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CN113251086B - Optimal starting control method of dual-clutch automatic transmission based on torque compensation - Google Patents

Optimal starting control method of dual-clutch automatic transmission based on torque compensation Download PDF

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Publication number
CN113251086B
CN113251086B CN202110603318.9A CN202110603318A CN113251086B CN 113251086 B CN113251086 B CN 113251086B CN 202110603318 A CN202110603318 A CN 202110603318A CN 113251086 B CN113251086 B CN 113251086B
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clutch
starting
engine
control
torque
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CN113251086A (en
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王建忠
白豫川
黄晨路
赵璐
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Chongqing University of Technology
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Chongqing University of Technology
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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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/064—Control of electrically or electromagnetically actuated clutches
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
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    • F16D2500/30421—Torque of the output shaft
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/502—Relating the clutch
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    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
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    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/00—External control of clutches by electric or electronic means
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    • F16D2500/00—External control of clutches by electric or electronic means
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Abstract

The invention provides a torque compensation-based optimal starting control method for a dual-clutch automatic transmission, which comprises the following steps of: s1, taking the maximum engine torque under the accelerator opening required by the driver as the driver required torque during starting, so as to meet the starting requirement of the driver to the maximum extent and further determine the target clutch combination amount; s2, determining an engine speed control strategy and an engine target speed according to the low slip wear requirement of the clutch; s3, determining the clutch engaging speed and the synchronous compensation torque according to the smoothness requirement; and S4, designing an optimal starting controller according to the starting control principle obtained from the step S1 to the step S3. The optimal starting controller is designed on the premise that the starting intention of a driver is used as control, the dynamic requirement is determined to be a main control target of starting control, the smoothness requirement and the clutch low-slip friction requirement are constraint conditions of the starting control, and therefore the optimal starting controller can effectively meet the starting control target and can simply and efficiently eliminate synchronous impact.

Description

Optimal starting control method of dual-clutch automatic transmission based on torque compensation
Technical Field
The invention relates to the technical field of power transmission control of automobile starting, in particular to an optimal starting control method of a dual-clutch automatic transmission based on torque compensation.
Background
Double-clutch automatic transmission (DCT) starting control is one of key technologies in a DCT control system, and a great deal of energy is put into the DCT starting control system by the engineering and academic circles for years, however, the DCT starting control strategy still has many problems at present. Specifically, for single-clutch starting control, firstly, in terms of input parameters of a control strategy, the influence of vehicle conditions and road condition complexity on starting control is usually over emphasized, and the accelerator opening, the accelerator opening change rate and the accelerator opening change rate, even the road gradient are selected as the input parameters of the starting control to obtain the starting intention of a driver. Secondly, in the selection of the controlled object, the clutch control is mainly studied, the cooperative control of the engine is omitted, and the control concept emphasizes that the engaging amount and the engaging speed of the clutch are accurately adjusted to adapt to the problems of the rotating speed and the torque change of the engine, the nonlinearity of the dynamic characteristic of the engine, the nonlinearity of the dry clutch, the temperature change characteristic, the time variation, the hysteresis and the like, so that the control concept is not suitable for the starting control. Thirdly, the output parameter of the control strategy usually takes the engaging speed as the control output parameter, some control output parameters even take the engine speed as the main control output parameter, the engaging speed of the clutch only has influence on the constraint index of the impact degree in the starting and sliding process, and is not a key parameter, the engaging speed of the clutch only needs to be controlled within the impact degree required range in the starting process, and the engine speed belongs to the control target and is not the control output parameter. Fourthly, in the aspect of starting synchronous impact, the impact degree in the starting sliding and grinding stage is generally paid more attention, the impact degree at the synchronous moment is neglected, and certain defects also exist in the aspects of a generation mechanism and a solution of the synchronous impact.
Disclosure of Invention
Aiming at the technical problems in the prior art, the inventor of the invention considers through research that: firstly, the accelerator opening degree of a driver during starting is a requirement of the driver for starting power torque after integrating various factors such as road conditions, vehicle conditions, environmental conditions, self intention and the like, and the accelerator opening degree is the only input parameter for starting control; secondly, the control process of the starting process is a process that the power torque generated by the engine according to the opening degree of the accelerator of the driver is coordinated with the load torque generated by the depth of the clutch combination of the driver, so that the engine control and the clutch control must be considered simultaneously in the starting control, and the engine control and the clutch control must be coordinated and controlled. On the other hand, the starting dynamic requirement is used as a main control target of starting control, the smoothness requirement and the clutch low-slip friction requirement are only two constraint conditions of the starting control, a corresponding control method is provided according to a primary-secondary relation, the requirements of the starting control on the three aspects are sequentially met, an optimal DCT single clutch starting control strategy is obtained, and an input variable, an output variable and a control target of the optimal starting control are determined at first; and finally, determining starting control factors such as an engine rotating speed control strategy, an engine target rotating speed, a clutch target combination amount, a clutch combination speed, synchronous compensation torque and the like.
In order to solve the technical problems, the invention adopts the following technical scheme:
a method for optimal launch control of a dual clutch automatic transmission based on torque compensation, the control method comprising the steps of:
s1, taking the maximum engine torque under the accelerator opening required by the driver as the required torque of the driver during starting so as to meet the starting requirement of the driver to the maximum extent and further determine the target combination amount of the clutch;
s2, determining an engine speed control strategy and an engine target speed according to the low sliding friction requirement of the clutch;
s3, determining the clutch engaging speed and the synchronous compensation torque according to the smoothness requirement;
and S4, designing an optimal starting controller to realize the optimal starting control of the dual-clutch automatic transmission according to the starting control principle obtained in the steps S1, S2 and S3.
Further, the calculation model for determining the target clutch engagement amount in step S1 is:
Figure BDA0003093604970000021
wherein, f (beta, omega)e) Is an engine external characteristic curve, z is the number of friction surfaces, mucIs coefficient of friction, kc、ccIs a constant number, RcIs the mean friction radius of the driven disc
Figure BDA0003093604970000031
RoIs the outer diameter of the driven disc, RiIs the inner diameter of the driven disc;
as can be seen from the formula, the accelerator opening degree and the target clutch engagement amount are in one-to-one correspondence, and the clutch engagement amount needs to be determined according to the accelerator opening degree in the starting process, so that the starting torque requirement of a driver is met.
Further, the calculation process of determining the engine speed control strategy and the engine target speed according to the clutch low slip request in step S2 includes the following steps:
s21, determining a constant rotating speed control principle of the starting engine:
according to the first median theorem of integration, there must be a ξ such that the sliding work becomes:
Figure BDA0003093604970000032
wherein, Tc1For the clutch to transmit torque, xi is constant, ne(t) is the engine speed, nc1(t) is the clutch speed, t1At the moment when the clutch master and slave discs just start to contact, t3The moment when the rotating speeds of the clutch driving disk and the clutch driven disk are synchronous;
the engine idle speed constant rotating speed control method is characterized in that the combined rotating speed is reduced to the idle speed, the idle speed is used as the target rotating speed in the starting process, and the engine idle speed constant rotating speed control is the engine control mode with the minimum sliding wear work in the starting process;
s22, determination of target engine speed:
after a constant rotating speed control principle in a starting process is determined, determining a target rotating speed of an engine to obtain a sliding abrasion work calculation model:
Figure BDA0003093604970000033
wherein, ω iseIs the angular velocity, omega, of the enginec1Is angular speed of clutch driven disk, delta is conversion coefficient of vehicle mass, MaIs the total mass of the automobile and has the unit of kg, rrIs the rolling radius of the tire and has the unit of m, i0Is the speed ratio of the final drive, igIs the speed ratio of the transmission, etaTFor driveline efficiency;
according to the formula, when starting resistance is not considered, the sliding abrasion work of the engine in the constant rotating speed starting process depends on the rotating speed of the engine, the rotating speed of the starting engine must be controlled to be the lowest in order to minimize the starting sliding abrasion work, and the minimum stable rotating speed of the engine is the idling speed of the engine, so that the rotating speed of the engine is maintained near the idling speed by adjusting the combination quantity of the oil injection quantity of the engine and the clutch in the starting process, and the sliding abrasion work is reduced to a great extent; and selecting the rotating speed point with the maximum torque of the engine under different accelerator opening degrees as the target rotating speed of the engine controlled by constant rotating speed.
Further, the calculation process of determining the clutch engagement speed and the synchronous compensation torque according to the smoothness requirement in step S3 includes the following steps:
s31, determining the clutch engaging speed according to the sliding friction impact degree, wherein the calculation model of the clutch engaging speed is as follows:
Figure BDA0003093604970000041
wherein j is the impact strength and z isNumber of friction surfaces, mucIs the coefficient of friction, RcIs the mean friction radius of the driven disc
Figure BDA0003093604970000042
RoIs the outer diameter of the driven disc, RiIs the inner diameter of the driven disc, xi is a constant number, kcIs a constant, delta is the conversion coefficient of the mass of the whole vehicle, MaIs the total mass of the automobile and has the unit of kg, rrIs the rolling radius of the tire and has the unit of m, i0Is the speed ratio of the final drive, igIs the speed ratio of the transmission, etaTFor driveline efficiency;
wherein j and M areaTwo quantities are determined, and the most stringent international standard for the degree of impact, the German standard, is selected, i.e. jmax＝10m/s3Taking MaIs the mass M of full loadafullFrom the above formula, the maximum clutch engagement speed that can ensure smooth start can be obtained:
Figure BDA0003093604970000043
s32, performing excitation analysis on starting synchronous impact generation, adding a control process to the starting process at a synchronous moment, deducing by a kinetic equation, and obtaining an impact expression under the condition that the engine torque is unchanged before and after synchronization:
Figure BDA0003093604970000051
wherein, Tc1For transmitting torque to the clutch, t1At the moment when the clutch master and slave discs just start to contact, t2At a moment when the rotational speed of the clutch driven plate is greater than 0, TeAs engine torque, JeIs a first degree of freedom moment of inertia,
Figure BDA0003093604970000052
the clutch is driven by the angular acceleration of the disc,
Figure BDA0003093604970000053
for angular acceleration of clutch driven disc, Jc1A second degree of freedom moment of inertia;
according to the expression, if the angular acceleration of the engine and the clutch is different before and after synchronization, synchronous impact can be generated;
s33, according to the conclusion obtained in the step S32, the reason for generating the synchronous impact is caused by the fact that the clutch transmission torque is changed due to the fact that the clutch transmission torque is unreasonably matched with the engine torque and the load torque in the process that the friction is excessive to the synchronous stage; in the friction sliding stage, the torque transmitted by the clutch is in direct proportion to the position of the clutch, and zero impact can be realized as long as the position of the clutch is ensured; the synchronization phase, to achieve zero synchronization impact, must be such that
Figure BDA0003093604970000054
Converted by the formula:
Figure BDA0003093604970000055
from the above equation, when the angular acceleration of the clutch and the engine is different, the synchronization shock is eliminated by increasing the engine torque at the synchronization timing. By the method, the angular acceleration difference between the engine and the clutch is not required to be adjusted to be 0 for synchronization at the synchronization moment, the torque of the engine is only required to be adjusted at the synchronization moment, no complex linkage effect exists in control, and the method is simple and effective; and the power and the smoothness of the vehicle can be ensured without changing the transmission torque of the clutch.
Further, in the step S4, an optimal starting controller is designed according to the starting control principle derived in the steps S1, S2, and S3, and the whole control architecture is divided into three control loops: the controller takes the opening degree of an accelerator as a unique input variable, and the functions of closed-loop control of torque requirements of a driver, closed-loop control of the sliding friction impact degree, closed-loop control of zero synchronous impact and closed-loop control of the rotating speed of the low sliding friction work engine are realized through three control loops.
Compared with the prior art, the optimal starting control method of the dual-clutch automatic transmission based on the torque compensation has the following advantages that:
1. determining a clutch engagement amount based on launch process dynamics and clutch torque transfer characteristics according to the dynamics requirements;
2. according to the low-slip-abrasion requirement, the principle of controlling starting of the engine at the constant rotating speed is theoretically deduced by using the integral first median theorem with the aim of minimum slip abrasion work, and the principle of controlling the starting of the engine at the constant rotating speed is determined; the factors such as the starting requirement of a driver, the characteristics of the engine, the sliding abrasion power and the like are comprehensively considered, and the target rotating speed of the engine based on the constant rotating speed starting principle is determined;
3. determining a clutch engagement speed based on the ride comfort requirement;
4. deep-level reasons generated by synchronous impact are analyzed through the proportional relation between the impact degree and the torque change, and zero synchronous impact is realized through a torque compensation method innovatively; an optimal starting control method of zero synchronous impact based on torque compensation is provided; based on the three-control loop optimal starting controller, the functions of closed-loop control of torque requirements of a driver, closed-loop control of the degree of sliding friction impact, closed-loop control of zero synchronous impact, closed-loop control of the rotating speed of the low sliding friction work engine and the like are realized.
Drawings
FIG. 1 is a schematic flow chart of an optimal starting control method of a dual-clutch automatic transmission based on torque compensation, which is provided by the invention.
Fig. 2 is a schematic diagram of the design architecture of the optimal starting controller provided by the invention.
FIG. 3 is a schematic diagram of a constant engine speed controller provided by the present invention.
FIG. 4 is a schematic diagram comparing the synchronized impact of the clutch before and after control provided by the present invention.
Detailed Description
In order to make the technical means, the creation characteristics, the achievement purposes and the effects of the invention easy to understand, the invention is further explained below by combining the specific drawings.
Referring to fig. 1, the present invention provides an optimal starting control method for a dual clutch automatic transmission based on torque compensation, where the control method uses the driver's starting intention as a control premise, the starting dynamic requirement is a main control target of starting control, and the smoothness requirement and the clutch low-wear requirement are only two constraints of starting control; following the primary and secondary relations, providing a corresponding control method to sequentially meet the three-aspect requirements of starting control; obtaining an optimal single-clutch starting control strategy of the double-clutch automatic transmission, and determining an input variable, an output variable and a control target of optimal starting control; finally, determining engine speed control strategies, engine target speeds, clutch target combination quantities, clutch combination speeds and synchronous compensation torque starting control factors; the control method comprises the following steps:
s1, taking the maximum engine torque under the accelerator opening required by the driver as the driver required torque during starting, so as to meet the starting requirement of the driver to the maximum extent and further determine the target clutch combination amount;
s2, determining an engine speed control strategy and an engine target speed according to the low slip wear requirement of the clutch;
s3, determining the clutch engaging speed and the synchronous compensation torque according to the smoothness requirement;
and S4, designing an optimal starting controller to realize the optimal starting control of the dual-clutch automatic transmission according to the starting control principle obtained in the steps S1, S2 and S3.
As a specific example, the calculation model for determining the target clutch engagement amount in step S1 is:
Figure BDA0003093604970000071
wherein, f (beta, omega)e) Is an engine external characteristic curve, z is the number of friction surfaces, mucIs coefficient of friction, kc、ccIs a constant number, RcIs the mean friction radius of the driven disc
Figure BDA0003093604970000072
RoIs the outer diameter of the driven disc, RiIs the inner diameter of the driven disc;
as can be seen from the formula, the accelerator opening degree and the target clutch engagement amount are in one-to-one correspondence, and the clutch engagement amount needs to be determined according to the accelerator opening degree in the starting process, so that the starting torque requirement of a driver is met.
As a specific example, the calculation process of determining the engine speed control strategy and the engine target speed according to the clutch low slip request in step S2 includes the following steps:
s21, determining a constant rotating speed control principle of the starting engine:
according to the first median theorem of integration, there must be a ξ such that the sliding work becomes:
Figure BDA0003093604970000081
wherein, Tc1For the clutch to transmit torque, xi is constant, ne(t) is the engine speed, nc1(t) is the clutch speed, t1At the moment when the clutch master and slave discs just start to contact, t3The moment when the rotating speeds of the clutch driving disk and the clutch driven disk are synchronous;
the engine idle speed constant rotating speed control method is characterized in that the combined rotating speed is reduced to the idle speed, the idle speed is used as the target rotating speed in the starting process, and the engine idle speed constant rotating speed control is the engine control mode with the minimum sliding wear work in the starting process;
s22, determination of target engine speed:
after a constant rotating speed control principle in a starting process is determined, determining a target rotating speed of an engine to obtain a sliding abrasion work calculation model:
Figure BDA0003093604970000082
wherein, ω iseIs the angular velocity, omega, of the enginec1Is angular speed of clutch driven disk, delta is conversion coefficient of vehicle mass, MaIs the total mass of the automobile and has the unit of kg, rrIs the rolling radius of the tire and has the unit of m, i0Is the speed ratio of the final drive, igIs the speed ratio of the transmission, etaTFor driveline efficiency;
according to the formula, when starting resistance is not considered, the sliding abrasion work of the engine in the constant rotating speed starting process depends on the rotating speed of the engine, the rotating speed of the starting engine must be controlled to be the lowest in order to minimize the starting sliding abrasion work, and the minimum stable rotating speed of the engine is the idling speed of the engine, so that the rotating speed of the engine is maintained near the idling speed by adjusting the combination quantity of the oil injection quantity of the engine and the clutch in the starting process, and the sliding abrasion work is reduced to a great extent; and selecting the rotating speed point with the maximum torque of the engine under different accelerator opening degrees as the target rotating speed of the engine controlled by constant rotating speed.
As an embodiment, the calculation process of determining the clutch engagement speed and the synchronous compensation torque according to the smoothness requirement in step S3 includes the following steps:
s31, determining the clutch engaging speed according to the sliding friction impact degree, wherein the calculation model of the clutch engaging speed is as follows:
Figure BDA0003093604970000091
wherein j is the impact degree, z is the number of friction surfaces, mucIs the coefficient of friction, RcIs the mean friction radius of the driven disc
Figure BDA0003093604970000092
RoIs the outer diameter of the driven disc, RiIs the inner diameter of the driven disc, xi is a constant number, kcIs a constant, delta is the conversion coefficient of the mass of the whole vehicle, MaIs the total mass of the automobile and has the unit ofkg，rrIs the rolling radius of the tire and has the unit of m, i0Is the speed ratio of the final drive, igIs the speed ratio of the transmission, etaTFor driveline efficiency;
wherein j and M areaTwo quantities are determined, and the most stringent international standard for the degree of impact, the German standard, is selected, i.e. jmax＝10m/s3Taking MaIs the mass M of full loadafullFrom the above formula, the maximum clutch engagement speed that can ensure smooth start can be obtained:
Figure BDA0003093604970000093
s32, performing excitation analysis on starting synchronous impact generation, and in order to perform problem analysis better, adding a control process at the synchronous moment in the starting process, deducing by a kinetic equation, and obtaining an impact expression under the condition that the engine torque is not changed before and after synchronization:
Figure BDA0003093604970000094
wherein, Tc1For transmitting torque to the clutch, t1At the moment when the clutch master and slave discs just start to contact, t2At the moment when the rotating speed of the clutch driven disc is greater than 0, TeAs engine torque, JeIs a first degree of freedom moment of inertia,
Figure BDA0003093604970000095
the clutch is driven by the angular acceleration of the disc,
Figure BDA0003093604970000096
for angular acceleration of clutch driven disc, Jc1A second degree of freedom moment of inertia;
according to the expression, if the angular acceleration of the engine and the clutch is different before and after synchronization, synchronous impact can be generated;
s33, obtained according to step S32The reason for generating the synchronous impact is caused by the fact that the transmission torque of the clutch is not reasonably matched with the engine torque and the load torque in the process of the excessive slip friction to the synchronous stage, and the transmission torque of the clutch is changed; in the friction sliding stage, the torque transmitted by the clutch is in direct proportion to the position of the clutch, and zero impact can be realized as long as the position of the clutch is ensured; the synchronization phase, to achieve zero synchronization impact, must be such that
Figure BDA0003093604970000101
Converted by the formula:
Figure BDA0003093604970000102
from the above equation, when the angular acceleration of the clutch and the engine is different, the synchronization shock is eliminated by increasing the engine torque at the synchronization timing. By the method, the angular acceleration difference between the engine and the clutch is not required to be adjusted to 0 for synchronization at the synchronization time, the torque of the engine is only required to be adjusted at the synchronization time, and the method has no complex linkage effect in control and is simple and effective; and the power and the smoothness of the vehicle can be ensured without changing the transmission torque of the clutch.
As a specific embodiment, in the step S4, an optimal starting controller is designed according to the starting control principle derived in the steps S1, S2, and S3, and a specific design architecture is shown in fig. 2, where the entire control architecture is divided into three control loops: the controller takes accelerator opening as the only input variable, and realizes the functions of driver torque demand closed-loop control, sliding friction impact closed-loop control, zero synchronous impact closed-loop control and low sliding friction power engine rotating speed closed-loop control through three control loops, wherein the three loop control processes are as follows:
a dynamic ring:
the control loop calculates the maximum torque of the engine under the accelerator opening according to the accelerator opening, takes the maximum torque as the torque required by the driver, inputs the maximum torque to the clutch engagement controller, and uses the following formula
Figure BDA0003093604970000103
The duty ratio of the motor is calculated, and meanwhile, the controller can carry out closed-loop correction on the current i of the motor according to the deviation between the torque required by the driver and the actual torque of the clutch1。
Ride comfort ring:
according to the analysis, the starting impact is divided into sliding mill impact and synchronous impact, so that the control loop is correspondingly divided into two control loops, namely a sliding mill impact control loop and a synchronous impact control loop.
(1) When the difference delta omega between the rotating speeds of the engine and the clutch is larger than the threshold value omega0And then enters a sliding grinding impact ring:
firstly, calculating a target impact degree according to the opening degree of an accelerator, and dividing the target impact degree into 3 grades of impact degrees j according to the opening degree beta of the accelerator within the limit requirement range of the impact degree smaller than the maximum impact degree1、j2、j3And beta is less than or equal to 30%, the target impact degree is j1(ii) a When beta is more than 30% and less than 70%, the target impact is j2(ii) a Beta is more than or equal to 70 percent, the target impact degree is j3(ii) a After the target impact degree is input to the clutch combination speed controller, the controller can be used for controlling the clutch combination speed according to the following formula
Figure BDA0003093604970000111
Calculating the target combination speed of the clutch and outputting a motor current limit value ilimThe upper limit value is the motor current i output to the clutch engagement controller in the power loop1And correcting, outputting the corrected torque to a clutch model together, obtaining the actual torque of the clutch through the clutch model, and outputting the actual torque to the whole vehicle model.
(2) When the difference delta omega between the rotating speeds of the engine and the clutch is smaller than the threshold value omega0And then enter the synchronous impact ring:
firstly, the synchronous impact estimator estimates the estimated value of the synchronous impact under the current state according to the following formula
Figure BDA0003093604970000112
Then the zero-synchronous impact controller takes the zero-synchronous impact as a target, and calculates the target torque of the engine according to the following formula according to the estimated value of the synchronous impact degree, the actual torque of the engine, the angular acceleration of the engine and the angular acceleration of the clutch
Figure BDA0003093604970000113
And the actual torque of the engine is obtained through the engine model and is output to a whole vehicle model.
Low-slip ring:
when the difference delta omega between the rotating speeds of the engine and the clutch is larger than the threshold value omega0When the engine enters the control loop, firstly, the target rotating speed omega of the engine is determined according to the opening degree of the throttlee refAnd then the engine constant rotating speed controller calculates the target torque of the engine according to the difference value between the target rotating speed and the actual rotating speed of the engine, outputs the target torque to the engine model, obtains the actual torque of the engine and finally outputs the actual torque to the whole vehicle model. The engine constant speed controller is shown in fig. 3.
As a further embodiment, the optimal starting control method of the dual-clutch automatic transmission based on the torque compensation is tested and verified through a whole vehicle test. The test result is shown in fig. 4, and it can be seen from comparison of the graphs that for single clutch starting, before synchronous torque compensation control is performed on the engine torque, the rotation speed of the input shaft at the synchronous moment generates oscillation, and the vehicle generates synchronous impact; after synchronous torque compensation control is carried out on the engine torque, the rotating speed of an input shaft does not vibrate at the synchronous moment, and the vehicle does not generate synchronous impact; therefore, synchronous impact can be eliminated quickly and effectively by performing synchronous torque compensation control on the engine torque.
Compared with the prior art, the optimal starting control method of the dual-clutch automatic transmission based on the torque compensation has the following advantages that:
1. determining a clutch engagement amount based on launch process dynamics and clutch torque transfer characteristics according to the dynamics requirements;
2. according to the low-slip-abrasion requirement, the principle of controlling starting of the engine at the constant rotating speed is theoretically deduced by using the integral first median theorem with the aim of minimum slip abrasion work, and the principle of controlling the starting of the engine at the constant rotating speed is determined; the factors such as the starting requirement of a driver, the characteristics of the engine, the sliding abrasion power and the like are comprehensively considered, and the target rotating speed of the engine based on the constant rotating speed starting principle is determined;
3. determining a clutch engagement speed based on the ride comfort requirement;
4. deep-level reasons generated by synchronous impact are analyzed through the proportional relation between the impact degree and the torque change, and zero synchronous impact is realized through a torque compensation method innovatively; an optimal starting control method of zero synchronous impact based on torque compensation is provided; based on the three-control loop optimal starting controller, the functions of closed-loop control of torque requirements of a driver, closed-loop control of the degree of sliding friction impact, closed-loop control of zero synchronous impact, closed-loop control of the rotating speed of the low sliding friction work engine and the like are realized.
Finally, the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all of them should be covered in the claims of the present invention.

Claims (5)

1. An optimal starting control method of a dual-clutch automatic transmission based on torque compensation is characterized in that a starting intention of a driver is used as a control premise, starting dynamic requirements are main control targets of starting control, and smoothness requirements and clutch low-wear requirements are only two constraint conditions of starting control; following the primary and secondary relations, providing a corresponding control method to sequentially meet the three-aspect requirements of starting control; obtaining an optimal single-clutch starting control strategy of the double-clutch automatic transmission, and determining an input variable, an output variable and a control target of optimal starting control; finally, determining engine speed control strategies, engine target speeds, clutch target combination quantities, clutch combination speeds and synchronous compensation torque starting control factors; the control method comprises the following steps:
s1, taking the maximum engine torque under the accelerator opening required by the driver as the driver required torque during starting, so as to meet the starting requirement of the driver to the maximum extent and further determine the target clutch combination amount;
s2, determining an engine speed control strategy and an engine target speed according to the low sliding friction requirement of the clutch;
s3, determining the clutch engaging speed and the synchronous compensation torque according to the smoothness requirement;
and S4, designing an optimal starting controller to realize the optimal starting control of the dual-clutch automatic transmission according to the starting control principle obtained in the steps S1, S2 and S3.
2. The optimal launch control method for a dual clutch automatic transmission based on torque compensation of claim 1, characterized in that the calculation model for determining the clutch target engagement amount in step S1 is:
Figure FDA0003093604960000011
wherein, f (beta, omega)e) Is an engine external characteristic curve, z is the number of friction surfaces, mucIs coefficient of friction, kc、ccIs a constant, RcIs the mean friction radius of the driven disc
Figure FDA0003093604960000012
RoIs the outer diameter of the driven disc, RiIs the inner diameter of the driven disc.
3. The optimal launch control method for a dual clutch automatic transmission based on torque compensation as claimed in claim 1 wherein the calculation process to determine the engine speed control strategy and the engine target speed based on the clutch low slip request in step S2 includes the steps of:
s21, determining a constant rotating speed control principle of the starting engine:
according to the first median theorem of integration, there must be a ξ such that the sliding work becomes:
Figure FDA0003093604960000021
wherein, Tc1For the clutch to transmit torque, xi is constant, ne(t) is the engine speed, nc1(t) is the clutch speed, t1At the moment when the clutch master and slave discs just start to contact, t3The moment when the rotating speeds of the clutch driving disk and the clutch driven disk are synchronous;
s22, determination of target engine speed:
after a constant rotating speed control principle in a starting process is determined, determining a target rotating speed of an engine to obtain a sliding abrasion work calculation model:
Figure FDA0003093604960000022
wherein, ω iseIs the angular velocity, omega, of the enginec1Is angular speed of clutch driven disk, delta is conversion coefficient of vehicle mass, MaIs the total mass of the automobile and has the unit of kg, rrIs the rolling radius of the tire and has the unit of m, i0Is the speed ratio of the final drive, igIs the speed ratio of the transmission, etaTFor driveline efficiency.
4. The optimal launch control method for a dual clutch automatic transmission based on torque compensation as claimed in claim 1, wherein the calculation process of determining clutch engagement speed and synchronous compensation torque according to the ride comfort requirement in step S3 includes the following steps:
s31, determining the clutch engaging speed according to the sliding friction impact degree, wherein the calculation model of the clutch engaging speed is as follows:
Figure FDA0003093604960000023
wherein j is the impact degree, z is the number of friction surfaces, mucIs the coefficient of friction, RcIs the mean friction radius of the driven disc
Figure FDA0003093604960000024
RoIs the outer diameter of the driven disc, RiIs the inner diameter of the driven disc, xi is a constant number, kcIs a constant, delta is the conversion coefficient of the mass of the whole vehicle, MaIs the total mass of the automobile and has the unit of kg, rrIs the rolling radius of the tire and has the unit of m, i0Is the speed ratio of the final drive, igIs the speed ratio of the transmission, etaTFor driveline efficiency;
wherein j and M areaTwo quantities are determined, and the most stringent international standard for the degree of impact, the German standard, is selected, i.e. jmax＝10m/s3Taking MaIs the mass M of full loadafullFrom the above formula, the maximum clutch engagement speed that can ensure smooth start can be obtained:
Figure FDA0003093604960000031
s32, performing excitation analysis on starting synchronous impact generation, adding a control process to the starting process at a synchronous moment, deducing by a kinetic equation, and obtaining an impact expression under the condition that the engine torque is unchanged before and after synchronization:
Figure FDA0003093604960000032
wherein, Tc1For transmitting torque to the clutch, t1At the moment when the clutch master and slave discs just start to contact, t2At a moment when the rotational speed of the clutch driven plate is greater than 0, TeAs engine torque, JeIs a first degree of freedom moment of inertia,
Figure FDA0003093604960000033
the clutch is driven by the angular acceleration of the disc,
Figure FDA0003093604960000034
angular acceleration of the driven disc of the clutch, Jc1A second degree of freedom moment of inertia;
according to the expression, if the angular acceleration of the engine and the clutch is different before and after synchronization, synchronous impact can be generated;
s33, according to the conclusion obtained in the step S32, the reason for generating the synchronous impact is caused by the fact that the clutch transmission torque is changed due to the fact that the clutch transmission torque is unreasonably matched with the engine torque and the load torque in the process that the friction is excessive to the synchronous stage; in the friction sliding stage, the torque transmitted by the clutch is in direct proportion to the position of the clutch, and zero impact can be realized as long as the position of the clutch is ensured; the synchronization phase, to achieve zero synchronization impact, must be such that
Figure FDA0003093604960000035
Converted by the formula:
Figure FDA0003093604960000036
from the above equation, when the angular acceleration of the clutch and the engine is different, the synchronization shock is eliminated by increasing the engine torque at the synchronization timing.
5. The optimal starting control method for the dual-clutch automatic transmission based on the torque compensation as claimed in claim 1, wherein the optimal starting controller is designed according to the starting control principle derived in the steps S1, S2 and S3 in the step S4, and the whole control architecture is divided into three control loops: the controller takes the opening degree of an accelerator as a unique input variable, and realizes the functions of closed-loop control of the torque requirement of a driver, closed-loop control of the sliding abrasion impact degree, closed-loop control of zero synchronous impact and closed-loop control of the rotating speed of the low sliding abrasion power engine through three control loops.
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