CN111536229A - Gear-up control method for AT automatic transmission - Google Patents
Gear-up control method for AT automatic transmission Download PDFInfo
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- CN111536229A CN111536229A CN202010389573.3A CN202010389573A CN111536229A CN 111536229 A CN111536229 A CN 111536229A CN 202010389573 A CN202010389573 A CN 202010389573A CN 111536229 A CN111536229 A CN 111536229A
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- clutch
- stage
- gear
- control
- turbine speed
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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
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/68—Inputs being a function of gearing status
- F16H59/70—Inputs being a function of gearing status dependent on the ratio established
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
- F16H2059/183—Rate of change of accelerator position, i.e. pedal or throttle change gradient
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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
- 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
- F16H2061/0078—Linear control, e.g. PID, state feedback or Kalman
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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
- 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
- F16H2061/0096—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 a parameter map
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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
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
- F16H2061/062—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for controlling filling of clutches or brake servos, e.g. fill time, fill level or pressure during filling
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention discloses an AT automatic transmission upshift control method, which relates to the field of automobile gearboxes, and is characterized in that the percentage of an accelerator pedal and vehicle speed information are received through a CAN (controller area network), and whether upshift or downshift operation is performed is judged by combining with the current gear information, and if the upshift is performed, the upshift and gear shift parameters are initialized; after initialization, each stage of the gear shifting process is gradually executed; according to the control method, the gear shifting stability of the gearbox can be improved, the dynamic property of the whole vehicle is improved, in the first stage of the control method, quick oil filling is carried out through a section of step current, lubricating oil quickly enters a clutch cavity, then the current is reduced to a certain value, slow pressure building is carried out, no obvious impact feeling exists in the gear shifting process, and the stability of the gear shifting process is improved; and in the second stage, PID adjustment is utilized, and the actual change rate of the turbine speed and the target change rate of the turbine are subjected to closed-loop control, so that the time of a sliding grinding stage is controlled, the whole gear shifting time is shortened, and the dynamic property of the whole vehicle is improved.
Description
Technical Field
The invention relates to an automobile gearbox, in particular to a control method for gear-up of an AT (automatic transmission). under the condition of meeting gear-shifting conditions, the control from a current gear to a target gear is completed by controlling a combined clutch and a separated clutch.
Background
The transmission is one of the most important parts in a vehicle power assembly, and has important functions of adjusting vehicle output torque and engine speed and realizing power transmission. The automatic transmission is a product of mechanical-electrical-hydraulic integration, most of the automatic transmissions realize the effect of automatic speed change by controlling a whole hydraulic system through a TCU driving electromagnetic valve, so that a control unit (TCU) is a core component for realizing automation and plays a role of a brain. The core of the automatic transmission is a hydraulic torque converter and a planetary gear set, and different speed ratios can be realized by controlling different clutches and brakes, so that the speed change effect is realized. Therefore, the control of the clutch becomes the central priority of the control of the automatic transmission, and the control of the clutch directly affects the dynamic property, the economical efficiency, the smoothness and the service life of the transmission of the vehicle.
Disclosure of Invention
The invention aims to provide a control method of a clutch in the gear shifting process of an automatic transmission, so that the automatic transmission can complete gear shifting operation more quickly and smoothly, and the power performance and the smoothness of the whole vehicle are improved.
In order to achieve the purpose, the invention adopts the technical scheme that: receiving percentage of an accelerator pedal and vehicle speed information through the CAN, judging whether to perform upshift or downshift operation by combining with current gear information, and initializing upshift and shift parameters if the upshift is performed; after initialization, each stage of the gear shifting process is gradually executed; the first stage is that oil is filled quickly, so that lubricating oil enters the clutch cavity quickly, and the clearance between the piston and the clutch is eliminated quickly; then, the control current is reduced to a certain value, and the voltage is slowly built, so that the impact feeling is avoided at the stage; when the rotating speed of the turbine is reduced, the combined clutch begins to transmit a part of power, and a threshold value needs to be set in consideration of factors such as rotating speed acquisition and the like, so that the condition of judgment errors is avoided; once the turbine speed is lower than a set threshold value, the clutch control starts to enter a second stage, the second stage is closed-loop control by utilizing the actual conversion rate and the target change rate of the turbine speed, and the typical PID control is adopted to control the slip time of the clutch; when the turbine speed is close to the turbine speed calculated by the target gear, finishing PID control and entering open-loop control; the open-loop control in the third stage mainly compresses the clutch plates to ensure that the clutch does not slip when the subsequent torque is increased; the method specifically comprises the following steps:
firstly, a control unit TCU acquires signals of input rotating speed, output rotating speed, gear and the like of a gearbox;
step two, receiving signals of an accelerator pedal and a vehicle speed through the CAN, and inquiring a table to determine whether a target gear is changed;
selecting a clutch to be controlled according to the target gear;
fourthly, controlling the current by controlling a clutch electromagnetic valve so as to control the pressure in a clutch cavity;
calculating the theoretical turbine speed and the actual turbine speed of the current gear; when the difference value between the theoretical turbine speed and the actual turbine speed of the current gear reaches 40-50rpm, entering a clutch slip stage;
step six, performing closed-loop control on the sliding grinding time through PID control and the actual change rate and the target change rate of the turbine rotating speed;
step seven, calculating the difference value between the theoretical turbine speed and the actual turbine speed of the target gear; and when the difference value between the actual turbine speed and the target gear theoretical turbine speed reaches 50-60rpm, entering a clutch compression phase.
The control method of the clutch of the automatic gearbox can improve the gear shifting stability of the gearbox and improve the dynamic property of the whole vehicle. In the first stage of the clutch control method, a section of step current is used for quickly charging oil, so that lubricating oil quickly enters a clutch cavity, the current is reduced to a certain value, the voltage is slowly built, the gear shifting process is ensured not to have obvious impact feeling, and the stability of the gear shifting process is improved; and in the second stage, PID adjustment is utilized, and the actual change rate of the turbine speed and the target change rate of the turbine are subjected to closed-loop control, so that the time of a sliding grinding stage is controlled, the whole gear shifting time is shortened, and the dynamic property of the whole vehicle is improved.
Drawings
FIG. 1 is a flowchart of a method for controlling an AT upshift in accordance with the present invention.
FIG. 2 is a schematic representation of the speed and control during a transmission clutch shift of the present invention;
wherein, 1 is the theoretical turbine speed of the current gear, 2 is the actual turbine speed, 3 is the theoretical turbine speed of the target gear, 4 is the controlled variable of the combined clutch, and 5 is the controlled variable of the separated clutch.
Detailed Description
The technical solution of the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.
As shown in FIG. 1, the method of the AT automatic transmission upshift control method of the present invention comprises the steps of:
firstly, a control unit TCU acquires input rotating speed, output rotating speed and gear signals of a gearbox;
step two, receiving signals of an accelerator pedal and a vehicle speed through the CAN, and inquiring a table to determine whether a target gear is changed;
selecting a clutch to be controlled according to the target gear;
fourthly, controlling the current by controlling a clutch electromagnetic valve so as to control the pressure in a clutch cavity;
calculating the difference value between the theoretical turbine speed of the current gear and the actual turbine speed; when the difference value between the theoretical turbine speed and the actual turbine speed of the current gear reaches 40-50rpm, entering a clutch slip stage;
step six, performing closed-loop control on the sliding grinding time through PID control and the actual change rate and the target change rate of the turbine rotating speed;
step seven, calculating the difference value between the theoretical turbine speed and the actual turbine speed of the target gear; and when the difference value between the actual turbine speed and the target gear theoretical turbine speed reaches 50-60rpm, entering a clutch compression phase.
Receiving percentage of an accelerator pedal and vehicle speed information through the CAN, judging whether to perform upshift or downshift operation by combining with current gear information, and initializing upshift and shift parameters if the upshift is performed; after initialization, each stage of the gear shifting process is gradually executed; the first stage is that oil is filled quickly, so that lubricating oil enters the clutch cavity quickly, and the clearance between the piston and the clutch is eliminated quickly; then, the control current is reduced to a certain value, and the voltage is slowly built, so that the impact feeling is avoided at the stage; when the rotating speed of the turbine is reduced, the combined clutch begins to transmit a part of power, and a threshold value needs to be set in consideration of factors such as rotating speed acquisition and the like, so that the condition of judgment errors is avoided; once the turbine speed is lower than a set threshold value, the clutch control starts to enter a second stage, the second stage is closed-loop control by utilizing the actual conversion rate and the target change rate of the turbine speed, and the typical PID control is adopted to control the slip time of the clutch; when the turbine speed is close to the turbine speed calculated by the target gear, finishing PID control and entering open-loop control; the open-loop control in the third stage mainly compresses the clutch plates to ensure that the clutch does not slip when the subsequent torque is increased.
The control of the clutch is mainly divided into three stages, wherein the first stage is mainly to quickly charge oil to the clutch, and the first stage is ended when the rotating speed of the turbine is reduced by a certain value; the second stage enters a PID stage, and the change of the current in the stage is mainly determined according to the actual change rate of the turbine rotating speed and the target rotating speed; ending the second stage when the actual turbine speed is very small from the turbine speed of the target gear; the third phase is the clutch compression phase, where the clutch current is ramped up from the current at the end of the second phase, and then stepped up to a maximum value.
As shown in fig. 2, a schematic diagram of the rotating speed and the control amount in the gear shifting process of the transmission clutch of the present invention is shown, where 1 is the theoretical turbine rotating speed of the current gear, 2 is the actual turbine rotating speed, 3 is the theoretical turbine rotating speed of the target gear, 4 is the combined clutch control amount, and 5 is the separated clutch control amount. When the difference value between the theoretical turbine speed and the actual turbine speed reaches 40-50rpm, entering a clutch sliding-grinding stage; when the difference value between the actual turbine speed and the theoretical turbine speed reaches 50-60rpm, entering a clutch compression stage; and carrying out closed-loop control on the sliding grinding time through PID control and the actual change rate and the target change rate of the turbine rotating speed.
The above embodiments are only for illustrating the technical idea of the present invention, and the protection scope of the present invention cannot be limited thereby, and any modification made on the basis of the technical scheme according to the technical idea proposed by the present invention falls within the protection scope of the present invention; the technology not related to the invention can be realized by the prior art.
Claims (2)
1. An AT automatic transmission upshift control method is characterized by comprising the following steps: receiving percentage of an accelerator pedal and vehicle speed information through the CAN, judging whether to perform upshift or downshift operation by combining with current gear information, and initializing upshift and shift parameters if the upshift is performed; after initialization, each stage of the gear shifting process is gradually executed; the first stage is that oil is filled quickly, so that lubricating oil enters the clutch cavity quickly, and the clearance between the piston and the clutch is eliminated quickly; then, the control current is reduced to a certain value, and the voltage is slowly built, so that the impact feeling is avoided at the stage; when the rotating speed of the turbine is reduced, the combined clutch begins to transmit a part of power, and a threshold value needs to be set in consideration of factors such as rotating speed acquisition and the like, so that the condition of judgment errors is avoided; once the turbine speed is lower than a set threshold value, the clutch control starts to enter a second stage, the second stage is closed-loop control by utilizing the actual conversion rate and the target change rate of the turbine speed, and the typical PID control is adopted to control the slip time of the clutch; when the turbine speed is close to the turbine speed calculated by the target gear, finishing PID control and entering open-loop control; the open-loop control in the third stage mainly compresses the clutch plates to ensure that the clutch does not slip when the subsequent torque is increased.
2. The AT automatic transmission upshift control method according to claim 1, characterized in that: the method comprises the following steps:
firstly, a control unit TCU acquires input rotating speed, output rotating speed and gear signals of a gearbox;
step two, receiving signals of an accelerator pedal and a vehicle speed through the CAN, and inquiring a table to determine whether a target gear is changed;
selecting a clutch to be controlled according to the target gear;
fourthly, controlling the current by controlling a clutch electromagnetic valve so as to control the pressure in a clutch cavity;
calculating the theoretical turbine speed and the actual turbine speed of the current gear; when the difference value between the theoretical turbine speed and the actual turbine speed of the current gear reaches 40-50rpm, entering a clutch slip stage;
step six, performing closed-loop control on the sliding grinding time through PID control and the actual change rate and the target change rate of the turbine rotating speed;
step seven, calculating the difference value between the theoretical turbine speed and the actual turbine speed of the target gear; and when the difference value between the actual turbine speed and the target gear theoretical turbine speed reaches 50-60rpm, entering a clutch compression phase.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010389573.3A CN111536229B (en) | 2020-05-08 | 2020-05-08 | Gear-up control method for AT automatic transmission |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010389573.3A CN111536229B (en) | 2020-05-08 | 2020-05-08 | Gear-up control method for AT automatic transmission |
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| CN111536229A true CN111536229A (en) | 2020-08-14 |
| CN111536229B CN111536229B (en) | 2022-06-28 |
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Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112628395A (en) * | 2021-02-18 | 2021-04-09 | 雷沃工程机械集团有限公司 | Control strategy of proportional electromagnetic valve for loader planetary gearbox |
| CN112628394A (en) * | 2021-02-18 | 2021-04-09 | 雷沃工程机械集团有限公司 | Control strategy for clutch of planetary gearbox of loader |
| CN112648367A (en) * | 2021-02-18 | 2021-04-13 | 雷沃工程机械集团有限公司 | Proportional electromagnetic valve current control method for planetary gearbox of loader |
| CN113602277A (en) * | 2021-08-20 | 2021-11-05 | 北京理工大学 | Coordination control method for reducing gear shifting impact based on rotation speed control |
| CN114483950A (en) * | 2021-12-14 | 2022-05-13 | 中国北方车辆研究所 | Method for calculating oil charging time of AT static gear shifting clutch |
| CN114922973A (en) * | 2022-05-23 | 2022-08-19 | 吉林大学 | Method for controlling gear shifting process of 32-gear two-state logic automatic transmission |
| CN115059755A (en) * | 2022-07-18 | 2022-09-16 | 山东临工工程机械有限公司 | Vehicle control method and vehicle |
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Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112628395A (en) * | 2021-02-18 | 2021-04-09 | 雷沃工程机械集团有限公司 | Control strategy of proportional electromagnetic valve for loader planetary gearbox |
| CN112628394A (en) * | 2021-02-18 | 2021-04-09 | 雷沃工程机械集团有限公司 | Control strategy for clutch of planetary gearbox of loader |
| CN112648367A (en) * | 2021-02-18 | 2021-04-13 | 雷沃工程机械集团有限公司 | Proportional electromagnetic valve current control method for planetary gearbox of loader |
| CN113602277A (en) * | 2021-08-20 | 2021-11-05 | 北京理工大学 | Coordination control method for reducing gear shifting impact based on rotation speed control |
| CN113602277B (en) * | 2021-08-20 | 2023-11-03 | 北京理工大学 | Coordination control method for reducing gear shifting impact based on rotation speed control |
| CN114483950A (en) * | 2021-12-14 | 2022-05-13 | 中国北方车辆研究所 | Method for calculating oil charging time of AT static gear shifting clutch |
| CN114483950B (en) * | 2021-12-14 | 2023-10-27 | 中国北方车辆研究所 | Method for calculating oil charge time of AT static shift clutch |
| CN114922973A (en) * | 2022-05-23 | 2022-08-19 | 吉林大学 | Method for controlling gear shifting process of 32-gear two-state logic automatic transmission |
| CN115059755A (en) * | 2022-07-18 | 2022-09-16 | 山东临工工程机械有限公司 | Vehicle control method and vehicle |
| CN115059755B (en) * | 2022-07-18 | 2023-04-28 | 山东临工工程机械有限公司 | Vehicle control method and vehicle |
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|---|---|
| CN111536229B (en) | 2022-06-28 |
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Effective date of registration: 20221110 Address after: 276800 West of Floor 1-2, Building 11, New Generation Information Technology Industrial Park, Gaoxin 7th Road, Rizhao Hi tech Zone, Shandong Province Patentee after: Rizhao Jinli Transmission Co.,Ltd. Address before: No.8, Huyue East Road, Longchi street, Liuhe District, Nanjing City, Jiangsu Province Patentee before: Nanjing Jinli Transmission Technology Co.,Ltd. |
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Denomination of invention: An Upshift Control Method for AT Automatic Transmission Effective date of registration: 20230424 Granted publication date: 20220628 Pledgee: Rizhao Bank Co.,Ltd. Rizhao High tech Sub branch Pledgor: Rizhao Jinli Transmission Co.,Ltd. Registration number: Y2023980038985 |