CN110375011B - Control method for avoiding power-shifting transmission gear-up power circulation - Google Patents
Control method for avoiding power-shifting transmission gear-up power circulation Download PDFInfo
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- CN110375011B CN110375011B CN201910673285.8A CN201910673285A CN110375011B CN 110375011 B CN110375011 B CN 110375011B CN 201910673285 A CN201910673285 A CN 201910673285A CN 110375011 B CN110375011 B CN 110375011B
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
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Abstract
The invention discloses a control method for upshifting of a power gear shifting transmission, aiming at avoiding the phenomena of power circulation and deceleration when a vehicle carrying the power gear shifting transmission upshifts.
Description
Technical Field
The invention relates to a control method for upshifting of a power shift transmission, aiming at avoiding the phenomena of power circulation and deceleration when a vehicle carrying the power upshift transmission is in power upshifting.
Background
The power gear shifting transmission is widely applied to engineering vehicles and agricultural vehicles, and the mechanical gear shifting transmission adopted in the prior art has the disadvantages that the response of the working gear of the vehicle to the change of the working resistance of an operating unit is delayed and the working quality fluctuates due to the fact that the power of an engine is interrupted by separating a main clutch in the gear shifting process, and meanwhile, the effective power of the engine is not favorably and fully exerted, and the production efficiency of the vehicle and the operating unit is influenced. The power shifting transmission based on the double clutches has the advantages that the obvious power interruption phenomenon does not exist in the power shifting process, the shifting response is fast, and the like, and the power shifting transmission is widely popularized and used.
In the conventional schemes based on the control strategy of the double-clutch power shift transmission, the scheme that the clutch is firstly opened and then closed has a longer power interruption process, and the requirement that the power is not interrupted in the power shift process is not met; the double-sliding friction scheme of the clutches is a gear shifting control strategy which is widely used at present, power is not interrupted by controlling simultaneous sliding friction of the two clutches, but the gear shifting control strategy in the form not only needs to accurately control oil pressures of the two clutches simultaneously in the gear shifting process, but also needs to consider a power circulation phenomenon caused by unreasonable oil pressure control in the gear shifting process.
Disclosure of Invention
In order to make up for the defects of the prior art, the invention provides a control method for avoiding power cycle of power shift transmission, so that power is not interrupted in the shift process and the power cycle problem is avoided by controlling the oil pressure of a clutch and the output power of an engine.
In order to achieve the purpose, the invention adopts the following technical scheme:
the invention discloses a control method for avoiding the upshift power circulation of a power shift transmission, which is characterized by comprising the following steps of:
step 1, under the condition that the oil pressure of a low-gear clutch is kept unchanged, increasing the oil pressure of a high-gear clutch to overcome idle stroke and enter a torque transmission stage;
step 2, in the torque transmission stage, reducing the oil pressure on the low-gear clutch to the critical friction oil pressure, and simultaneously continuously increasing the oil pressure on the high-gear clutch to enable the high-gear clutch to do friction movement and be in a friction state;
in the slipping state, increasing the output power of the engine to compensate for the slipping power loss of the high clutch, while the oil pressure of the low clutch remains unchanged;
step 3, when the oil pressure of the high-gear clutch reaches the oil pressure at the end of the torque transmission stage, quickly reducing the oil pressure of the low-gear clutch to 0 to enable the low-gear clutch to be in a separation state, and simultaneously controlling the torque transmitted by the high-gear clutch to be equal to the resisting torque to avoid generating a power circulation phenomenon;
step 4, continuously increasing the oil pressure of the high-gear clutch to ensure that the rotating speeds of a driving plate and a driven plate of the clutch are the same, and the high-gear clutch is changed from a friction state to a combined state to finish power upshift;
and 5, controlling the oil pressure of the high-gear clutch to jump at the moment of finishing the power upshift so as to increase the combination margin of the high-gear clutch and reduce the output power of the engine.
The control method of the invention for avoiding power-up cycles in a powershift transmission is also characterized in that,
in the above steps 1 and 2, the oil pressure at which the low clutch is held constant is the lock-up oil pressure p at which the low clutch is held in the synchronized engagement motion6And is obtained by the formula (1):
in formula (1): i.e. iLThe gear ratio is the low gear before the gear is shifted up; k is a radical ofLProportional coefficient of static friction torque, T, of low-gear clutch before upshiftLTorque transmitted for the low gear before the upshift.
In the step 3, the hydraulic pressure p at the end of the torque transfer phase2Is obtained by the formula (2):
in formula (2): i.e. iLFor gear ratio in low gear before upshift, iHFor the gear ratio of the upper gears after upshift, kHProportional coefficient of static friction torque, T, of the high-gear clutch after upshiftLTorque transmitted for the low gear before the upshift.
The critical sliding friction oil pressure in the step 2 is determined according to the following process:
step a, setting the input rotating speed of the power gear shifting transmission to be n during low-gear transmission1Output rotational speed of n2When the low gear is driven, the gear is always driven
The oil pressure of the low-gear clutch is p during low-gear transmission6And if the unit change difference value of the clutch oil pressure in the experimental test is delta p, the oil pressure value of the low-gear clutch decreased for the mth time is p6-m·Δp；
Step b, controlling the input rotating speed of the power shifting transmission to be n1Keeping the oil pressure value of the low-gear clutch unchanged when the mth time is reduced to be p6Output speed of the powershift transmission is n at-m.DELTA.p2Keeping the same; when the (m +1) th reduction of the oil pressure value of the low-gear clutch is p6- (m + 1). DELTA.p, the output speed of the powershift transmission is not n2(ii) a When the (m +2) th reduction of the oil pressure value of the low-gear clutch is p6When- (m + 2). DELTA.p, the output speed of the powershift transmission is not n either2Then, the mth time is decreased by the low clutch oil pressure value p6-m · Δ p is the critical slipping oil pressure of the low range clutch.
In the step 2, the output power of the engine is increased to PBIs obtained by the formula (3):
PB＝PA+PS(3)
in the formula (3), PAFor the output power of the engine before upshifting, PSThe power loss for the high clutch at the end of the torque synchronization phase is determined by the equation (4):
in formula (4): i.e. iLFor gear ratio in low gear before upshift, iHFor gear ratio in the high gear after upshift, PAIs the output power of the engine before the upshift.
The reduced output power P of the engine in the step 5CIs drag power P of the tractorfHair-making deviceReserve power P of the enginebAnd (4) summing.
Compared with the prior art, the invention has the beneficial effects that:
1. in the power shifting transmission, one clutch is controlled to be in a friction sliding state and the other clutch is only in a combined or separated state in the gear shifting process, so that the control of the power shifting process is simpler, more convenient and more accurate.
2. The power gear shifting transmission disclosed by the invention can realize the power uninterrupted gear shifting process by controlling the oil pressure of the clutch and improving the output power of the engine in the boosting process of the high-gear clutch, compensating the sliding friction power loss of the clutch.
3. The invention can effectively avoid the power circulation phenomenon in the gear-up process due to the widely adopted double-friction power gear-shifting control scheme by controlling the states of the high-gear clutch and the low-gear clutch and the transmitted torque, namely controlling the torque transmitted by the high-gear clutch to be equal to the resisting torque when the low-gear clutch separates the high-gear clutch from friction.
Drawings
FIG. 1 is a dynamic model diagram of a power shift section according to the present invention;
FIG. 2 is a diagram of the oil pressure control law of the power upshift high-low gear clutch of the invention;
FIG. 3 is a control law diagram of the output power of the power upshift engine of the present invention.
Detailed Description
In the embodiment, the control method for avoiding the upshift power cycle of the power shift transmission is characterized in that only one clutch is controlled to have a friction state and the other clutch only has a combined or separated state in the gear shifting process, so that the control of the power shift process is simpler, more convenient and more accurate under the condition of realizing uninterrupted power, and meanwhile, the power cycle phenomenon of the double friction scheme in the power upshift control process can be effectively avoided. Specifically, referring to fig. 1, taking an L shift and an H shift as an example, combining fig. 2 and fig. 3, the following steps are performed:
step 1, oil pressure maintaining p on low-gear clutch A6On the unchanged, enlarged high-gear clutch BTo p of oil pressure1Enabling the high-gear clutch B to overcome the idle stroke and enter a torque transmission stage;
the oil pressure at which the low clutch a is held constant is referred to as a lock-up oil pressure p at which the low clutch a is held in synchronous engagement motion6And is obtained by the formula (1):
in formula (1): i.e. iLThe gear ratio is L gear; k is a radical ofAIs the proportionality coefficient of the static friction moment on the low-gear clutch A, TAIs the torque transmitted across clutch a.
Step 2, in the torque transmission stage, reducing the oil pressure on the low-gear clutch A to the critical sliding friction oil pressure p5Meanwhile, the oil pressure on the high-gear clutch B is continuously increased, so that the high-gear clutch B does friction sliding motion and is in a friction sliding state;
wherein the critical oil slip pressure is determined according to the following process:
step a, setting the input rotating speed of the power gear shifting transmission to be n during low-gear transmission1Output rotational speed of n2When the low gear is driven, the gear is always driven
The oil pressure of the low-gear clutch is p during low-gear transmission6And if the unit change difference value of the clutch oil pressure in the experimental test is delta p, the oil pressure value of the low-gear clutch decreased for the mth time is p6-m·Δp；
Step b, controlling the input rotating speed of the power shifting transmission to be n1Keeping the oil pressure value of the low-gear clutch unchanged when the mth time is reduced to be p6Output speed of the powershift transmission is n at-m.DELTA.p2Keeping the same; when the (m +1) th reduction of the oil pressure value of the low-gear clutch is p6- (m + 1). DELTA.p, the output speed of the powershift transmission is not n2(ii) a When the (m +2) th reduction of the oil pressure value of the low-gear clutch is p6When- (m + 2). DELTA.p, the output speed of the powershift transmission is not n either2Then, the mth time is decreased by the low clutch oil pressure value p6-m · Δ p is the critical slipping oil pressure of the low range clutch.
In the friction state, the output power of the engine is increased by PATo PBTo compensate for the loss of slip work on the high clutch B, while the oil pressure on the low clutch A is still maintained at p5；
The increased output power P of the engine is obtained by the formula (2)B：
PB＝PA+PS(2)
In the formula (2), PAFor the output power of the engine before upshifting, PSThe power loss for the high clutch at the end of the torque synchronization phase is determined by the equation (3):
in formula (3): i.e. iLGear ratio of L gear, iHGear ratio of H gear, PAIs the output power of the engine before the upshift;
step 3, when the oil pressure on the high-gear clutch B reaches the oil pressure p at the end of the torque transfer phase2When the clutch is in a disengaged state, the oil pressure on the low-gear clutch A is quickly reduced to 0, and meanwhile, the torque transmitted on the high-gear clutch B is controlled to be equal to the resisting torque so as to avoid the power circulation phenomenon;
wherein the hydraulic pressure p at the end of the torque transfer phase2Is obtained by the formula (4):
in formula (4): i.e. iLGear ratio of L gear, iHGear ratio of H gear, kBProportional coefficient of static friction moment on high-gear clutch B, TAIn order to resist the torque transmitted over clutch a.
At the end of the torque transfer phase, there is a relationship as shown in equation (5):
in the rotational speed transition phase, the hydraulic pressure of the high clutch B is continuously increased, and there is a relationship expressed by equation (6):
that is, the high-gear clutch B is controlled to continue increasing the oil pressure in the rotation speed switching stage, and the output torque T of the transmissionoutContinuously increased and output rotating speed omegavThe tractor does not experience power interruption or deceleration due to disengagement of the low clutch a.
In formulae (5) and (6): i.e. iL、iHGear ratios of L and H gears, TA、TBTorque transfer across the clutch A, B, ToutIs the output torque of the transmission.
Step 4, continuously increasing the oil pressure on the high-gear clutch B to p3When the rotating speeds of the driving plate and the driven plate on the high-gear clutch B are the same, the high-gear clutch B is changed from a friction state to a combined state so as to finish power upshift;
and 5, controlling the oil pressure on the high-gear clutch B from p at the moment of finishing the power upshift3Jump to p4To increase the engagement margin on the high clutch B while reducing the output power of the engine to PC；
Wherein the engine reduces the output power to PCIs obtained by the formula (7):
PC＝Pf+Pb(7)
in formula (7): pfIs the drag power of the tractor, PbBackup power of the engine.
Claims (6)
1. A control method for avoiding the upshift power circulation of a power shift transmission is characterized by comprising the following steps of:
step 1, under the condition that the oil pressure of a low-gear clutch is kept unchanged, increasing the oil pressure of a high-gear clutch to overcome idle stroke and enter a torque transmission stage;
step 2, in the torque transmission stage, reducing the oil pressure on the low-gear clutch to the critical friction oil pressure, and simultaneously continuously increasing the oil pressure on the high-gear clutch to enable the high-gear clutch to do friction movement and be in a friction state;
in the slipping state, increasing the output power of the engine to compensate for the slipping power loss of the high clutch, while the oil pressure of the low clutch remains unchanged;
step 3, when the oil pressure of the high-gear clutch reaches the oil pressure at the end of the torque transmission stage, quickly reducing the oil pressure of the low-gear clutch to 0 to enable the low-gear clutch to be in a separation state, and simultaneously controlling the torque transmitted by the high-gear clutch to be equal to the resistance torque to avoid generating a power circulation phenomenon;
step 4, continuously increasing the oil pressure of the high-gear clutch to ensure that the rotating speeds of a driving plate and a driven plate of the clutch are the same, and the high-gear clutch is changed from a friction state to a combined state to finish power upshift;
and 5, controlling the oil pressure of the high-gear clutch to jump at the moment of finishing the power upshift so as to increase the combination margin of the high-gear clutch and reduce the output power of the engine.
2. The control method for avoiding power cycle of up-shifting in a powershift transmission according to claim 1, wherein in step 1 and step 2, the oil pressure at which the low clutch is kept constant is a lock-up oil pressure p at which the low clutch is kept in synchronous engagement motion6And is obtained by the formula (1):
in formula (1): i.e. iLThe gear ratio is the low gear before the gear is shifted up; k is a radical ofLProportional coefficient of static friction torque, T, of low-gear clutch before upshiftLTorque transmitted for the low gear before the upshift.
3. The control method for avoiding power cycling in an upshift for a powershift transmission according to claim 1, wherein in step 3, the oil pressure p at the end of the torque transfer phase2Is obtained by the formula (2):
in formula (2): i.e. iLFor gear ratio in low gear before upshift, iHFor the gear ratio of the upper gears after upshift, kHProportional coefficient of static friction torque, T, of the high-gear clutch after upshiftLTorque transmitted for the low gear before the upshift.
4. The control method for avoiding power up cycle of a powershift transmission according to claim 1, wherein the critical slip oil pressure in step 2 is determined as follows:
step a, setting the input rotating speed of the power gear shifting transmission to be n during low-gear transmission1Output rotational speed of n2When the low gear is driven, the gear is always driven
The oil pressure of the low-gear clutch is p during low-gear transmission6And if the unit change difference value of the clutch oil pressure in the experimental test is delta p, the oil pressure value of the low-gear clutch decreased for the mth time is p6-m·Δp；
Step b, controlling the input rotating speed of the power shifting transmission to be n1Keeping the oil pressure value of the low-gear clutch unchanged when the mth time is reduced to be p6Output speed of the powershift transmission is n at-m.DELTA.p2Keeping the same; when the (m +1) th reduction of the oil pressure value of the low-gear clutch is p6- (m + 1). DELTA.p, the output speed of the powershift transmission is not n2(ii) a When the (m +2) th reduction of the oil pressure value of the low-gear clutch is p6When- (m + 2). DELTA.p, the output speed of the powershift transmission is not n either2Then, the mth time is decreased by the low clutch oil pressure value p6-m · Δ p is the critical slipping oil pressure of the low range clutch.
5. The method of claim 1 wherein in step 2, the engine is ramped up to PBIs obtained by the formula (3):
PB＝PA+PS(3)
in the formula (3), PAFor the output power of the engine before upshifting, PSThe power loss for the high clutch at the end of the torque synchronization phase is determined by the equation (4):
in formula (4): i.e. iLFor gear ratio in low gear before upshift, iHFor gear ratio in the high gear after upshift, PAIs the output power of the engine before the upshift.
6. A control method to avoid power cycling in a powershift transmission according to claim 1, characterised in that said step 5 consists in reducing the output power P of the engineCIs drag power P of the tractorfAnd the reserve power P of the enginebAnd (4) summing.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201910673285.8A CN110375011B (en) | 2019-07-24 | 2019-07-24 | Control method for avoiding power-shifting transmission gear-up power circulation |
| PCT/CN2020/101322 WO2021012968A1 (en) | 2019-07-24 | 2020-07-10 | Control method for avoiding upshifting power cycling of power gear-shifting transmission |
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| CN201910673285.8A CN110375011B (en) | 2019-07-24 | 2019-07-24 | Control method for avoiding power-shifting transmission gear-up power circulation |
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| CN110375011B (en) * | 2019-07-24 | 2020-10-02 | 合肥工业大学 | Control method for avoiding power-shifting transmission gear-up power circulation |
| CN111071237B (en) * | 2019-12-29 | 2021-10-12 | 吉泰车辆技术（苏州）有限公司 | Seamless downshift control method for hybrid system |
| CN114992322B (en) * | 2022-05-25 | 2024-03-01 | 合肥工业大学 | Vehicle power upshift optimization control method |
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| US4790418A (en) * | 1987-04-30 | 1988-12-13 | Ford Motor Company | Transmission clutch loop transfer control |
| EP1450075B1 (en) * | 2003-02-21 | 2013-12-04 | BorgWarner, Inc. | Method of controlling a dual clutch transmission |
| US7351183B2 (en) * | 2004-12-16 | 2008-04-01 | Ford Global Technologies, Llc | Ratio shift control for a multiple ratio automatic transmission |
| CN102278465B (en) * | 2011-05-20 | 2014-07-23 | 北京理工大学 | Method for calibrating control parameters during gear shifting process |
| JP5733022B2 (en) * | 2011-05-24 | 2015-06-10 | スズキ株式会社 | Twin clutch automatic transmission control system |
| CN103671898B (en) * | 2013-12-25 | 2017-06-06 | 盛瑞传动股份有限公司 | A kind of shift control method of hydraulic automatic speed variator |
| CN105485323B (en) * | 2014-09-19 | 2018-01-05 | 西安双特智能传动有限公司 | A kind of automatic transmission and its shift control method |
| WO2016104800A1 (en) * | 2014-12-25 | 2016-06-30 | アイシン・エィ・ダブリュ株式会社 | Control device for vehicle drive transmission device |
| US9939032B1 (en) * | 2017-01-26 | 2018-04-10 | Ford Global Technologies, Llc | Method of controlling a transmission clutch |
| CN106931157B (en) * | 2017-03-13 | 2018-07-03 | 合肥工业大学 | A kind of double-clutch speed changer shift control method for avoiding dual-clutch gear-shifting power cycle |
| CN110375011B (en) * | 2019-07-24 | 2020-10-02 | 合肥工业大学 | Control method for avoiding power-shifting transmission gear-up power circulation |
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| WO2021012968A1 (en) | 2021-01-28 |
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