CN115217962A - Engine torque compensation control method and system in gear shifting torque interaction stage - Google Patents
Engine torque compensation control method and system in gear shifting torque interaction stage Download PDFInfo
- Publication number
- CN115217962A CN115217962A CN202210836185.4A CN202210836185A CN115217962A CN 115217962 A CN115217962 A CN 115217962A CN 202210836185 A CN202210836185 A CN 202210836185A CN 115217962 A CN115217962 A CN 115217962A
- Authority
- CN
- China
- Prior art keywords
- torque
- engine
- value
- engine torque
- control method
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000003993 interaction Effects 0.000 title claims abstract description 32
- 238000000034 method Methods 0.000 title claims abstract description 32
- 230000001133 acceleration Effects 0.000 claims abstract description 36
- 238000001514 detection method Methods 0.000 claims abstract description 5
- 238000009527 percussion Methods 0.000 claims abstract description 4
- 230000005540 biological transmission Effects 0.000 claims description 12
- 238000004891 communication Methods 0.000 claims description 6
- 238000010790 dilution Methods 0.000 claims description 6
- 239000012895 dilution Substances 0.000 claims description 6
- 238000001914 filtration Methods 0.000 claims description 6
- 230000036461 convulsion Effects 0.000 claims description 5
- 238000009499 grossing Methods 0.000 claims description 5
- 230000009977 dual effect Effects 0.000 claims description 3
- 230000000694 effects Effects 0.000 claims description 2
- 239000000203 mixture Substances 0.000 claims description 2
- 230000035939 shock Effects 0.000 claims description 2
- 230000002452 interceptive effect Effects 0.000 claims 8
- 230000008569 process Effects 0.000 abstract description 6
- 230000009467 reduction Effects 0.000 abstract description 3
- 238000005516 engineering process Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 230000002238 attenuated effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0437—Smoothing ratio shift by using electrical 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
- F16H63/502—Signals to an engine or motor for smoothing gear shifts
-
- 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
- F16H2061/0075—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 a particular control method
- F16H2061/009—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 a particular control method using formulas or mathematic relations for calculating parameters
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The invention relates to the technical field of automobile wire harness detection, and provides an engine torque compensation control method in a gear shifting torque interaction stage, which comprises the following steps: s1, when a vehicle is in a torque interaction stage during starting clutch gear shifting, calculating an impact value at the current moment
And predicting the impact value at the next moment
S2, detecting the impact value at the next moment
Whether greater than a threshold of percussion
If the detection result is yes, acquiring a torque compensation value of the engine; and S3, the output torque of the engine at the next moment is the sum of the current torque and the torque compensation value. The invention has the advantages that the impact degree is inevitably existed in the torque interaction process during the gear shifting of the clutch due to the large difference of the mechanical speed ratios of the 1 gear and the 2 gear of the DCT, the impact degree actually generated by the acceleration reduction is relieved by dynamically compensating the engine torque, and the loop comparison of the impact degree predicted value and the impact degree threshold value at the next moment forms the closed-loop control of the engine torque correction.
Description
Technical Field
The invention relates to the technical field of engine torque, and provides an engine torque compensation control method and system in a gear shifting torque interaction stage.
Background
With the improvement of automobile electronic intelligent control method and the improvement of control level, the double-clutch automatic transmission (DCT) is a mechanical automatic transmission appearing in recent years, and the DCT transmission is matched with the host factory in household passenger cars at present because the advantages of high gear shifting speed, uninterrupted power gear shifting, high transmission efficiency and the like are increasingly emphasized.
The automatic gearbox is divided into a powered upshift, a powered downshift, an unpowered upshift and an unpowered downshift according to working conditions in the gear shifting process according to the difference of positive and negative driving torques of an engine and the difference of the upshifts and downshifts in the gear shifting process. The customer steps on the accelerator to start mainly with power to shift up, and the specific gear shifting sequence comprises an oil filling stage, a torque interaction stage (torque item), a speed interaction stage (speed phase), a clutch disengagement value KP point, complete clutch disengagement, a gear shifting terminal stage, a terminal slope curve and gear shifting ending.
The starting and gear shifting control technology is a key technology of a DCT control system of the double-clutch automatic transmission. In order to keep the driving dynamic property and the gear shifting rotating speed of the DCT gearbox, the engine pedal MAP adopts a front constant torque (namely, the engine pedal MAP is kept at a certain rotating speed without attenuation) and a rear constant power (namely, the power is not attenuated along with the increase of the rotating speed, and the torque is correspondingly reduced), wherein the front constant torque ensures the dynamic property and the responsiveness of the engine, and the rear constant power mainly reduces the pedal MAP torque at a certain rate in the front stage of the gear shifting torque interaction, so that the degree of reducing the starting gear shifting rotating speed is ensured; meanwhile, the constant power of the rear section can also enable the vehicle to run at a stable accelerator at a constant speed due to the self-adjusting torque balance between the engine and the clutch. The attenuation slope is different under different accelerator opening degrees, and the larger the accelerator opening degree is, the larger the attenuation slope is; the throttle opening is less than or equal to 25 percent, and can be (10-25 Nm)/(500 r/min); under the condition of 30-50% of accelerator opening degree, (20-35 Nm)/(500 r/min) can be used; the throttle opening is more than 50 percent, the amplitude reduction and attenuation can be realized by (20-40 Nm)/(500 r/min), the specific value is adjusted by depending on a real vehicle, and the aim of teaching is to control the upper speed of the gear shifting speed item within the range of 150-400 r/min. In the actual gear shifting process, in order to reduce the DCT gear shifting uprush speed, the shorter the gear shifting torque interaction phase time is, the better, the different torque phase time of each gearbox manufacturer is, the hardware and software strategies are depended, and the key core technology is also provided. However, the shorter the time is, the larger the speed ratio difference between the 1 gear and the 2 gear of the DCT is, and the speed ratio of the 2 gear is generally 55-65% of the speed ratio of the 1 gear, so that the shorter the gear shifting time is, the constant power strategy is adopted for the gear shifting torque, the acceleration of the whole vehicle is obviously reduced due to the speed ratio difference between the 1 gear and the 2 gear, the acceleration is up to 50% at different accelerator opening degrees, and the whole vehicle can sense the obvious impact of the whole vehicle, so that the driving experience is poor.
Disclosure of Invention
The invention provides an engine torque control method in a gear shifting torque interaction stage, and aims to improve impact force when a vehicle is in gear shifting of a starting clutch.
The invention is realized in such a way that an engine torque compensation control method for a gear shifting torque interaction stage specifically comprises the following steps:
s1, when a vehicle is in a torque interaction stage during starting clutch gear shifting, calculating an impact value at the current moment
And predicting the impact value at the next moment
S2, detecting the impact value at the next moment
Whether greater than a threshold of percussion
If the detection result is yes, acquiring a torque compensation value of the engine;
and S3, the output torque of the engine at the next moment is the sum of the current torque and the torque compensation value.
Further, the impact value at the next time i +1
The estimation formula is concretely as follows:
wherein k is a smoothing coefficient, the value of which is generally between 0.1 and 0.4, and the value of the smoothing coefficient k is based on the current rotating speed and the accelerator opening.
Further, the impact value at the current time
The calculation formula of (a) is specifically as follows:
J si ＝da′ i /dt
wherein, a' i And the vehicle acceleration at the current moment i after filtering is shown, and t represents the time length.
Further, the current acceleration a output by the ESP module is subjected to arithmetic mean by adopting n acceleration nearest to the current moment i Filtering is carried out, and the specific formula is as follows:
a′ i ＝a i-(n-1) +a i-(n-2) +…+a i /n
a′ i representing the vehicle acceleration a at the current moment i after filtering i-(n-1) And represents the integral vehicle acceleration output by the ESP module at the historical moment i- (n-1).
Further, the torque interaction phase determination conditions during the starting clutch gear shifting are specifically as follows:
the vehicle is in a starting state, the DCT of the double-clutch gearbox is in a D gear, and gear shifting operation exists.
Further, the impact threshold value at the next time is determined based on the accelerator opening and the vehicle speed at the current time
Further, based on the difference of the impact degree at the next moment
And determining the compensation value of the engine torque according to the current accelerator opening Wped.
Further, the impact degree at the current moment is calculated
Before also include
Acceleration a of whole vehicle output by ESP module i Carrying out validity judgment, namely judging the current acceleration a of the whole vehicle i After the effect is achieved, the impact degree of the current moment is calculated
Further, when the vehicle is in the plateau area, the output engine torque compensation value is corrected again based on the engine torque plateau dilution compensation coefficient k, wherein the engine torque plateau dilution compensation coefficient k is formed by an altitude and rotating speed compensation coefficient k 1 And altitude and charging efficiency correction compensation coefficient k 2 Composition, k = k 1 ·k 2 And k is not less than 1.
The invention is realized in such a way that an engine torque compensation control system of a torque interaction phase during gear shifting is characterized by comprising:
the TCU control module is used for a DCT (dual clutch transmission), the input end of the TCU control module is in communication connection with the ESP (electronic stability program) module through a CAN (controller area network) line, the output end of the TCU control module is in communication connection with an ECU (electronic control unit) of an engine controller,
the ESP module uses the CAN signal to accelerate the whole vehicle at the current moment i Sending the data to a TCU control module; when the vehicle is in a torque interaction phase during the starting clutch gear shifting, the TCU control module calculates the engine torque at the next moment of the engine based on the engine torque compensation control method in the torque interaction phase during the gear shifting and sends the engine torque to the engine controller ECU, and the engine controller controls the output torque of the engine based on the calculated engine torque.
According to the torque compensation control method for the starting and gear shifting process of the double-clutch automatic transmission, provided by the invention, under the condition that no hardware cost is increased, the gear shifting smoothness of the transmission under the starting working condition is ensured by reasonably optimizing the related control strategy of the transmission starting, the changing quality of the double-clutch transmission is improved, and the user experience is improved.
Drawings
FIG. 1 is a flowchart of a method for controlling engine torque compensation during a clutch shift torque interaction phase according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of an engine torque compensation control system in a torque interaction phase during clutch shifting according to an embodiment of the present invention.
Detailed Description
The following description of preferred embodiments of the invention will be made in further detail with reference to the accompanying drawings.
The invention has the advantages that the impact degree is inevitably existed in the torque interaction process during the gear shifting of the clutch due to the large difference of the mechanical speed ratios of the 1 gear and the 2 gear of the DCT, the impact degree actually generated by the acceleration reduction is relieved by dynamically compensating the engine torque, and the loop comparison of the impact degree predicted value and the impact degree threshold value at the next moment forms the closed-loop control of the engine torque correction.
Fig. 1 is a flowchart of an engine torque compensation control method in a torque interaction phase during clutch shifting according to an embodiment of the present invention, where the method specifically includes the following steps:
s1, when the vehicle is in the starting clutch gear shiftingDuring the torque interaction stage, calculating the impact value at the current moment
And predicting the impact value at the next moment
In the embodiment of the invention, the torque interaction phase determination conditions during the starting clutch gear shifting are as follows:
the vehicle is in a starting state, the double-clutch gearbox DCT is in a D gear, gear shifting operation exists, the double-clutch gearbox DCT is mainly switched from a 1 gear to a 2 gear, and other gears can be opened for use if torque needs to be compensated.
In the embodiment of the invention, the acceleration a of the whole vehicle based on the current moment i Calculating the impact degree and the vehicle acceleration a at the current moment i The impact J of the current time output by the ESP module si The calculation formula of (c) is specifically as follows:
J si ＝da i /dt；
wherein, a i The method comprises the steps of representing the integral vehicle acceleration output by an ESP module at the current moment i, wherein t represents the duration, and because burrs possibly exist in an acceleration curve output by the ESP module, in order to obtain a smoother acceleration curve and ensure the trend of the integral vehicle acceleration moment and to predict the impact degree at the next moment, the acceleration output by the ESP module is filtered, and the current acceleration output by the ESP module is filtered by adopting an arithmetic mean mode of n accelerations nearest to the current moment, wherein the specific formula is as follows:
a′ i ＝a i-(n-1) +a i-(n-2) +…+a i /n
a′ i representing the vehicle acceleration a at the current moment i after filtering i-(n-1) The integral vehicle acceleration output by the ESP module at the historical moment i- (n-1) is represented, and the shock degree is calculated based on the filtered acceleration, wherein the calculation formula is as follows:
J si ＝da′ i /dt；
in the embodiment of the present invention, it is,impact value at the next time i +1
The estimation formula is as follows:
and before the accelerator pedal is used, the MAP of the rotating speed and the accelerator is calibrated by an actual vehicle, and the larger the rotating speed and the accelerator opening, the larger the general smoothing coefficient k is.
In the embodiment of the invention, the acceleration a of the whole vehicle based on the current moment i Before the impulse degree at the current moment is calculated, the whole vehicle acceleration a output to an ESP module i Carrying out validity judgment, wherein the validity judgment mainly judges the currently output integral vehicle acceleration a i Whether the numerical value is reasonable or not and whether the data format is correct or not are only judged whether the current vehicle acceleration a is i After the acceleration a of the whole vehicle at the current moment is effective, the acceleration a of the whole vehicle at the current moment can be obtained i And calculating the impact degree at the current moment.
S2, detecting the impact value at the next moment
Whether greater than a threshold of percussion
If the detection result is yes, acquiring a torque compensation value of the engine;
in an embodiment of the invention, the threshold value of the degree of impact
The method is determined based on the accelerator opening and the vehicle speed at the current moment, and before the method is used, the actual vehicle is required to calibrate impact threshold values under different vehicle speeds and accelerator openings in advance
Generally, the greater the vehicle speed, the greater the jerk threshold
The larger the throttle opening is, the larger the jerk threshold value is at the same vehicle speed
The larger.
In the embodiment of the invention, the impact degree difference value based on the next moment
Determining the compensation value of the engine torque according to the current accelerator opening Wped, and calibrating different impact difference values delta J in advance before use i+1 Torque compensation value and impact difference delta J under accelerator opening i+1 The larger the torque compensation value is, the larger the difference Delta J is at the same impact degree i+1 The larger the throttle opening, the larger the corresponding torque compensation value.
In the embodiment of the invention, when the vehicle is in a plateau area, the output engine torque compensation value is corrected again based on an engine torque plateau dilution compensation coefficient k (k is more than or equal to 1) to compensate the plateau power attenuation of the engine, wherein the engine torque plateau dilution compensation coefficient k consists of two parts, and comprises the following steps: altitude and speed compensation factor k 1 And altitude and inflation efficiency correction compensation coefficient k 2 ，k＝k 1 ·k 2 Altitude and speed compensation factor k 1 MAP and altitude and charging efficiency correction compensation coefficient k 2 The MAP of the automobile is actually calibrated in the plateau area, the response speeds of different engines are different, if the response of the engine is better, k can be set to be 1, or k can be set to be 1 in a partial area, and the plateau torque does not need to be compensated additionally.
And S3, the output torque of the engine at the next moment is the sum of the current torque and the torque compensation value.
Fig. 2 is a schematic structural diagram of an engine torque compensation control system in a torque interaction phase during clutch shifting according to an embodiment of the present invention, and for convenience of explanation, only the portion related to the embodiment of the present invention is shown, and the system includes:
the TCU control module is used for a DCT (dual clutch transmission), the input end of the TCU control module is in communication connection with the ESP (electronic stability program) module through a CAN (controller area network) line, the output end of the TCU control module is in communication connection with an ECU (electronic control unit) of an engine controller,
the ESP module uses the CAN signal to accelerate the whole vehicle at the current moment i Sending the data to a TCU control module; when the vehicle is in a torque interaction phase during the starting clutch gear shifting, the TCU control module calculates the engine torque at the next moment of the engine based on the engine torque compensation control method in the torque interaction phase during the gear shifting and sends the engine torque to the engine controller ECU, and the engine controller controls the output torque of the engine based on the calculated engine torque.
The invention has been described by way of example, and it is to be understood that its specific implementation is not limited to the details of construction and arrangement shown, but is within the scope of the invention.
Claims (10)
1. An engine torque compensation control method for a shifting torque interaction phase is characterized by specifically comprising the following steps of:
s1, when a vehicle is in a torque interaction stage during starting clutch gear shifting, calculating an impact value at the current moment
And predicting the impact value at the next moment
S2, detecting the impact value at the next moment
Whether greater than a threshold of percussion
If the detection result is yes, acquiring a torque compensation value of the engine;
and S3, the output torque of the engine at the next moment is the sum of the current torque and the torque compensation value.
2. The engine torque compensation control method of a shifting torque interactive phase according to claim 1, characterized in that the impact value at the next time i +1
The estimation formula is as follows:
wherein k is a smoothing coefficient, the value of which is generally between 0.1 and 0.4, and the value of the smoothing coefficient k is based on the current rotating speed and the accelerator opening.
3. The engine torque compensation control method of a shifting torque interactive phase according to claim 2, characterized in that the shock value at the present time
The calculation formula of (a) is specifically as follows:
J si ＝da′ i /dt
wherein, a' i And the vehicle acceleration at the current moment i after filtering is shown, and t represents the time length.
4. The engine torque compensation control method of the shifting torque interactive phase according to claim 3, characterized in that the current acceleration a output from the ESP module is averaged by using an arithmetic average of the n most recent accelerations from the current time i Filtering is carried out, and the specific formula is as follows:
a′ i represents the vehicle acceleration after the current moment i is filtered, a i-(n-1) Representing the entire vehicle acceleration output by the ESP module at historical time i- (n-1).
5. The engine torque compensation control method for a shifting torque interactive phase according to claim 1, wherein the torque interactive phase determining condition at the time of the off-going clutch shift is specified as follows:
the vehicle is in a starting state, the DCT of the double-clutch gearbox is in a D gear, and gear shifting operation exists.
6. The engine torque compensation control method of a shifting torque interactive phase according to claim 1, characterized in that the jerk threshold value at the next time is determined based on the accelerator opening degree and the vehicle speed at the present time
7. The engine torque compensation control method for a shifting torque interaction phase according to claim 1, characterized in that the jerk difference is based on the next moment
And determining the compensation value of the engine torque according to the current accelerator opening Wped.
8. The engine torque compensation control method of a shifting torque interactive phase according to claim 1, characterized in that the jerk at the present time is calculated
Before also include
Acceleration a of whole vehicle output by ESP module i Carrying out validity judgment, namely judging the current acceleration a of the whole vehicle i After the effect is achieved, the impact degree of the current moment is calculated
9. The engine torque compensation control method of a shifting torque interactive phase according to claim 1, characterized in that the outputted engine torque compensation value is corrected again based on an engine torque plateau dilution compensation coefficient k when the vehicle is in a plateau region, wherein the engine torque plateau dilution compensation coefficient k is composed of an altitude and rotation speed compensation coefficient k 1 And altitude and inflation efficiency correction compensation coefficient k 2 Composition, k = k 1 ·k 2 And k is not less than 1.
10. An engine torque compensation control system for a torque interaction phase during a gear shift, the system comprising:
the TCU control module is used for a DCT (dual clutch transmission), the input end of the TCU control module is in communication connection with the ESP (electronic stability program) module through a CAN (controller area network) line, the output end of the TCU control module is in communication connection with an ECU (electronic control unit) of an engine controller,
the ESP module uses the CAN signal to accelerate the whole vehicle at the current moment i Sending the data to a TCU control module; when the vehicle is in a torque interaction phase at the time of a starting clutch shift, the TCU control module calculates an engine torque at the next moment of the engine based on the engine torque compensation control method of the torque interaction phase at the time of the shift according to any one of claims 1 to 9 and sends the engine torque to the engine controller ECU, and the engine controller controls the output torque of the engine based on the calculated engine torque.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210836185.4A CN115217962B (en) | 2022-07-15 | 2022-07-15 | Engine torque compensation control method and system in gear shifting torque interaction stage |
| PCT/CN2022/139125 WO2024011846A1 (en) | 2022-07-15 | 2022-12-14 | Engine torque compensation control method, device, apparatus, system, and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210836185.4A CN115217962B (en) | 2022-07-15 | 2022-07-15 | Engine torque compensation control method and system in gear shifting torque interaction stage |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115217962A true CN115217962A (en) | 2022-10-21 |
| CN115217962B CN115217962B (en) | 2023-11-14 |
Family
ID=83612822
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210836185.4A Active CN115217962B (en) | 2022-07-15 | 2022-07-15 | Engine torque compensation control method and system in gear shifting torque interaction stage |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN115217962B (en) |
| WO (1) | WO2024011846A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024011846A1 (en) * | 2022-07-15 | 2024-01-18 | 奇瑞商用车（安徽）有限公司 | Engine torque compensation control method, device, apparatus, system, and storage medium |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04244665A (en) * | 1990-09-14 | 1992-09-01 | Ford Motor Co | Method and device for shift control of automatic transmission |
| CN102563039A (en) * | 2012-03-21 | 2012-07-11 | 湖南南车时代电动汽车股份有限公司 | Control method for improving gear shifting smoothness based on AMT (automated mechanical transmission) |
| CN105216780A (en) * | 2015-09-30 | 2016-01-06 | 上海凌翼动力科技有限公司 | The power quality control method of electronlmobil shock extent active suppression |
| CN106938648A (en) * | 2017-04-07 | 2017-07-11 | 安徽江淮汽车集团股份有限公司 | The power downshift scaling method and system of double clutch gearbox |
| CN111350773A (en) * | 2018-12-24 | 2020-06-30 | 长城汽车股份有限公司 | Pressure compensation control method and system of clutch and vehicle |
| CN113251086A (en) * | 2021-05-31 | 2021-08-13 | 重庆理工大学 | Optimal starting control method of dual-clutch automatic transmission based on torque compensation |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5867339B2 (en) * | 2012-08-24 | 2016-02-24 | トヨタ自動車株式会社 | Vehicle shift control device |
| CN111376907B (en) * | 2018-12-29 | 2021-11-02 | 北京宝沃汽车有限公司 | Engine torque compensation value obtaining method and device, controller and automobile |
| CN109849895B (en) * | 2019-02-28 | 2020-11-03 | 江苏大学 | Hybrid electric vehicle self-adaptive E-H switching coordination control method based on neural network observer |
| CN113154032B (en) * | 2021-04-27 | 2022-04-22 | 蜂巢传动科技河北有限公司 | Control method of dual clutch transmission, dual clutch transmission and vehicle |
| CN114382797B (en) * | 2022-01-14 | 2023-07-25 | 湘潭大学 | Clutch reliability compensation control system and method under different working conditions |
| CN115217962B (en) * | 2022-07-15 | 2023-11-14 | 奇瑞商用车（安徽）有限公司 | Engine torque compensation control method and system in gear shifting torque interaction stage |
-
2022
- 2022-07-15 CN CN202210836185.4A patent/CN115217962B/en active Active
- 2022-12-14 WO PCT/CN2022/139125 patent/WO2024011846A1/en unknown
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04244665A (en) * | 1990-09-14 | 1992-09-01 | Ford Motor Co | Method and device for shift control of automatic transmission |
| CN102563039A (en) * | 2012-03-21 | 2012-07-11 | 湖南南车时代电动汽车股份有限公司 | Control method for improving gear shifting smoothness based on AMT (automated mechanical transmission) |
| CN105216780A (en) * | 2015-09-30 | 2016-01-06 | 上海凌翼动力科技有限公司 | The power quality control method of electronlmobil shock extent active suppression |
| CN106938648A (en) * | 2017-04-07 | 2017-07-11 | 安徽江淮汽车集团股份有限公司 | The power downshift scaling method and system of double clutch gearbox |
| CN111350773A (en) * | 2018-12-24 | 2020-06-30 | 长城汽车股份有限公司 | Pressure compensation control method and system of clutch and vehicle |
| CN113251086A (en) * | 2021-05-31 | 2021-08-13 | 重庆理工大学 | Optimal starting control method of dual-clutch automatic transmission based on torque compensation |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024011846A1 (en) * | 2022-07-15 | 2024-01-18 | 奇瑞商用车（安徽）有限公司 | Engine torque compensation control method, device, apparatus, system, and storage medium |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2024011846A1 (en) | 2024-01-18 |
| CN115217962B (en) | 2023-11-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112145672B (en) | Method for controlling rotating speed of automobile engine | |
| JP3375123B2 (en) | Car drive train control device | |
| EP2050989B1 (en) | Shift indicator system | |
| US7601094B2 (en) | Method of clutch pressure regulation during downshift of a vehicle with automatic transmission | |
| CN112303225B (en) | Method for improving gear-up comfort of small and medium accelerator opening degree of double-clutch automatic gearbox | |
| US8738258B2 (en) | Shift hunting control of a hybrid electric vehicle | |
| JP2009513896A (en) | Method for controlling an automotive powertrain with a drive machine and a transmission | |
| CA2247174C (en) | Lock-up control device | |
| US7993243B2 (en) | Detecting operation of a vehicle on an ascending grade | |
| KR101199154B1 (en) | Change speed control system of hybrid vehicle with automatic transmission and control method thereof | |
| US20080300747A1 (en) | Real time transmission shift quality detection and evaluation utilizing transmission output shaft acceleration | |
| CN115217962A (en) | Engine torque compensation control method and system in gear shifting torque interaction stage | |
| US11390266B2 (en) | Motor torque control apparatus for hybrid vehicle, motor torque control method of the same, and hybrid vehicle including the same | |
| US8992381B1 (en) | Control device for vehicle | |
| US20010003720A1 (en) | Control method for automatic transmission | |
| US6269294B1 (en) | Drive control device for vehicle | |
| US6714850B2 (en) | Method of controlling shift action in up-shift mode operation of automatic transmission for vehicles | |
| US20110196588A1 (en) | Method for engaging a torque converter lock-up clutch in a power transmission of a mobile machine | |
| JP4457094B2 (en) | Start control device and start control method for twin clutch transmission | |
| JP3003757B2 (en) | Vehicle driving force control device | |
| JP4792818B2 (en) | Automatic transmission control device | |
| EP1642796B1 (en) | Method and device for vehicle driving control | |
| CN108397544B (en) | Gearbox revolving speed synchronous method | |
| US6383117B1 (en) | Damper clutch control method for automatic transmission | |
| KR100930549B1 (en) | Engine torque control method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20240425 Address after: 241000 No. 8, Changchun Road, Wuhu economic and Technological Development Zone, Anhui, China Patentee after: CHERY AUTOMOBILE Co.,Ltd. Country or region after: China Address before: 241000 Building 8, science and Technology Industrial Park, 717 Zhongshan South Road, Yijiang District, Wuhu City, Anhui Province Patentee before: Chery Commercial Vehicles (Anhui) Co., Ltd. Country or region before: China |