CN115384512A - Slope control method of electro-hydraulic mechanical automatic transmission - Google Patents

Slope control method of electro-hydraulic mechanical automatic transmission Download PDF

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Publication number
CN115384512A
CN115384512A CN202210412837.1A CN202210412837A CN115384512A CN 115384512 A CN115384512 A CN 115384512A CN 202210412837 A CN202210412837 A CN 202210412837A CN 115384512 A CN115384512 A CN 115384512A
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Prior art keywords
mode
slope
vehicle
acceleration
electro
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侯成伟
徐�明
陈国强
王可
李洋
安杰
王龙
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FAW Bestune Car Co Ltd
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FAW Bestune Car Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/107—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The invention discloses a slope control method of an electro-hydraulic mechanical automatic transmission, which specifically comprises the following steps: the method comprises the following steps: calculating the estimated acceleration of the whole vehicle; step two: calculating the actual acceleration of the whole vehicle; step three: calculating the acceleration difference value of the estimated acceleration of the whole vehicle and the actual acceleration of the whole vehicle; step four: and comparing the acceleration difference value with a preset threshold value, judging whether slope mode switching is activated, if so, switching according to different slope modes, and further adopting corresponding gear shifting switching. The control method is characterized in that the difference value of the estimated acceleration of the whole vehicle and the actual acceleration of the vehicle is calculated, and different gear shifting switching modes are judged and adopted by setting the difference value, so that the driving requirement of the slope road is met.

Description

Slope control method of electro-hydraulic mechanical automatic transmission
Technical Field
The invention relates to a control method matched with the slope running of an AT (automatic transmission), in particular to a slope control method of an electro-hydraulic mechanical automatic transmission.
Background
With the continuous development of automobile technology, people have higher and higher driving requirements on automobiles, and because the hardware development cycle of engines and transmissions is long and the difficulty is high, automobile engineers strive to improve the driving feeling of the automobiles as much as possible through software control and calibration layers so as to improve the product competitiveness.
The gear shifting principle of the AT transmission is mainly a process of realizing internal hydraulic control automatic gear shifting based on signals of an accelerator and a vehicle speed; due to the fact that actual driving environments are complex, gear shifting strategies in conventional environments cannot meet requirements, and therefore gear shifting strategies under different road conditions need to be developed to improve driving experience. For example, on a climbing road, the driver has more demand on the dynamic property of the vehicle; on a downhill slope, it is desirable to better utilize the transmission in a low gear to assist braking to control vehicle speed. To achieve this function, it is necessary for the transmission control unit to be able to automatically switch the shift mode according to the gradient value by detecting the gradient value on a sloping road.
Disclosure of Invention
In order to solve the problems in the prior art, the invention provides a slope control method of an electro-hydraulic mechanical automatic transmission, which is characterized in that the method calculates the difference between the estimated acceleration of the whole vehicle and the actual acceleration of the vehicle, and judges to adopt different gear shifting switching modes by setting the difference, thereby meeting the driving requirement of the slope.
The invention is realized by the following technical scheme:
a slope control method of an electro-hydraulic mechanical automatic transmission specifically comprises the following steps:
the method comprises the following steps: calculating the estimated acceleration of the whole vehicle;
step two: calculating the actual acceleration of the whole vehicle;
step three: calculating the acceleration difference value of the estimated acceleration of the whole vehicle and the actual acceleration of the whole vehicle;
step four: and comparing the acceleration difference value with a preset threshold value, judging whether slope mode switching is activated, if so, switching according to different slope modes, and further adopting corresponding gear shifting switching.
Further, the estimated acceleration alpha of the whole vehicle is calculated in the step one expect The calculation is obtained by the formula (1), and the specific calculation is as follows:
a expect ＝(F Drive -F Air -F Roll -F Inertia )/m vehicle (1)；
wherein, F Drive Is the driving force of the whole vehicle, F Air As air resistance, F Roll To rolling resistance, F Inertia Is inertial resistance; m is vehicle. Is the mass of the automobile;
further, the vehicle driving force F Drive Calculated by formula (2):
Figure BDA0003604497810000021
wherein: t is input Is the engine net torque; i.e. i gb Is the transmission ratio of the transmission; i all right angle fd Is a transmission final reduction ratio; eta gb The transmission efficiency of the speed changer is improved; eta fd Differential efficiency; r is a radical of hydrogen wheel Is the tire radius.
The air resistance F Air Calculated by equation (3):
Figure BDA0003604497810000022
wherein: ρ is the air density; c D The automobile wind resistance coefficient; a is the frontal area of the automobile; upsilon is the vehicle speed;
the rolling resistance F Roll Calculated by equation (4):
F Roll ＝9.8.m vehicle. k roll (4)；
wherein: m is vehicle. Is the mass of the automobile; k is a radical of formula roll The coefficient of rolling resistance of the automobile.
The inertial resistance F Inertia Calculated by equation (5):
Figure BDA0003604497810000031
wherein: n is os Is the transmission output shaft acceleration; j. the design is a square Drive To drive the equivalent moment of inertia; j. the design is a square wheel Is equivalent moment of inertia of the tire.
Further, the actual acceleration alpha of the whole vehicle in the second step veh Calculated by formula (6), specifically as follows:
Figure BDA0003604497810000032
furthermore, the acceleration difference value obtained by calculation in the third step is subjected to filtering processing, so that the calculation precision can be further improved.
Further, the fourth step of judging whether the slope mode switching is activated is carried out according to the following judgment:
(1) The vehicle is in a non-braking working condition;
(2) The rotating speed of the output shaft is greater than a set value;
(3) When the acceleration difference is larger than a preset threshold value and is kept for a period of time, executing corresponding slope mode switching; and when the acceleration difference is smaller than the preset threshold value and is kept for a period of time, exiting the current slope mode.
Further, the maintaining for a period of time refers to maintaining for 1-2s.
Further, the slope mode comprises a level road mode, a first uphill mode, a second uphill mode and a downhill mode; the slope mode switching includes: the grade mode switches a first uphill mode, the first uphill mode 1 switches a second uphill mode, the second uphill mode switches a first uphill mode, the first uphill mode switches a grade mode, the grade mode switches a downhill mode, and the downhill mode switches the grade mode.
Further, the first uphill mode: common ramp pavement, 5-7% of slope;
the second uphill mode: and the slope of the steep slope road surface is more than 10%.
Compared with the prior art, the invention has the following advantages:
according to the slope control method of the electro-hydraulic mechanical automatic transmission, the shifting strategy with high power is automatically switched and used by monitoring the slope condition, the situations of insufficient power and frequent shifting are avoided during slope, and the driving feeling of a slope vehicle can be effectively improved.
Drawings
In order to more clearly illustrate the detailed description of the invention or the technical solutions in the prior art, the drawings that are needed in the detailed description of the invention or the prior art will be briefly described below. Throughout the drawings, like elements or portions are generally identified by like reference numerals. In the drawings, elements or portions are not necessarily drawn to scale.
FIG. 1 is a schematic flow chart of a hill control method for an electro-hydraulic mechanical automatic transmission according to the present invention;
FIG. 2 is a flowchart illustrating a hill control method of an electro-hydraulic mechanical automatic transmission according to embodiment 2;
FIG. 3 is a logic diagram for uphill mode control;
fig. 4 is a logic diagram for downhill mode control.
Detailed Description
For clearly and completely describing the technical scheme and the specific working process thereof, the specific implementation mode of the invention is as follows by combining the drawings in the specification:
in the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be interconnected within two elements or in a relationship where two elements interact with each other unless otherwise specifically limited. The specific meanings of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "above," and "over" a second feature may be directly on or obliquely above the second feature, or simply mean that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Example 1
As shown in fig. 1, the present embodiment provides a schematic flow chart of a slope control method for an electro-hydraulic mechanical automatic transmission, which specifically includes the following steps:
the method comprises the following steps: calculating the estimated acceleration of the whole vehicle;
calculating vehicleEstimated acceleration alpha expect The calculation is obtained by the formula (1), and the specific calculation is as follows:
α expect ＝(F Drive -F Air -F Roll -F Inerrtia )/m vehicle (1)；
wherein, F Drive Is the driving force of the whole vehicle, F Air As air resistance, F Roll To rolling resistance, F Inertia Is inertial resistance; m is vehicle. The vehicle mass;
wherein, the whole vehicle driving force F Drive Calculated by equation (2):
Figure BDA0003604497810000061
wherein: t is input Is the engine net torque; i.e. i gb Is the transmission ratio of the transmission; i.e. i fd Is a main reduction ratio of the transmission; eta bg The transmission efficiency of the speed changer is improved; eta fd Differential efficiency; r is wheel Is the tire radius.
Said air resistance F Air Calculated by equation (3):
Figure BDA0003604497810000062
wherein: ρ is the air density; c D The automobile wind resistance coefficient; a is the frontal area of the automobile; upsilon is the vehicle speed;
the rolling resistance F Roll Calculated by equation (4):
F Roll ＝9.8.m vehicle. k roll (4)；
wherein: m is a unit of vehicle. Is the mass of the automobile; k is a radical of roll And the coefficient of the rolling resistance of the automobile.
The inertial resistance F Inertia Calculated by equation (5):
Figure BDA0003604497810000071
wherein n is os Is transmission output shaft acceleration; j. the design is a square Drive To drive the equivalent moment of inertia; j. the design is a square wheel Equivalent moment of inertia for the tire.
Step two: calculating the actual acceleration of the whole vehicle;
the actual acceleration alpha of the whole vehicle veh Calculated by formula (6), specifically as follows:
Figure BDA0003604497810000072
step three: calculating the acceleration difference value of the estimated acceleration of the whole vehicle and the actual acceleration of the whole vehicle;
the calculated acceleration difference is filtered, so that the calculation precision can be further improved.
Step four: and comparing the acceleration difference with a preset threshold value, judging whether slope mode switching is activated, and if so, switching according to different slope modes and further adopting corresponding gear shifting switching.
Whether the slope mode switching is activated or not is judged according to the following steps:
(1) The vehicle is in a non-braking working condition;
(2) The rotating speed of the output shaft is greater than a set value;
(3) When the acceleration difference value is larger than a preset threshold value and is kept for a period of time, corresponding slope mode switching is executed; and when the acceleration difference is smaller than the preset threshold value and is kept for a period of time, exiting the current slope mode.
The maintaining for a period of time refers to maintaining for 1-2s.
The slope mode comprises a level road mode, a first uphill mode, a second uphill mode and a downhill mode; the slope mode switching includes: the grade mode switches a first uphill mode, the first uphill mode 1 switches a second uphill mode, the second uphill mode switches a first uphill mode, the first uphill mode switches a grade mode, the grade mode switches a downhill mode, and the downhill mode switches the grade mode.
First uphill mode: common ramp pavement, about 5-7% of the gradient;
second uphill mode: and the gradient is over 10 percent compared with the steep slope road surface.
Example 2
As shown in fig. 2, the TCU determines whether the current vehicle meets the condition of entering the slope mode through internal calculation according to the values of the vehicle acceleration, the front and rear wheel speeds, and the like; along with the continuous change of the slope, the difference value between the actual acceleration and the estimated acceleration of the whole vehicle is calculated, the difference value is automatically converted into the slope percentage, and the slope percentage is compared with the preset activated threshold values of different slopes through table lookup. According to actual needs, different slope threshold values can be set, and at most different levels from the slope mode 1 to the slope mode 5 can be set.
As shown in fig. 3, the uphill mode control logic diagram is specifically a control logic diagram of the uphill mode, when the acceleration difference is greater than the preset threshold value and is kept for a period of time, the hill mode switching is activated, the current vehicle transmission is in the economy (D) mode, and during the continuous uphill driving, the time for gradually increasing and maintaining the gradient exceeds the preset threshold value of the uphill mode 1, and the transmission internally executes the switching from the economy mode to the uphill mode 1 gear shifting strategy; if the slope is continuously increased and maintained for a time exceeding a preset threshold value of the uphill mode 2, the switching from the uphill mode 1 to the uphill mode 2 is performed.
As shown in fig. 4, the downhill mode control logic diagram is specifically that when the acceleration difference is greater than a preset threshold and is maintained for a period of time, the hill mode switching is activated, and the current vehicle transmission is in economy (D) mode, and during continuous downhill driving, as the gradient gradually increases and is maintained for a time period exceeding the preset threshold, the transmission internally executes a switching from economy mode to downhill mode shift strategy.
The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, however, the present invention is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solution of the present invention within the technical idea of the present invention, and these simple modifications are within the protective scope of the present invention.
It should be noted that the various technical features described in the above embodiments can be combined in any suitable manner without contradiction, and the invention is not described in any way for the possible combinations in order to avoid unnecessary repetition.
In addition, any combination of the various embodiments of the present invention is also possible, and the same should be considered as the disclosure of the present invention as long as it does not depart from the spirit of the present invention.

Claims (9)

1. A slope control method of an electro-hydraulic mechanical automatic transmission is characterized by comprising the following steps:
the method comprises the following steps: calculating the estimated acceleration of the whole vehicle;
step two: calculating the actual acceleration of the whole vehicle;
step three: calculating the acceleration difference value of the estimated acceleration of the whole vehicle and the actual acceleration of the whole vehicle;
step four: and comparing the acceleration difference with a preset threshold value, judging whether slope mode switching is activated, and if so, switching according to different slope modes and further adopting corresponding gear shifting switching.
2. The method for controlling a slope of an electro-hydraulic mechanical automatic transmission according to claim 1, wherein the step one calculates the estimated acceleration α of the entire vehicle expect The method is calculated by formula (1), and specifically comprises the following steps:
α expect ＝(F Drive -F Air -F Roll -F Inerrtia )/m vehicle (1)；
wherein, F Drive As a driving force of the entire vehicle, F Air As air resistance, F Roll As rolling resistance, F Inertia Is inertial resistance; m is vehicle. Is the mass of the automobile.
3. As claimed in claim2 the method for controlling a slope of an electro-hydraulic mechanical automatic transmission, characterized in that the vehicle driving force F Drive Calculated by formula (2):
Figure FDA0003604497800000011
wherein: t is input Is the engine net torque; i.e. i gb Is the variator drive ratio; i all right angle fd Is a transmission final reduction ratio; eta gb The transmission efficiency of the speed changer is improved; eta fd Differential efficiency; r is wheel Is the tire radius.
The air resistance F Air Calculated by equation (3):
Figure FDA0003604497800000012
wherein: ρ is the air density; c D The automobile wind resistance coefficient; a is the frontal area of the automobile; upsilon is the vehicle speed;
the rolling resistance F Roll Calculated by equation (4):
F Roll ＝9.8.m vehicle. k roll (4)；
wherein: m is vehicle. Is the mass of the automobile; k is a radical of roll The coefficient of rolling resistance of the automobile.
The inertial resistance F Inertia Calculated by equation (5):
Figure FDA0003604497800000021
wherein: n is a radical of an alkyl radical os Is transmission output shaft acceleration; j. the design is a square Drive To drive the equivalent moment of inertia; j. the design is a square wheel Equivalent moment of inertia for the tire.
4. An electro-hydraulic mechanical automatic transmission as defined in claim 1The slope control method of the device is characterized in that the actual acceleration alpha of the whole vehicle in the step two veh Calculated by formula (6), specifically as follows:
Figure FDA0003604497800000022
5. the hill control method of an electro-hydraulic mechanical automatic transmission according to claim 1, wherein the acceleration difference calculated in the third step is filtered to further improve the calculation accuracy.
6. The hill control method of an electro-hydraulic mechanical automatic transmission according to claim 1, wherein the determination of whether or not the hill mode switching is activated is made in step four according to the following:
(1) The vehicle is in a non-braking working condition;
(2) The rotating speed of the output shaft is greater than a set value;
(3) When the acceleration difference value is larger than a preset threshold value and is kept for a period of time, corresponding slope mode switching is executed; and when the acceleration difference is smaller than the preset threshold value and is kept for a period of time, exiting the current slope mode.
7. The hill control method of an electro-hydraulic automatic transmission according to claim 6, wherein the maintaining for a period of time is maintaining for 1 to 2 seconds.
8. The hill control method of an electro-hydraulic mechanical automatic transmission according to claim 6, wherein the hill mode includes a level road mode, a first uphill mode, a second uphill mode, and a downhill mode; the slope mode switching includes: the grade mode switches a first uphill mode, the first uphill mode 1 switches a second uphill mode, the second uphill mode switches a first uphill mode, the first uphill mode switches a grade mode, the grade mode switches a downhill mode, and the downhill mode switches the grade mode.
9. The hill control method for an electro-hydraulic mechanical automatic transmission according to claim 8, wherein the first uphill mode: common ramp road surface, 5% -7% of the slope;
the second uphill mode: and the gradient is over 10 percent compared with the steep slope road surface.
CN202210412837.1A 2022-04-19 2022-04-19 Slope control method of electro-hydraulic mechanical automatic transmission Pending CN115384512A (en)

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Publication number Priority date Publication date Assignee Title
JP2000193080A (en) * 1998-12-25 2000-07-14 Aisin Aw Co Ltd Shift control device for vehicle
JP2002021999A (en) * 2000-07-10 2002-01-23 Suzuki Motor Corp Control device of automatic transmission for vehicle
CN103982643A (en) * 2014-05-27 2014-08-13 盛瑞传动股份有限公司 Automobile, ramp gear-shifting control method and system of automatic transmission of automobile
US20160280228A1 (en) * 2015-03-26 2016-09-29 Honda Motor Co., Ltd. Control device for vehicle
CN113650615A (en) * 2021-08-25 2021-11-16 中汽创智科技有限公司 Gear shifting control method and device and storage medium

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