CN113525333B

CN113525333B - Anti-impact method and device for stepping on accelerator of vehicle carrying automatic gearbox and automobile

Info

Publication number: CN113525333B
Application number: CN202010315679.9A
Authority: CN
Inventors: 张世杰; 黄智明; 张东波; 李旻
Original assignee: SAIC Motor Corp Ltd
Current assignee: SAIC Motor Corp Ltd
Priority date: 2020-04-21
Filing date: 2020-04-21
Publication date: 2023-04-07
Anticipated expiration: 2040-04-21
Also published as: CN113525333A

Abstract

The invention discloses an anti-impact method and device for stepping on an accelerator of a vehicle carrying an automatic gearbox and an automobile. Thus, when the difference between the turbine rotation speed and the engine rotation speed is stable, the torque variation of the engine is kept consistent with the target engine rotation speed, the improvement degree of the gear striking force can be kept consistent, and the problems of gear impact and noise generation are fundamentally eliminated.

Description

Anti-impact method and device for stepping on accelerator of vehicle carrying automatic gearbox and automobile

Technical Field

The invention relates to the field of automobiles, in particular to an anti-impact method and device for stepping on an accelerator of a vehicle carrying an automatic gearbox and an automobile.

Background

An Automatic Transmission (AT), also called an automatic transmission, is configured such that when a vehicle carrying the AT slips AT a low speed, and an engine speed of the vehicle is lower than a turbine speed, the entire vehicle is in a reverse dragging state, when a driver desires to accelerate AT this time, the driver accelerates by stepping on an accelerator, and during stepping on the accelerator, a torque of the engine increases, the engine speed increases and becomes higher than the turbine speed, and the entire vehicle state changes from the reverse dragging state to an accelerating state, AT this time, a problem of an impact or noise occurs AT a gap between transmission systems (such as a contact surface between main reduction gear pairs of a transmission case) in the vehicle, as shown in fig. 1 (a), where fig. 1 (a) shows that when the vehicle is in the reverse dragging state, a rotation speed (w 1) of the engine is lower than the turbine speed (w 2), a gap exists between the contact surfaces of the main reduction gear pairs of the transmission case, and when the vehicle is in the accelerating state by stepping on an accelerator pedal, as shown in fig. 1 (b), a rotation speed (w 1) of the engine is higher than the turbine speed (w 2), and an impact noise occurs AT this time, and a contact surface where x = 0.

The traditional method for improving the problems of impact and noise at present is to reduce the impact force of the contact surface of a main reduction gear pair of a gearbox by reducing the torque of an engine so that the rotation speed of the engine is consistent with the rotation speed of a turbine when a driver steps on an accelerator and the rotation speed of the engine is higher than the rotation speed of the turbine, but when a vehicle slips at a low speed, the speed difference that the rotation speed of the engine is lower than the rotation speed of the turbine is unstable, if the driver steps on the accelerator at the moment, the torque of the engine is increased unstably when the rotation speed of the engine is higher than the rotation speed of the turbine, and even if the torque of the engine is reduced, the improvement degree of the knocking force of the gear is inconsistent, so that the problems of gear impact and noise generation cannot be eliminated. As shown in fig. 2 (a) and 2 (b), the actually measured graphs of the impact force of the contact surface of the main reduction gear pair of the transmission box by the conventional method are shown, wherein pedel is the opening degree of the accelerator pedal, enspeed is the engine speed, inRpm is the turbine speed, engTorq is the engine torque, G is the measured value of the acceleration of the whole vehicle, and Vspeed is the vehicle speed, in fig. 2 (a) and 2 (b), the speed difference between the engine speed and the turbine speed is not the same, and when the engine speed exceeds the turbine speed after the driver steps on the accelerator pedal, the engine torque increase degree in fig. 2 (a) is larger than that in fig. 2 (b), and in fig. 2 (a) and 2 (b), the fluctuation of the maximum acceleration MAXG can be seen, and the impact caused by stepping on the accelerator (tip-in) is not completely optimized.

Disclosure of Invention

The invention aims to solve the problem that gear impact and noise cannot be eliminated due to unstable speed difference in the prior art. Therefore, the invention provides a method and a device for preventing the impact when a vehicle carrying an automatic gearbox steps on an accelerator and an automobile, which maintain the speed difference stability and eliminate the problems of gear impact and noise generation.

In order to solve the problems, the embodiment of the invention discloses an anti-impact method for a vehicle carrying an automatic gearbox when stepping on an accelerator, which comprises the following steps:

acquiring target data of a target vehicle, wherein the target data describe running data of the target vehicle in a running process, and the running data at least comprise an engine rotating speed and a turbine rotating speed;

calculating a speed difference value between the turbine speed and the engine speed;

judging whether the target vehicle enters anti-impact control or not according to the speed difference value and the target data;

and if the anti-impact control is started, calculating the target engine speed of the target vehicle by using the target data, so that the target vehicle runs at the target engine speed to control the speed difference value to be stable.

Further, in some embodiments of the invention, the target data further comprises: the method comprises the following steps of obtaining data of an opening degree of an accelerator pedal, data of a state of a hydraulic torque converter clutch, data of brake pressure, data of a speed of the target vehicle and fault data of the engine, obtaining a current gear speed ratio of a gearbox of the target vehicle, obtaining a main reduction ratio of the target vehicle and wheel radius of the target vehicle, and obtaining data of the engine and the target vehicle.

Further, in some embodiments of the present invention, the determining whether the target vehicle enters into the anti-impact control according to the speed difference value and the target data includes:

the target vehicle enters the anti-impact control while satisfying the following conditions:

the first condition is that: if the speed difference value is larger than a first threshold value, the target vehicle is in a deceleration state;

a second condition: if the accelerator pedal opening data is smaller than a second threshold value, the target vehicle is in an accelerator losing sliding working condition;

a third condition: the state data of the hydraulic torque converter clutch is in an opening state;

under a fourth condition, if the brake pressure data is smaller than a third threshold value, the target vehicle is not in a sliding downshift crossing impact state under the braking working condition;

a fifth condition: the vehicle speed data is higher than a fourth threshold;

a sixth condition: the fault data of the engine is no fault.

Further, in some embodiments of the present invention, the first threshold is 75rpm, the second threshold is 1%, the third threshold is 200Kpa, and the fourth threshold is 14kph.

Further, in some embodiments of the present invention, the relationship between the speed difference value and the target data comprises:

n _e ＝n _T -gap

Wherein, said n _e For the target engine speed, n _T For the turbine speed, the gap is the speed difference value, V _speed Is vehicle speed data of the target vehicle, i _g Is the current gear speed ratio of the gearbox of the target vehicle, i ₀ And r is the wheel radius of the target vehicle.

Further, in some embodiments of the present invention, the method for protecting against an impact when a vehicle equipped with an automatic transmission is stepped on the accelerator further includes: when any one of the following conditions is met, the anti-impact control is quitted;

the first exit condition: the accelerator pedal opening data of the target vehicle is not less than a fifth threshold value;

the second exit condition: the state data of the hydraulic torque converter clutch of the target vehicle is sliding mode control data;

the third exit condition: the brake pressure data of the target vehicle is not less than a sixth threshold value;

fourth exit conditions: the vehicle speed data of the target vehicle is not greater than a seventh threshold;

a fifth exit condition: the speed difference value is not greater than an eighth threshold;

the sixth exit condition: the engine data of the target vehicle is fault data.

By adopting the technical scheme, the anti-impact control mechanism is arranged, when at least one exit condition mentioned above is met, the anti-impact control mechanism can exit in time, when downshifting exits, the turbine rotating speed is higher than the engine rotating speed, the crossing does not occur, the acceleration signal is stable, and the downshifting quality is guaranteed.

Further, in some embodiments of the present invention, the fifth threshold is 2%, the sixth threshold is 400kpa, the seventh threshold is 11kph, and the eighth threshold is-25 rpm.

Further, in some embodiments of the present invention, the method for protecting against shock when a vehicle equipped with an automatic transmission is stepped on the accelerator further includes:

before entering the anti-impact control, setting a first preset time window, and entering the anti-impact control when the first preset time window is met;

and before exiting the anti-impact control, setting a second preset time window, and exiting the anti-impact control when the second preset time window is met.

By adopting the technical scheme, when the user enters the anti-impact control or exits the anti-impact control, the two time window calibration values are set when the user enters and exits the anti-impact control, the acceleration or deceleration feeling beyond expectation caused by the sudden change of the rotating speed is avoided, and the user experience feeling is improved.

Further, in some embodiments of the present invention, an anti-impact device for a vehicle equipped with an automatic transmission when stepping on a throttle is disclosed, comprising:

the system comprises an acquisition module, a processing module and a control module, wherein the acquisition module is used for acquiring target data of a target vehicle, the target data describes driving data in the driving process of the target vehicle, and the driving data at least comprises an engine rotating speed and a turbine rotating speed;

A first calculation module for calculating a speed difference between the turbine speed and the engine speed;

the judging module is used for judging whether the target vehicle enters anti-impact control or not according to the speed difference value and the target data;

and the second calculation module is used for calculating the target engine speed of the target vehicle by using the target data if the anti-impact control is started, so that the target vehicle runs at the target engine speed to control the speed difference value to keep stable.

Further, in some embodiments of the present invention, there is also disclosed an automobile comprising: the anti-impact device for the vehicle carrying the automatic gearbox when stepping on the accelerator is disclosed.

The embodiment of the invention discloses an anti-impact method for a vehicle carrying an automatic gearbox when stepping on an accelerator, which has the following beneficial effects:

after the engine speed and the turbine speed of the target vehicle are obtained, the speed difference value of the target vehicle at the moment is calculated, the target vehicle is judged to enter the anti-impact control through the speed difference value and the target data, and the target engine speed of the target vehicle is calculated by utilizing the target data, so that the target vehicle runs at the target engine speed and the speed difference value is kept in a stable state. In this way, when the difference between the turbine rotation speed and the engine rotation speed is stable, the torque variation of the engine is kept consistent with the target engine rotation speed, the degree of improvement of the gear striking force is kept consistent, and the problems of gear impact and noise generation are fundamentally eliminated.

Additional features and corresponding advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIGS. 1 (a) and 1 (b) are schematic diagrams illustrating a mechanism of generating an impact when a towing operation condition is changed to a driving operation condition;

FIGS. 2 (a) and 2 (b) are graphs showing measured data for reducing the impact force on the contact surface of the main reduction gear pair of the transmission by a conventional method;

FIG. 3 is a schematic flow chart of an anti-impact method for a vehicle carrying an automatic transmission when stepping on an accelerator according to an embodiment of the invention;

FIG. 4 is a schematic flow chart of another method for preventing impact when a vehicle carrying an automatic transmission steps on an accelerator, which is disclosed by the embodiment of the invention;

FIG. 5 is a graph of measured data obtained when a vehicle equipped with an automatic transmission disclosed in an embodiment of the present invention steps on an accelerator without adopting anti-shock control;

FIG. 6 is a graph of measured data for anti-shock control when a vehicle carrying an automatic transmission according to an embodiment of the present invention steps on an accelerator;

FIG. 7 is a graph of measured data when the anti-shock control is exited while stepping on the brake to downshift;

FIG. 8 is a graphical illustration of the transition between engine target speeds upon entering anti-shock control and exiting;

Fig. 9 is a schematic structural diagram of an anti-impact device when a vehicle carrying an automatic transmission steps on an accelerator according to an embodiment of the invention.

Detailed Description

The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in conjunction with the preferred embodiments, it is not intended that the features of the invention be limited to that embodiment. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present 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 figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it is to be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; 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 invention can be understood in specific cases to those skilled in the art.

Aiming at the speed reduction state (low-speed sliding and dragging state) in the sliding working condition, the impact problem brought to the gear by stepping on the accelerator for acceleration is based on the original torque control mode, the anti-impact control with the engine rotating speed consistent with the turbine rotating speed difference value is adopted, the anti-impact control is that an accelerator pedal, the clutch state of a hydraulic torque converter, the brake pressure, the vehicle speed, the engine rotating speed, the turbine rotating speed and the engine fault are taken as input, the speed difference between the engine rotating speed and the turbine rotating speed is calculated in real time, the engine rotating speed is enabled to reach the target engine rotating speed within the preset time when the anti-impact control condition is met, in the process, the purpose of ensuring the stable speed difference can be realized, and when the anti-impact control condition is not met, such as braking, the engine rotating speed can be enabled to transit to the engine rotating speed under the original working condition within the preset time to operate.

The anti-impact method for stepping on the accelerator by the vehicle with the automatic gearbox, provided by the embodiment of the invention, can be applied to a scene of stepping on the accelerator at a low speed, such as about 20kph at the low speed, or the speed of stepping on the accelerator is changed by 1% every 5ms or faster when the low speed is in a range of 10 kph-40 kph.

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.

Referring to fig. 3, fig. 3 is a schematic flow chart of an anti-impact method when a vehicle carrying an automatic transmission steps on an accelerator according to an embodiment of the present invention, where the anti-impact method when the vehicle carrying the automatic transmission steps on the accelerator includes:

s30: target data of the target vehicle are acquired, the target data describe driving data of the target vehicle in the driving process, and the driving data at least comprise an engine rotating speed (Enspeed) and a turbine rotating speed (inRpm). Wherein the target data of the vehicle may further include: the method comprises the steps of obtaining the current gear ratio of a gearbox of a target vehicle from an automatic gearbox control unit, setting a corresponding relation that the current gear of the gearbox of the target vehicle corresponds to a speed ratio, wherein the corresponding relation can be set, for example, the obtained current gear is 4 gears, the speed ratio corresponding to the 4 gears is 1, so that the speed ratio value at the moment is known as 1, the main reduction ratio refers to the speed ratio value (for example, 2.5) of a main speed reducer of the vehicle, and the wheel radius refers to the dynamic radius of a wheel tire.

S31: a speed difference value between the turbine speed and the engine speed is calculated. Wherein the speed difference between the turbine speed and the engine speed is divided by positive and negative.

S32: and judging whether the target vehicle enters the anti-impact control according to the speed difference value and the target data. Wherein the target vehicle enters the impact control while satisfying at least the following conditions. If the vehicle enters the anti-collision control, the routine proceeds to S33, and if the vehicle does not enter the anti-collision control, the routine proceeds to S34.

A first condition: if the speed difference value is larger than the first threshold value, the target vehicle is in a deceleration state (a back-dragging state); for the first threshold, the first threshold may take a value of 75rmp, which may be determined according to an actual situation of the vehicle, and the embodiment of the present invention is not limited herein.

A second condition: if the opening data of the accelerator pedal is smaller than a second threshold value, the target vehicle is in the condition of losing the accelerator for sliding; the second threshold may be 1%, 0.5%, and the like, and may be determined according to an actual situation of the vehicle, which is not limited herein.

under a fourth condition, if the brake pressure data is smaller than a third threshold value, the target vehicle is not in a sliding downshift crossing impact state under the brake working condition; the third threshold may be selected to be 200kpa, which may be determined according to actual conditions of the vehicle, and the embodiment of the present invention is not limited herein. The fourth condition is mainly to eliminate the problem of coasting downshift cross shock caused by the vehicle entering into anti-shock control under medium braking or heavy braking conditions.

A fifth condition: the vehicle speed data is higher than a fourth threshold value; the fourth threshold may be 14kph, which is mainly used to map the vehicle to a corresponding operating region. Namely the range of the current gear and the vehicle speed of the vehicle, the specific setting method is as follows:

taking an x coordinate as a gear, a y coordinate as a vehicle speed, taking values corresponding to the x coordinate and the y coordinate in the table as engine target rotating speeds, taking the vehicle speed of a vehicle as 10kph to 40kph, taking the gear of the vehicle as 6 gears, dividing a range of the vehicle speed of 10kph to 40kph according to an interval of every 5kph, and dividing a range of the gears 1 to 6 according to an interval of every 1 gear, taking the vehicle speed of 15kph to 35kph as an example according to a gear shifting logic, wherein the vehicle is in the gears 2 or 3, after calculating a speed difference value, if a certain speed difference value is to be realized, calculating the engine target rotating speed according to a calculation formula (specifically described in detail below) of the engine target rotating speed and combining vehicle parameters (such as a main reduction ratio, a speed ratio of the gears 2 or 3, and a tire radius), filling the engine target rotating speed into the table 1 (replacing the engine rotating speed under the original sliding working condition) in the table 1, and then finely adjusting the values in the table 1 according to achieve a stable speed difference value, wherein 0 represents a shade of the engine target rotating speed required to be changed.

TABLE 1

A sixth condition: the failure data of the engine is no failure.

It should be noted that, in the embodiment of the present invention, all of the first threshold to the fourth threshold need to be determined through a real vehicle test, and according to the description of the above embodiment, the speed difference value: if the whole vehicle is found to be sensitive to the impact of stepping on the accelerator in a test, the first threshold value is reduced.

For the second threshold value, which requires, for example, that the vehicle still has power output at 1% accelerator opening, this value is set to 0.5% or less.

For the third threshold, a light braking area is determined, and according to the actual vehicle test, for example, 200kpa is located when the vehicle shows light braking at 200kpa.

The fourth threshold value may be set to 15kph, for example, when it is confirmed that tip-in shock is likely to occur when the vehicle speed is around 20 kph.

S33: the target data is used to calculate a target engine speed of the target vehicle such that the target vehicle is operating at the target engine speed to control the speed differential value to remain stable.

In some embodiments of the present invention, the relationship between the speed difference value and the target data may be expressed by the following formula, and after the speed difference value is calculated by formula S31, the engine target speed may be calculated by using the speed difference value and the target data, and the calculation formula is as follows:

n _e ＝n _T -gap

Wherein n is _e Is the target engine speed, n _T Is turbine speed, gap is speed difference, V _speed Speed data for the target vehicle, i _g Is the current gear ratio, i, of the target vehicle's gearbox ₀ At final reduction ratio, r is the wheel radius of the target vehicle. The speed difference value can be calibrated according to the test result of the whole vehicle, and can be preset between 30rpm and 80rpm according to the verification of the real vehicle.

S34: and controlling the target vehicle to run at the engine speed under the current working condition. When the target vehicle does not need to be subjected to the anti-impact control, the target vehicle runs under a normal running condition.

The embodiment of the invention discloses an anti-impact method when a vehicle carrying an automatic gearbox steps on an accelerator, which comprises the steps of calculating a speed difference value of a target vehicle at the moment after acquiring the engine speed and the turbine speed of the target vehicle, and calculating the target engine speed of the target vehicle by using target data after judging that the target vehicle enters anti-impact control according to the speed difference value and target data, so that the target vehicle runs at the target engine speed and keeps the speed difference value in a stable state. In this way, when the difference between the turbine rotation speed and the engine rotation speed is stable, the torque variation of the engine is kept consistent with the target engine rotation speed, the degree of improvement of the gear striking force is kept consistent, and the problems of gear impact and noise generation are fundamentally eliminated.

Referring to fig. 4, fig. 4 is a schematic flow chart of another method for preventing impact when a vehicle equipped with an automatic transmission steps on an accelerator according to an embodiment of the present invention, where for the same parts in fig. 3 and fig. 4, the embodiment of the present invention is not described herein again, and the another method for preventing impact when a vehicle equipped with an automatic transmission steps on an accelerator includes:

s30: target data of the target vehicle are acquired, the target data describe driving data of the target vehicle in the driving process, and the driving data at least comprise engine rotating speed and turbine rotating speed.

S31: a speed difference value between the engine speed and the turbine speed is calculated. The speed difference value between the engine speed and the turbine speed can be a positive value and a negative value after the engine speed and the turbine speed are different.

S32: and judging whether the target vehicle enters anti-impact control or not according to the speed difference value and the target data. Wherein the target vehicle enters the anti-collision control while satisfying at least the following conditions. If the vehicle enters the anti-collision control, the routine proceeds to S33, and if the vehicle does not enter the anti-collision control, the routine proceeds to S34.

Taking the working condition that the target vehicle has the impact problem as 20kph to 30kph as an example, the calculated speed difference value is 30rpm, and the target engine speed calculated according to the target engine speed calculation formula is as shown in the data in the fourth row, the third row to the eighth row and the data in the fifth row, the fourth row to the eighth row in table 1. And the rest data is the target rotating speed of the engine when the target vehicle is in the original working condition.

S35: when any one of the following conditions is met, the anti-impact control is quitted;

the second exit condition: the state data of a hydraulic torque converter clutch of the target vehicle is sliding mode control data;

the fourth exit condition: the vehicle speed data of the target vehicle is not greater than a seventh threshold;

a fifth exit condition: the speed difference value is not greater than an eighth threshold value;

the sixth exit condition: the engine data of the target vehicle is failure data.

In some embodiments of the present invention, the fifth threshold, the sixth threshold, the seventh threshold, and the eighth threshold may be obtained by real vehicle tests, for example, the fifth threshold is 2%, 1.5%, etc., the sixth threshold is 400kpa, the seventh threshold is 11kph, and the eighth threshold is-25 rpm. In addition, values of the fifth threshold, the sixth threshold, the seventh threshold, and the eighth threshold may also be other values, and the embodiment of the present invention is not limited herein.

Front and rear impact prevention data of the impact prevention method when a vehicle carrying the automatic gearbox steps on the accelerator disclosed by the embodiment of the invention are shown in fig. 5 and fig. 6, the data shown in fig. 5 can show that when the vehicle speed data is 25kph, the vehicle is in a dragging state before a driver steps on the accelerator, and the speed difference exists between the engine rotating speed and the turbine rotating speed, when the driver steps on the accelerator, the rising trend of the engine torque is controlled, so that the torque is smoothly transited when the vehicle is changed from a driven state, and the maximum fluctuation value of an acceleration signal can show that the vehicle has large impact when the driver steps on the accelerator, the driving experience is poor, and when 20% of the accelerator is stepped on, the engine rotating speed passes through the turbine rotating speed, and then the acceleration G value fluctuates to reach 0.773m/s ^2, and the impact feeling is obvious and unacceptable. After the method disclosed by the embodiment of the invention is adopted, the data in the figure 6 shows that when the working condition slides, the stable speed difference control is realized, the rotating speed of the engine follows the rotating speed of the turbine, the absolute value of the speed difference is kept at about 10rmp, the dragging degree of the whole vehicle is reduced, and meanwhile, the vehicle impact problem is optimized by matching with the torque form of the engine after a driver steps on an accelerator, the maximum acceleration fluctuation is 0.496m/s ^2 and is less than 0.773m/s ^2 in the figure 5, the impact is acceptable, and the drivability is obviously improved, namely. From figure 6, it is seen that when the accelerator is stepped on, there is no obvious crossing point, the engine speed is in stable transition, the maximum fluctuation quantity of the acceleration G value is 0.496m/s 2, the impact feeling of the whole vehicle is not obvious, and the impact degree can be well optimized.

Further, in some embodiments of the present invention, by setting an anti-shock control mechanism, when at least any one of the above-mentioned exit conditions is met, the anti-shock control mechanism may exit in time, as shown in fig. 7, when exiting during downshifting, no crossover occurs when the turbine speed is higher than the engine speed, and the acceleration signal is stable, so that the quality of downshifting is ensured, that is, as can be seen from fig. 7, after a brake is stepped on, during the entire downshifting process, the engine speed changes stably and is always below the turbine speed, no crossover occurs, and no shock occurs.

In addition, in some embodiments of the present invention, in order to avoid unexpected acceleration or deceleration due to sudden change of the rotation speed when entering the anti-impact control or exiting the anti-impact control, two time window calibration values may be set when entering and exiting the anti-impact control, as shown in fig. 8, a first predetermined time window T1 is set before entering the anti-impact control, and the anti-impact control is entered when the first predetermined time window T1 is satisfied;

before quitting the anti-impact control, a second preset time window T2 is set, and when the second preset time window T2 is met, the anti-impact control quits.

As can be seen from fig. 8, when the steady speed difference control function is activated, the target engine speed under the original coasting condition needs a time window of T1 to transition to the desired anti-impact target speed, and when the steady speed difference control function exits, the set target engine speed begins to slowly transition to the target engine speed under the original coasting condition, where the time window of the transition is T2.

It should be noted that the first predetermined time window and the second predetermined time window may be set according to an actual situation, where the first predetermined time window and the second predetermined time window need to be determined according to an actual engine speed response, in an embodiment of the present invention, T1 may be set to be greater than T2, so as to ensure a fast response and exit a smooth transition, for example, T1 may be set to 100ms, and T2 may be set to 300ms. In addition, T1 and T2 may be set to other values according to actual situations, and the time lengths of the first predetermined time window and the second predetermined time window are not limited in the embodiment of the present invention.

Further, the meaning for each english in fig. 5 to 8 is as follows: the Pedal is an accelerator Pedal opening signal acquired by a real vehicle, and the unit is; inRpm is a hydraulic torque converter turbine rotating speed signal acquired by a real vehicle, and the unit is rpm; enspeed is an engine speed signal acquired by a real vehicle, and the unit is rpm; g is a finished automobile acceleration signal measured by an acceleration sensor, and the unit is m/s ^2; engtorq is an actual torque signal of the engine collected by the real vehicle, and the unit is Nm; vspeed is the speed of the whole vehicle collected by the real vehicle, the unit is km/h, and Gear is the actual Gear signal collected by the real vehicle.

It should be noted that the first threshold to the eighth threshold are obtained through a real vehicle test, and the specific process is as follows:

taking the case that the low-speed accelerator stepping impact is complained around 20kph in a concentrated manner, the working condition is judged to be in the working condition related to the embodiment of the invention through real vehicle data acquisition and analysis, wherein:

the condition needing to be optimized is defined as the coasting condition without stepping on the accelerator through the second threshold value (0.5 percent, namely no torque input) and the fifth threshold value (2 percent, namely torque input).

The conditions to be optimized are defined not to be within the braking conditions (here, heavy braking, medium braking and heavy braking) by the third threshold (200 Kpa, i.e. light braking condition) and the sixth threshold (400 Kpa, 200Kpa is added to the original 200Kpa to prevent frequent switching of the restriction).

An optimized vehicle speed range is defined by a fourth threshold (14 kph, since the range of complaints is a safety region reserved at 6kph around 20 kph) and a seventh threshold (11 kph, preventing frequent switching of conditions, and reducing by 3kph on the basis of 14 kph).

The extent of the back-dragging is defined by a first threshold value (75 rpm, i.e. a back-dragging condition of more than 75rpm when the speed difference gap = nT-ne).

The driving condition is defined by an eighth threshold value (-25 rpm, i.e. a driving condition not greater than-25 rpm when the speed difference gap = nT-ne).

For the "second threshold value (0.5% i.e. no torque input) and the fifth threshold value (2% i.e. torque input)," the condition to be optimized is defined as the coasting condition without stepping on the accelerator "and" the third threshold value (200 Kpa, i.e. light braking condition) and the sixth threshold value (400 Kpa, to prevent frequent switching of the restriction, 200Kpa is added on the basis of the original 200 Kpa) "the condition to be optimized is defined not to be in the braking condition (here, heavy braking, medium braking and heavy braking)" generally no further refinement is required, "the fourth threshold value (14 kph, because a safety region of 6kph is reserved around 20kph and a seventh threshold value (11 kph) are complained, frequent switching of the condition is prevented, and further, 3kph is reduced on the basis of 14 kph) to define the optimized vehicle speed range" corresponding to the vehicle speed region to be optimized, which can be set according to needs.

The first threshold (75 rpm, i.e. the back-dragging condition with the speed difference gap = nT-ne and more than 75 rpm) defines the back-dragging degree, and the eighth threshold (25 rpm, i.e. the driving condition with the speed difference gap = nT-ne and less than-25 rpm) defines the driving condition, so that the detailed description is needed, because different vehicles respond to the back-dragging with different degrees of throttle pressing differently, and the vehicle shaking degree of the throttle pressing should be combined. The first threshold value and the eighth threshold value are calibrated, and the increase of the first threshold value and the increase of the eighth threshold value are continuously tried until a satisfactory value is selected.

The embodiment of the invention discloses an anti-impact method when a vehicle carrying an automatic gearbox steps on an accelerator, which comprises the steps of calculating a speed difference value of a target vehicle at the moment after acquiring the engine speed and the turbine speed of the target vehicle, and calculating the target engine speed of the target vehicle by using target data after judging that the target vehicle enters anti-impact control according to the speed difference value and target data, so that the target vehicle runs at the target engine speed and keeps the speed difference value in a stable state. Thus, when the speed difference between the turbine speed and the engine speed is stable, the torque variation of the engine is kept consistent with the target engine speed, the improvement degree of the gear striking force is kept consistent, and the problems of gear impact and noise generation are fundamentally eliminated.

Referring to fig. 9, fig. 9 is a schematic structural diagram of an anti-impact device when a vehicle equipped with an automatic transmission steps on an accelerator according to an embodiment of the present invention, including:

an obtaining module 90, configured to obtain target data of a target vehicle, where the target data describes driving data of the target vehicle during driving, and the driving data at least includes an engine speed and a turbine speed;

a first calculation module 91 for calculating a speed difference of the turbine speed and the engine speed;

The judging module 92 is used for judging whether the target vehicle enters into anti-impact control according to the speed difference value and the target data;

and the second calculating module 93 is configured to calculate a target engine speed of the target vehicle by using the target data if the anti-impact control is performed, so that the target vehicle runs at the target engine speed to keep a control speed difference value stable.

Further, the embodiment of the invention also discloses an automobile, which comprises: such as the above-mentioned vehicle-mounted automatic transmission-equipped anti-collision device when stepping on the accelerator.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An anti-impact method for stepping on an accelerator of a vehicle carrying an automatic transmission is characterized by comprising the following steps:

if the anti-impact control is started, calculating the target engine speed of the target vehicle by using the target data, so that the target vehicle runs at the target engine speed to control the speed difference value to be stable;

if the anti-impact control is not performed, controlling the target vehicle to operate at the engine speed under the current working condition;

the target data further includes: the method comprises the following steps of obtaining data of an opening degree of an accelerator pedal, data of a state of a hydraulic torque converter clutch, data of brake pressure, data of a speed of the target vehicle and fault data of the engine, obtaining a current gear speed ratio of a gearbox of the target vehicle, and obtaining a main reduction ratio of the target vehicle and a wheel radius of the target vehicle; and is

The step of judging whether the target vehicle enters into anti-impact control according to the speed difference value and the target data comprises the following steps:

a fifth condition: the vehicle speed data is higher than a fourth threshold;

a sixth condition: the fault data of the engine is no fault; and is

And before entering the anti-impact control, setting a first preset time window, and entering the anti-impact control when the first preset time window is met.

2. The method of claim 1, wherein the first threshold value is 75rpm, the second threshold value is 1%, the third threshold value is 200Kpa, and the fourth threshold value is 14kph.

3. A method for protecting against accelerator pedal depression in a vehicle equipped with an automatic transmission according to claim 1 or 2, wherein the relationship between the speed difference value and the target data includes:

n _e ＝n _T -gap

4. The method for preventing a vehicle equipped with an automatic transmission from stepping on an accelerator according to claim 1 or 2, wherein the method for preventing a vehicle equipped with an automatic transmission from stepping on an accelerator further comprises: when any one of the following conditions is met, the anti-impact control is quitted;

a sixth exit condition: the engine data of the target vehicle is fault data.

5. The method of claim 4, wherein the fifth threshold is 2%, the sixth threshold is 400kpa, the seventh threshold is 11kph, and the eighth threshold is-25 rpm.

6. The method for protecting against accelerator pedal depression for a vehicle equipped with an automatic transmission according to claim 4, wherein the method for protecting against accelerator pedal depression for a vehicle equipped with an automatic transmission further comprises:

7. An anti-impact device for stepping on an accelerator of a vehicle equipped with an automatic transmission, comprising:

the system comprises an acquisition module, a processing module and a control module, wherein the acquisition module is used for acquiring target data of a target vehicle, the target data describes driving data in the driving process of the target vehicle, and the driving data at least comprises an engine rotating speed and a turbine rotating speed; the target data further includes: the method comprises the following steps that (1) accelerator pedal opening data, hydraulic torque converter clutch state data, brake pressure data, speed data of a target vehicle and fault data of an engine are obtained, the current gear speed ratio of a gearbox of the target vehicle, the main reduction ratio of the target vehicle and the wheel radius of the target vehicle are obtained;

A first calculation module for calculating a speed difference value between the turbine speed and the engine speed;

the judging module is used for judging whether the target vehicle enters the anti-impact control or not according to the speed difference value and the target data; and is provided with

judging that the target vehicle enters the anti-impact control and simultaneously meets the following conditions:

the second condition is that: if the accelerator pedal opening data is smaller than a second threshold value, the target vehicle is in an accelerator losing sliding working condition;

a fifth condition: the vehicle speed data is higher than a fourth threshold;

a sixth condition: the fault data of the engine is no fault; and is

8. An automobile, comprising: an anti-collision device for a vehicle equipped with an automatic transmission according to claim 7.