来判断是否退出空挡控制功能，因此可以使自动驻车功能与空挡控制功能兼容，在降低整车油耗及改善NVH性能的同时，也会提升驾驶的舒适度。进一步地，通过在空挡控制功能激活条件中加入坡度信息，使得汽车在较大坡度时不能进入空挡控制功能，可以有效地防止汽车发生溜车现象，增加了整车的安全性能。

Claims (7)

  1. 一种自动变速器空挡控制方法，其特征在于：该方法包括如下步骤：
    当自动变速器空挡控制功能处于激活状态时，自动变速器控制单元(10)采集制动主缸压力、刹车踏板所处状态及所述自动驻车功能是否处于激活状态的信息；
    当所述制动主缸压力小于空挡控制功能的压力阈值P3且所述自动驻车功能处于未激活状态；或所述刹车踏板处于未踩踏状态且自动驻车功能处于未激活状态时，所述自动变速器控制单元(10)控制空挡控制功能从激活状态退出。
  2. 根据权利要求1所述的自动变速器空挡控制方法，其特征在于：当油门踏板开度大于自动驻车功能退出开度β2，或发动机处于熄火状态，或驾驶员侧安全带解开或驾驶员侧门打开，或自动驻车功能开关(21)关闭，或电子驻车制动系统(20)发生故障，或自动驻车功能持续超过自动驻车功能持续时间阈值T1，或汽车处于溜车状态且车速超过自动驻车功能退出速度V2时，自动驻车功能进入未激活状态。
  3. 根据权利要求2所述的自动变速器空挡控制方法，其特征在于：当自动变速系统故障，或车速大于空挡控制功能退出速度V3，或自动变速箱档位切换成N档、P档或R档中的任意一个档位，或发动机转速低于空挡控制功能第一退出转速N3或高于空挡控制功能第二退出转速N4，或油门踏板开度大于空挡控制退出开度β3，或自动变速箱温度低于空挡控制第一退出温度T2或高于空挡控制第二退出温度T3，或制动主缸压力小于空挡控制功能的压力阈值P3且自动驻车功能处于未激活状态，或刹车踏板处于未踩踏状态且自动驻车功能处于未激活状态时，所述自动变速器控制单元(10)控制自动变速器空挡控制功能进入未激活状态。
  4. 根据权利要求1所述的自动变速器空挡控制方法，其特征在于：当自动驻车功能开关(21)开启、电子驻车制动系统(20)正常运行、发动机为运行状态、车速小于自动驻车功能激活车速V1且驾驶员踩下刹车且制动主缸压力大于自动驻车功能激活压力P1时，所述自动驻车功能被激活。
  5. 根据权利要求4所述的自动变速器空挡控制方法，其特征在于：所述自动驻车功能被激活的条件还包括驾驶员侧安全带已经扣上且驾驶员侧门关闭。
  6. 根据权利要求1所述的自动变速器空挡控制方法，其特征在于：当自动变速系统无故障、车速小于空挡控制功能激活车速V2、自动变速器为D挡、油门踏板开度小于空当控制功能激活开度β1、发动机转速范围在空挡控制功能第一激活转速N1至空挡控制第二激活转速N2之间、坡度值小于空挡控制激活坡度I1且刹车踏板踩下且制动主缸压力大于空挡控制激活压力P2时，所述自动变速器空挡控制功能被激活。
  7. 根据权利要求1至6中任意一项所述的自动变速器空挡控制方法，其特征在于：所述自动变速器控制单元(10)通过CAN总线或硬线输入接口从车身电子稳定系统(30)采集所述制动主缸压力，通过发动机管理系统(40)采集所述制动踏板所处的状态，并通过电子驻车制动系统(20)检测所述自动驻车功能是否处于激活状态。
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