CN109611546B - Impact management system and method for vehicle power transmission system - Google Patents
Impact management system and method for vehicle power transmission system Download PDFInfo
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- CN109611546B CN109611546B CN201910068531.7A CN201910068531A CN109611546B CN 109611546 B CN109611546 B CN 109611546B CN 201910068531 A CN201910068531 A CN 201910068531A CN 109611546 B CN109611546 B CN 109611546B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—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
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- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
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Abstract
The invention relates to a method for managing the jerk of a vehicle drive train, said vehicle comprising an engine, a hydrodynamic torque converter and an automatic transmission, said automatic transmission being connected to said engine via a hydrodynamic torque converter, said hydrodynamic torque converter comprising a clutch, said method comprising the steps of: judging whether the vehicle is in a back-dragging state, if so, judging whether the clutch is in an open or slipping state, if so, judging whether an accelerator pedal of the vehicle is in a treading state, if so, judging whether a difference value between the rotating speed of an input shaft of the automatic transmission and the rotating speed of the engine is greater than a preset value, and if so, starting a torque crossing control process of the engine. The impact management method of the invention not only meets the power response, but also reduces the crossing impact and improves the driving performance of the whole vehicle.
Description
Technical Field
The present disclosure relates to vehicle powertrains, and more particularly to impact management systems and methods for vehicle powertrains.
Background
An automatic transmission with a torque converter is in a low gear in which the clutch is in an open or slipping state. When the vehicle slides, the rotating speed of the input shaft of the transmission is reduced slowly because the vehicle drags the transmission system backwards; the engine enters idle speed control, the target idle speed is used as a control target to be reduced, and the rotating speed of the engine is quickly reduced to the position below the input shaft of the transmission. At the moment, when the driver accelerates again, and the rotating speed of the engine is higher than that of the input shaft of the transmission, the vehicle is changed from a dragging state to a driving state, and the rotating speed of the input shaft of the transmission jumps due to the influence of transmission system clearance, elastic deformation, hydraulic elements and suspension, so that the whole vehicle is impacted.
To address this shock, it is common practice to reduce the rate of engine torque rise during acceleration and depress the accelerator pedal to begin limiting the rate of torque rise, but at the expense of overall vehicle power response.
Disclosure of Invention
In view of the above problems in the prior art, an object of the present invention is to provide an impact management method for a vehicle power train, which solves the problem of vehicle impact during acceleration without sacrificing power response, thereby improving vehicle drivability.
A first aspect of the invention provides an impact management system of a vehicle powertrain including an engine, a torque converter, and an automatic transmission connected with the engine through the torque converter, the torque converter including a clutch, the impact management system comprising:
the back dragging state judgment module: the clutch state judging module is used for judging whether the vehicle is in a back-dragging state or not and triggering the clutch state judging module when the vehicle is in the back-dragging state;
the clutch state judgment module: the device comprises a position judging module, a position judging module and a control module, wherein the position judging module is used for judging whether the clutch is in an opening or sliding friction state or not, and triggering an accelerator pedal when the clutch is in the opening or sliding friction state;
accelerator pedal position judgment module: the system comprises a traversing condition judging module, a traversing condition judging module and a driving module, wherein the traversing condition judging module is used for judging whether an accelerator pedal of the vehicle is in a treading state or not and triggering the traversing condition judging module when the accelerator pedal of the vehicle is in the treading state;
a crossing condition judgment module: the control module is used for judging whether the difference value between the rotating speed of the input shaft of the automatic transmission and the rotating speed of the engine is larger than a preset value or not, and triggering the engine torque ride-through control module when the difference value is larger than the preset value;
the engine torque ride-through control module: torque ride through control for the engine.
Preferably, the engine torque control module includes:
the passing-through front torque control submodule is used for controlling the torque of the engine to quickly rise to the torque required by the driver;
the crossing point torque control submodule is used for controlling the engine to actively reduce the torque, and the rotating speed of the engine crosses the rotating speed of the transmission input shaft;
and traversing the rear torque control submodule for controlling the torque of the engine to be restored to the torque required by the driver.
Further, the pre-crossing torque control submodule comprises an air path torque control unit, and the air path torque control unit is used for controlling the torque of the engine to rise to the torque required by the driver according to a certain slope K after controlling the torque step value;
the cross-over point torque control submodule comprises a fire path torque control unit, and the fire path torque control unit is used for controlling the torque of the engine to be rapidly reduced to Y;
the post-crossing torque control submodule comprises a fire path torque control unit, and the fire path torque control unit is used for controlling the torque of the engine to be quickly restored to the torque required by the driver according to first-order low-pass filtering.
Further, the determination mode of the dragging state determination module is as follows: judging whether the engine runs in a non-oil-supply state or not, and if the engine runs in the non-oil-supply state, triggering the clutch state judgment module by the towing state judgment module;
optionally, the determination mode of the dragging state determination module is as follows: and judging whether the rotating speed of the engine is less than the rotating speed of the input shaft of the automatic transmission, and if the rotating speed of the engine is less than the rotating speed of the input shaft of the automatic transmission, triggering the clutch state judging module by the dragging state judging module.
A second aspect of the invention provides a method of impact management for a vehicle powertrain, the method comprising the steps of:
judging whether the vehicle is in a towing state or not, and entering a clutch state judging step if the vehicle is in the towing state;
judging whether the clutch is in an opening or sliding friction state, and entering an accelerator pedal position judgment step if the clutch is in the opening or sliding friction state;
judging whether an accelerator pedal of the vehicle is in a treading state, and if the accelerator pedal of the vehicle is in the treading state, entering a crossing working condition judgment step;
judging whether the difference between the rotating speed of the input shaft of the automatic transmission and the rotating speed of the engine is larger than a preset value or not, and entering an engine torque ride-through control step if the difference is larger than the preset value;
a torque ride through control process of the engine is initiated.
Further, the torque ride through control process of the engine includes:
through the front torque control, the torque of the engine is rapidly increased to the torque required by the driver;
a cross-point torque control, wherein the engine actively reduces torque and the engine speed crosses the transmission input shaft speed;
after the post-torque control is passed, the torque of the engine is restored to the driver demand torque.
Further, the torque crossing point and the crossing post control process of the engine are realized by controlling the torque required by the gas path and controlling the torque required by the fire path.
Further, if the difference between the rotation speed of the input shaft of the automatic transmission and the rotation speed of the engine is smaller than or equal to a preset value, the torque of the engine is controlled according to the requirement of a driver.
Further, the preset value is obtained based on a gear of the automatic transmission and a rotational speed gradient calibration of the engine.
Further, the manner of judging whether the vehicle is in the back-dragging state is as follows: judging whether the engine runs in a non-oil-supply state or not, and if the engine runs in the non-oil-supply state, enabling the vehicle to be in a towing state; or judging whether the rotating speed of the engine is less than the rotating speed of the input shaft of the automatic transmission, and if the rotating speed of the engine is less than the rotating speed of the input shaft of the automatic transmission, the vehicle is in a dragging state.
Due to the technical scheme, the invention has the following beneficial effects:
whether the crossing working condition control is started or not is judged according to the difference value of the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission, after the crossing control is started, the crossing process is divided into three different stages of crossing, namely a crossing point and a crossing point, and the torque of the engine is controlled in different modes in each stage, so that the power response is met, the crossing impact is reduced, and the driving performance of the whole vehicle is improved.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings used in the description of the embodiment or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.
FIG. 1 is a flow chart of a method of managing impact in a vehicle powertrain provided in accordance with an embodiment of the present invention;
FIG. 2 is a cross-operating condition identification and engine torque cross-over control map of a method of managing lash of a vehicle powertrain according to an embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious 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 derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions.
Example one
The embodiment provides an impact management method of a vehicle power train including an engine, a torque converter, and an automatic transmission connected with the engine through the torque converter, the torque converter including a clutch, the impact management method being:
firstly, comprehensively judging whether the vehicle is in a dragging state or not according to the running state of an engine, the gear position of an automatic transmission and the position of an accelerator pedal, judging whether a clutch is in an opening or slipping state or not when the vehicle is in the dragging state, reducing the rotating speed of the engine to be below the rotating speed of an input shaft of the automatic transmission when the clutch is in the opening or slipping state, and judging to adopt different torque control modes according to the difference value of the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission when the vehicle is accelerated again. When the speed difference is small, the crossing impact is not large, and the engine torque rises according to the torque required by the driver; when the speed difference is large, large crossing impact exists, different engine torque control is adopted before crossing, at crossing points and after crossing according to a calibrated crossing working condition point, and the engine torque quickly rises before crossing according to the torque required by a driver; the passing point engine actively reduces torque, and the rotating speed of the engine stably passes through the rotating speed of an input shaft of the automatic transmission; and after crossing, the engine torque is restored to the torque required by the driver according to filtering, and crossing impact control is completed.
As shown in fig. 1, the specific steps of the impact management method are as follows:
s01: and judging whether the vehicle is in a back-dragging state or not, and if the vehicle is in the back-dragging state, entering the step S02.
The dragging state is: the accelerator is not stepped on, the engine is in a running state, and at the moment, the engine rotates under the action of inertia, so that oil consumption is not generated.
The mode of judging whether the vehicle is in the back-dragging state is as follows: the vehicle normally runs, the engine is in a running state, the automatic transmission is in a non-neutral state, the transmission system can transmit power, and the impact management system judges that the transmission chain is in a combined state according to the running state of the engine and the gear state of the automatic transmission. When the driver looses the accelerator pedal, the vehicle slides, the engine is in a running state, and the system judges that the vehicle is in a dragging state.
As an alternative embodiment, the system determines that the vehicle is in a reverse tow condition when the engine speed is less than the automatic transmission input shaft speed.
S02: judging whether the clutch is in an open or friction-slipping state, and if the clutch is in the open or friction-slipping state, entering step S03;
the shock management system receives the clutch state and when the clutch is in a lubricous or open state and at the same time satisfies S01, the system determines that a ride-through condition may exist when re-accelerating.
S03: judging whether the accelerator pedal of the vehicle is in a treading state, and if the accelerator pedal of the vehicle is in the treading state, entering step S04;
when the accelerator pedal is stepped on, the impact management system judges that a forward acceleration demand exists.
S04: and judging whether the difference between the rotation speed of the input shaft of the automatic transmission and the rotation speed of the engine is larger than a preset value or not, and if the difference is larger than the preset value, entering the step S05.
And the impact management system judges whether a crossing working point exists according to the engine rotating speed, the engine rotating speed change gradient, the rotating speed of the transmission input shaft and the gear information of the automatic transmission. If the transmission input shaft speed-engine speed > delta (which can be calibrated according to the automatic transmission gear and the engine speed gradient), the method proceeds to S05 torque crossing control. The lower the gear of the automatic transmission is, the larger the engine speed gradient is, the more serious the crossing impact is, the earlier the crossing working condition needs to be identified, and the larger the delta value is calibrated.
If a high-gear sliding step on a big accelerator can trigger the power downshift of the automatic transmission, the torque of the engine needs to be increased rapidly, and at the moment, the system does not need to identify a crossing working point. The high-grade delta can be calibrated to a maximum value, and the crossing impact function is shielded. The delta value calibration can be referred to table 1.
TABLE 1 speed difference delta between input shaft speed and engine speed of automatic transmission
And if the difference value between the rotating speed of the input shaft of the automatic transmission and the rotating speed of the engine is smaller than or equal to a preset value, no working condition point crossing exists, and the torque of the engine is controlled according to the requirement of a driver.
S05: a torque ride through control process of the engine is initiated.
As shown in FIG. 2, the torque crossing control process of the engine comprises three stages of crossing a front stage, crossing a point and crossing a rear stage. The torque control of the three stages of the engine is independently controlled through the air circuit required torque and the fire circuit required torque of the engine respectively. The gas path required torque is basic torque and is realized by controlling a throttle valve and a supercharger; the quick response of the required torque of the fire path is realized by controlling the ignition angle.
Through the front torque control, the torque of the engine is rapidly increased as required by the driver.
As shown at time T1-T2 in fig. 2, when the engine speed is less than the transmission input shaft speed- δ, the engine air path demand torque rises to the driver demand torque according to a certain slope K (which can be calibrated according to an accelerator pedal and an automatic transmission gear) after a step value (engine torque loss) of the engine air path demand torque, and the calibrated value can refer to table 2.
The required torque of the fire path rises to the required torque of the driver without filtering, and the ignition angle adopts a basic ignition angle. The engine speed rises rapidly close to the speed difference delta.
TABLE 2 gas path torque ramp rate K (Nm/s)
And through point torque control, the engine actively reduces the torque, and the engine rotating speed is through the rotating speed of the transmission input shaft.
As shown at time T2 in fig. 2, when the engine speed is equal to the transmission input shaft speed- δ, the engine gas path demand torque is maintained at the driver demand torque, and the gas path demand torque rapidly decreases the engine torque to Y (which may be calibrated according to the automatic transmission gear and the driver demand torque) through the spark angle by the driver demand torque. The value of Y is limited by the minimum firing angle and cannot be too small. And the torsion reduction can be shielded by calibrating a maximum value. The calibration values can be referred to table 3.
TABLE 3 Transit point Engine Torque Y
After the post-torque control is passed, the torque of the engine is restored to the driver demand torque.
As shown in the time T2-T3 in fig. 2, at this time, the engine speed is greater than the transmission speed- δ, the engine air path required torque is maintained at the driver required torque, the engine air path required torque is restored to the driver required torque by first-order low-pass filtering by controlling the ignition angle with Y as the starting point, the filtering time T can be calibrated according to the gear and the driver required torque, the larger the value is, the slower the torque rises, and vice versa, the calibrated value can refer to table 4.
TABLE 4 Torque recovery Filter time t
S06: and completing the torque ride-through control, wherein the torque of the engine is controlled according to the requirement of a driver.
As shown at times T3-T4 in FIG. 2, the engine air circuit demand torque and the engine fire circuit demand torque are both controlled in accordance with the driver demand torque.
According to the impact management method of the vehicle power transmission system, firstly, whether a vehicle is in a dragging state or not is comprehensively judged according to an engine running state, an automatic transmission gear and an accelerator pedal position, if the vehicle is in the dragging state, whether a clutch is in an opening or slipping state or not is judged, if the clutch is in the opening or slipping state, whether the accelerator pedal is stepped on or not is judged, and if the accelerator pedal is stepped on, whether the crossing control is activated or not is judged according to a difference value between an engine rotating speed and an input shaft rotating speed of the automatic transmission. After the crossing control is carried out, the crossing process is divided into three different stages of crossing, crossing point and crossing, and the engine torque is controlled in different modes in each stage, so that the power response is met, the crossing impact is reduced, and the driving performance of the whole vehicle is improved.
Example two
An embodiment of the present invention provides an impact management system of a power train, including:
the back dragging state judgment module: the clutch state judging module is used for judging whether the vehicle is in a back-dragging state or not and triggering the clutch state judging module when the vehicle is in the back-dragging state. The judgment mode of the dragging state judgment module is as follows: and judging whether the engine operates in a state that an accelerator pedal is lifted, and if the engine operates in the state that the accelerator pedal is lifted, triggering the clutch state judgment module by the towing state judgment module. Optionally, the determination mode of the dragging state determination module is as follows: and judging whether the rotating speed of the engine is less than the rotating speed of the input shaft of the automatic transmission, and if the rotating speed of the engine is less than the rotating speed of the input shaft of the automatic transmission, triggering the clutch state judging module by the dragging state judging module.
The clutch state judgment module: the device comprises a position judging module, a position judging module and a control module, wherein the position judging module is used for judging whether the clutch is in an opening or sliding friction state or not, and triggering an accelerator pedal when the clutch is in the opening or sliding friction state;
accelerator pedal position judgment module: the system comprises a traversing condition judging module, a traversing condition judging module and a driving module, wherein the traversing condition judging module is used for judging whether an accelerator pedal of the vehicle is in a treading state or not and triggering the traversing condition judging module when the accelerator pedal of the vehicle is in the treading state;
a crossing condition judgment module: the control module is used for judging whether the difference value between the rotating speed of the input shaft of the automatic transmission and the rotating speed of the engine is larger than a preset value or not, and triggering the engine torque ride-through control module when the difference value is larger than the preset value; and when the difference value between the rotation speed of the input shaft of the automatic transmission and the rotation speed of the engine is smaller than or equal to a preset value, controlling the torque of the engine according to the requirement of a driver.
The engine torque ride-through control module: torque ride through control for the engine. The engine torque control module includes: the passing-through front torque control submodule is used for controlling the torque of the engine to quickly rise to the torque required by the driver; the crossing point torque control submodule is used for controlling the engine to actively reduce the torque, and the rotating speed of the engine crosses the rotating speed of the transmission input shaft; and traversing the rear torque control submodule for controlling the torque of the engine to be restored to the torque required by the driver. Preferably, the torque control submodule before crossing comprises an air path torque control unit, and the air path torque control unit is used for controlling the torque of the engine to rise to the torque required by the driver according to a certain slope K after controlling the torque step value; the cross-over point torque control submodule comprises a fire path torque control unit, and the fire path torque control unit is used for controlling the torque of the engine to be rapidly reduced to Y; the post-crossing torque control submodule comprises a fire path torque control unit, and the fire path torque control unit is used for controlling the torque of the engine to be quickly restored to the torque required by the driver according to first-order low-pass filtering.
The impact management system of this embodiment may execute the method described in the first embodiment, and the implementation principle thereof is similar to that of the first embodiment, which is not described herein again.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above examples only show some embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. An impact management system of a vehicle powertrain including an engine, a torque converter, and an automatic transmission connected with the engine through the torque converter, the torque converter including a clutch, characterized by comprising:
the back dragging state judgment module: the clutch state judging module is used for judging whether the vehicle is in a back-dragging state or not and triggering the clutch when the vehicle is in the back-dragging state;
the clutch state judgment module: the device comprises a position judging module, a position judging module and a control module, wherein the position judging module is used for judging whether the clutch is in an opening or sliding friction state or not, and triggering an accelerator pedal when the clutch is in the opening or sliding friction state;
accelerator pedal position judgment module: the system comprises a traversing condition judging module, a traversing condition judging module and a driving module, wherein the traversing condition judging module is used for judging whether an accelerator pedal of the vehicle is in a treading state or not and triggering the traversing condition judging module when the accelerator pedal of the vehicle is in the treading state;
a crossing condition judgment module: the control module is used for judging whether the difference value between the rotating speed of an input shaft of the automatic transmission and the rotating speed of the engine is larger than a preset value or not, and triggering the engine torque ride-through control module when the difference value is larger than the preset value;
the engine torque ride-through control module: torque ride through control for the engine.
2. The impact management system of claim 1, wherein the engine torque ride-through control module comprises:
the passing-through front torque control submodule is used for controlling the torque of the engine to quickly rise to the torque required by the driver;
the crossing point torque control submodule is used for controlling the engine to actively reduce the torque, and the rotating speed of the engine crosses the rotating speed of the transmission input shaft;
and traversing the rear torque control submodule for controlling the torque of the engine to be restored to the torque required by the driver.
3. An impact management system according to claim 2,
the pre-crossing torque control submodule comprises an air path torque control unit, and the air path torque control unit is used for controlling the torque of the engine to rise to the torque required by the driver according to a certain slope K after controlling a torque step value;
the cross-over point torque control submodule comprises a fire path torque control unit, and the fire path torque control unit is used for controlling the torque of the engine to be rapidly reduced to Y;
the post-crossing torque control submodule comprises a fire path torque control unit, and the fire path torque control unit is used for controlling the torque of the engine to be quickly restored to the torque required by the driver according to first-order low-pass filtering.
4. The system for managing impact as claimed in claim 1, wherein the determining manner of the dragging state determining module is: judging whether the engine runs in a non-oil-supply state or not, and if the engine runs in the non-oil-supply state, triggering the clutch state judgment module by the towing state judgment module; or judging whether the rotating speed of the engine is less than the rotating speed of the input shaft of the automatic transmission, and if the rotating speed of the engine is less than the rotating speed of the input shaft of the automatic transmission, triggering the clutch state judging module by the dragging state judging module.
5. A method of impact management for a vehicle powertrain, the method comprising the steps of:
judging whether the vehicle is in a towing state or not, and entering a clutch state judging step if the vehicle is in the towing state;
judging whether the clutch is in an opening or sliding friction state, and entering an accelerator pedal position judgment step if the clutch is in the opening or sliding friction state;
judging whether an accelerator pedal of the vehicle is in a treading state, and if the accelerator pedal of the vehicle is in the treading state, entering a crossing working condition judgment step;
judging whether the difference between the rotating speed of an input shaft of the automatic transmission and the rotating speed of an engine of the engine is larger than a preset value or not, and entering an engine torque ride-through control step if the difference is larger than the preset value;
a torque ride through control process of the engine is initiated.
6. An impact management method of a vehicle powertrain according to claim 5, wherein the torque ride through control process of the engine includes:
through the front torque control, the torque of the engine is quickly increased to the torque required by the driver;
a cross-point torque control, wherein the engine actively reduces torque and the engine speed crosses the transmission input shaft speed;
after the post-torque control is passed, the torque of the engine is restored to the driver demand torque.
7. The method of claim 6, wherein the pre-torque-ride-through control of the engine is achieved by controlling the air path demand torque, and the post-torque-ride-through and torque-ride-through control of the engine is achieved by controlling the fire path demand torque.
8. The method of claim 5, wherein the torque of the engine is controlled in accordance with the driver's demand if the difference between the rotational speed of the input shaft of the automatic transmission and the rotational speed of the engine is less than or equal to a preset value.
9. The impact management method of a vehicle powertrain according to claim 5 or 8, wherein the preset value is obtained based on a gear position of the automatic transmission and a rotational speed gradient calibration of the engine.
10. An impact management method of a vehicle powertrain according to claim 5, wherein the manner of judging whether the vehicle is in a tow-back state is: judging whether the engine runs in a non-oil-supply state or not, and if the engine runs in the non-oil-supply state, enabling the vehicle to be in a towing state; or judging whether the rotating speed of the engine is less than the rotating speed of the input shaft of the automatic transmission, and if the rotating speed of the engine is less than the rotating speed of the input shaft of the automatic transmission, the vehicle is in a dragging state.
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