CN115143277B - Gear shifting control method and system for double-clutch transmission, double-clutch transmission and automobile with double-clutch transmission - Google Patents
Gear shifting control method and system for double-clutch transmission, double-clutch transmission and automobile with double-clutch transmission Download PDFInfo
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- CN115143277B CN115143277B CN202210690589.7A CN202210690589A CN115143277B CN 115143277 B CN115143277 B CN 115143277B CN 202210690589 A CN202210690589 A CN 202210690589A CN 115143277 B CN115143277 B CN 115143277B
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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
- F16H61/02—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 the signals used
- F16H61/0202—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 the signals used the signals being electric
- F16H61/0204—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 the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—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 the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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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
- F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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- Control Of Transmission Device (AREA)
Abstract
The invention discloses a gear shifting control method and system of a double-clutch transmission, the double-clutch transmission and an automobile thereof, which are used for detecting whether the automobile accords with braking downshift conditions of the transmission, calculating various parameters, determining downshift line adjustment deviation of braking downshift conditions of the transmission and dynamically updating downshift lines of braking downshift conditions of the transmission. In the process of braking and downshifting the transmission, the situation that the rotating speed of a clutch of a non-control shaft is higher than the rotating speed of an engine after gear shifting can not occur, and the aim of reducing gear shifting noise of the transmission is achieved through dynamic adjustment of a gear shifting line of the braking working condition of the transmission, so that the stability of vehicle driving is improved.
Description
Technical Field
The invention relates to a control method, a control system, a double clutch and an automobile thereof, in particular to a gear shifting control method and a control system of a double clutch transmission, the double clutch transmission and the automobile thereof.
Background
The double clutch transmission is widely applied to passenger vehicles and is characterized by comprising two clutches, wherein the two clutches are respectively arranged on odd-numbered shafts of the transmission, the odd-numbered shaft clutches are matched with the gear speed ratios of the odd-numbered shafts of the corresponding transmission, and the even-numbered shaft clutches are matched with the gear speed ratios of the even-numbered shafts of the corresponding transmission. During running of the vehicle, the transmission control unit TCU selects a gear suitable for the current working condition of the vehicle to run according to the accelerator, the brake and the vehicle speed of the driver.
The downshift noise of a vehicle with the double clutch transmission during the sliding and braking processes is derived from the shift fork gear engaging noise of different gears during the gear disengaging process, the transmission torque clearance between the driving gear and the driven gear, and the repeated change of the power transferring direction of the transmission during the speed increasing process of the downshift clutch.
At present, vehicles matched with a double clutch transmission provide various gear shifting modes, including an economic gear shifting mode, a comfortable gear shifting mode and a sport gear shifting mode, in order to meet the requirements of different users on the drivability of the vehicles. The gear shifting mode is realized, and the purpose of different driving modes of the vehicle is achieved through the combination of different gear shifting lines of the transmission and torque variation routines of the engine, so that different driving experiences of the vehicle are brought to a driver, and the requirement of more users on driving of the vehicle is met. However, in the use process of the double clutch transmission, due to differences in various aspects such as the use environment of the vehicle, the double clutch hydraulic valve body, transmission lubricating oil, driving mileage and the like and different gear shifting modes, certain differences exist in gear shifting lines of the transmission. Under the non-power downshift working condition of the transmission, the rotation speed of the clutch of the non-control shaft is higher than the rotation speed of the engine, gear shifting noise of the transmission is easy to generate, and especially under the light braking working condition, even the downshift and shrugging phenomenon is generated, so that the driving experience of a user is influenced, and the problem needs to be solved.
Disclosure of Invention
The invention aims to provide a control method and a system for reducing gear shifting noise of a double-clutch transmission, the double-clutch transmission and an automobile thereof, wherein when the transmission is in a braking gear-shifting working condition, a gear-shifting line of the braking gear-shifting working condition of the transmission is dynamically calculated based on a sliding gear-shifting rotating speed line of the transmission, and the gear-shifting line of the braking gear-shifting working condition of the transmission after the new arrangement accords with a change standard of consistency of torque transmission directions of two power transmission shafts of the double-clutch transmission, so that the power transmission directions of the transmission are consistent in the braking gear-shifting working condition of the automobile, the gear-shifting noise of the double-clutch transmission is further reduced, and the defect of the prior art is solved.
The invention provides the following scheme:
a gear-shifting control method of a dual clutch transmission capable of reducing gear-shifting noise specifically comprises the following steps:
detecting whether the vehicle meets a brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
calculating the lost output shaft rotating speed deviation, lost target clutch rotating speed and clutch rotating speed corresponding to the target gear of the non-controlled shaft of the transmission in the shifting fork gear engaging process, calculating the target gear braking and gear-down rotating speed difference of the transmission by utilizing a constraint relation, and determining the gear-down line adjusting deviation of the braking and gear-down working condition of the transmission;
And dynamically updating the downshift line of the brake downshift condition of the transmission according to the downshift line adjustment deviation and the downshift line of the transmission under the coasting condition.
Further, the braking downshift condition specifically includes: the transmission sliding working condition downshift gear shift line is as follows: the opening degree of the accelerator pedal is zero, the brake pedal switch signal is in a non-enabling state, and the vehicle slides from a high vehicle speed to a downshift line corresponding to the output shaft of the transmission when the speed is reduced under the action of self inertia, or: the opening degree of the accelerator pedal is zero, the brake pedal switch signal is in an enabling state, the pressure of the brake master cylinder is larger than a set threshold value, the engine is restored to an oil supply state, and the target gear is smaller than a brake gear threshold value.
Further, under the change rate of the current output shaft rotation speed, the calculation process of the lost output shaft rotation speed deviation in the shifting fork gear engaging process specifically comprises the following steps: and checking the rotation speed of the transmission output shaft at the current moment and the change rate of the rotation speed of the output shaft, and calculating the deviation of the rotation speed of the output shaft lost in the shifting process of the shifting fork by combining the average time of shifting of the shifting fork of the transmission shaft.
Further, the calculation process of the target clutch rotating speed lost in the shift fork gear engaging process specifically comprises the following steps: and calculating the product of the output shaft rotation speed deviation and the gear speed ratio of the target gear of the non-controlled shaft of the transmission to obtain the target clutch rotation speed lost in the shifting fork gear engaging process.
Further, according to the gear speed ratio of the target gear of the non-controlled shaft of the transmission and the rotation speed of the output shaft, the product of the gear speed ratio and the rotation speed of the output shaft is calculated, and the clutch rotation speed corresponding to the target gear of the non-controlled shaft of the transmission is obtained.
Further, the calculation process of the target gear braking downshift rotational speed difference of the transmission specifically comprises the following steps:
the method comprises the steps of calculating a target gear braking downshift rotational speed difference of a transmission by using a constraint relation, and calculating the target gear braking downshift rotational speed difference of the transmission according to the actual rotational speed of an engine, the target clutch rotational speed lost in the shifting fork gear engaging process, the clutch rotational speed corresponding to the target gear of a non-controlled shaft of the transmission and the target clutch rotational speed deviation, wherein the constraint relation is as follows:
target gear braking downshift rotational speed difference of the transmission = engine actual rotational speed + target clutch rotational speed lost during shift fork upshift-clutch rotational speed corresponding to target gear of the transmission non-controlled shaft + target clutch rotational speed deviation.
Further, determining a downshift line adjustment deviation of a brake downshift condition of the transmission, specifically: the transmission target gear braking downshift speed difference is divided by the gear ratio of the target gear of the transmission non-controlled shaft.
A shifting fork control method for calculating the shifting average time of a shifting fork of a transmission shaft specifically comprises the following steps:
Detecting whether the vehicle meets a brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
setting a transmission shaft shifting fork gear shifting time calculation condition;
checking whether shifting of a shifting fork is normal under a brake downshift condition of the transmission;
calculating an arithmetic average value of the new shifting time of the shifting fork, and conforming to the range of the shifting time of the shifting fork;
obtaining the average time of shifting of a shifting fork of a transmission shaft;
the average time for a transmission shaft shift fork shift is stored in a transmission control unit.
Further, the transmission shaft fork gear shifting time calculating condition specifically includes: checking a transmission oil temperature condition, wherein the vehicle deceleration condition and the transmission oil temperature are in a set temperature threshold range, and the vehicle deceleration is in the set threshold range;
when the transmission control unit is powered on again, the average time of shifting of the transmission shaft shifting fork is automatically read into the buffer memory.
A control system for reducing gear shifting noise of a dual clutch transmission specifically comprises:
the brake down condition detection module is used for detecting whether the vehicle accords with the brake down condition of the transmission;
the downshift line deviation adjusting module is used for calculating the lost output shaft rotating speed deviation, lost target clutch rotating speed and clutch rotating speed corresponding to the target gear of the transmission non-controlled shaft in the shifting fork gear engaging process, calculating the brake downshift rotating speed difference of the target gear of the transmission by utilizing the constraint relation, and determining the downshift line adjusting deviation of the brake downshift working condition of the transmission;
And the downshift line dynamic updating module is used for dynamically updating the downshift line of the brake downshift condition of the transmission according to the downshift line adjustment deviation and the downshift line under the slide condition of the transmission, and determining the updated brake downshift gear shift line of the transmission.
A shift fork control system for calculating a shift average time of a transmission shaft shift fork specifically comprises:
the brake gear-down condition detection module is used for detecting whether the vehicle accords with the brake gear-down condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
the shifting fork shifting time setting module is used for setting the transmission shaft shifting fork shifting time calculation conditions;
the shifting fork shifting function checking module is used for checking whether shifting fork shifting is normal under the working condition of braking and gear-shifting down of the transmission;
the shifting fork shifting time calculation module is used for calculating an arithmetic average value of new shifting fork shifting time, obtaining the average shifting time of a transmission shaft shifting fork and conforming to the range of shifting fork shifting time;
and the storage module is used for storing the average time of gear shifting of the transmission shaft shifting fork in the transmission control unit.
An electronic device, comprising: the device comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory are communicated with each other through the communication bus; the memory has stored therein a computer program which, when executed by the processor, causes the processor to perform the steps of a dual clutch transmission shift control method capable of reducing shift noise, and/or: the processor is caused to execute a shift control method for calculating a transmission shaft shift average time.
A computer readable storage medium storing a computer program executable by an electronic device, the computer program, when run on the electronic device, causing the electronic device to perform the steps of a dual clutch transmission shift control method capable of reducing shift noise, and/or: causing the electronic device to execute the steps of a shift fork control method for calculating a transmission shaft shift fork shift average time.
A dual clutch transmission that establishes a connection with a control system that reduces dual clutch transmission shift noise and/or with a shift fork control system for calculating transmission shaft shift average time, the dual clutch transmission being capable of reducing noise during a brake downshift and/or calculating transmission shaft shift average time according to the steps of the method.
An automobile provided with a dual clutch transmission thereon, further comprising:
the vehicle-mounted electronic equipment is used for realizing the steps of the method;
a processor running a program, the data output from the in-vehicle electronic device when the program is run executing the steps of the method;
A storage medium storing a program that, when executed, performs the steps of the method on data output from an in-vehicle electronic device.
Compared with the prior art, the invention has the following advantages:
according to the invention, the vehicle braking downshift working condition is judged, the downshift line of the transmission braking downshift working condition is dynamically calculated based on the transmission sliding downshift rotating speed line according to the rotating speed of the transmission output shaft and the change rate of the rotating speed of the output shaft, the gear shifting line of the newly-arranged transmission braking downshift working condition accords with the change standard of the consistency of the torque transmission directions of two power transmission shafts of the double-clutch transmission, the situation that the rotating speed of a clutch of a non-control shaft is higher than the rotating speed of an engine after gear shifting does not occur in the transmission braking downshift process, and the aim of reducing the gear shifting noise of the transmission is realized through dynamically adjusting the gear shifting line of the transmission braking working condition.
Compared with the prior art, the method and the device have the advantages that the condition of the gear shifting line of the transmission under the vehicle sliding working condition is not changed, the vehicle transmission braking and gear-down working condition is identified, and under the working condition that a driver has clear driving intention to enable the vehicle to brake and slow down, the gear shifting line of the transmission braking and gear-down working condition is dynamically updated and calculated, so that the transmission shifts according to the newly arranged gear shifting line of the transmission braking and gear-down. Under the braking condition, the situation that the rotating speed of the clutch of the transmission, which is not controlled by the control shaft, is higher than the rotating speed of the engine due to the speed reduction and the speed increase is avoided, the gear shifting noise of the double clutch transmission is further reduced, and the driving stability of the vehicle is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a control method of the present invention for reducing gear shifting noise in a dual clutch transmission.
FIG. 2 is a block diagram of a control system for reducing gear shifting noise of a dual clutch transmission according to the present invention.
FIG. 3 is a flowchart of a shift fork control method for calculating transmission shaft shift fork shift average time.
FIG. 4 is an architecture diagram of a shift fork control system for calculating transmission shaft shift fork shift average time.
Fig. 5 is a flowchart of an embodiment of the present invention in a specific application scenario.
Fig. 6 is a graph of a dual clutch transmission downshift control method in accordance with the present invention.
FIG. 7 is a schematic illustration of a dynamic adjustment of a downshift line for a brake downshift condition of a dual clutch transmission.
FIG. 8 is a flowchart of a method for calculating an average time for a shift fork shift of a dual clutch transmission.
FIG. 9 is a schematic overall vehicle construction incorporating the dual clutch transmission of the present invention and its control system.
Fig. 10 is an architecture diagram of an electronic device.
Detailed Description
The following description of the embodiments of the present invention will be made apparent and fully in view of the accompanying drawings, in which some, but not all embodiments of the invention are shown. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The control method for reducing gear shifting noise of the dual clutch transmission shown in fig. 1 specifically comprises the following steps:
step S1, detecting a vehicle braking downshift condition: detecting whether the vehicle meets a brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
step S2, determining a downshift line adjustment deviation: calculating the lost output shaft rotating speed deviation DetalOsSpd, lost target clutch rotating speed DetalTargetClutch and clutch rotating speed TargetClutchSpd corresponding to a target gear of a transmission non-controlled shaft in a shifting fork gear engaging process, calculating the target gear braking and gear reducing rotating speed difference TagetDetalRpm of the transmission by using a constraint relation, and determining a gear reducing line adjustment deviation Detalline of a transmission braking and gear reducing working condition;
Step S3, dynamically updating a downshift line of a brake downshift condition of the transmission: and dynamically updating the downshift line of the brake downshift condition of the transmission according to the downshift line adjustment deviation Detalline and the downshift line CostingShift line of the transmission under the coasting condition of the transmission.
In this embodiment, the significance of dynamically calculating the downshift line for the brake downshift condition of the transmission is: on the basis of a transmission sliding downshift line, a transmission braking downshift condition is identified, a downshift line adjustment deviation Detalline of the transmission braking downshift condition is calculated, a downshift line of the transmission braking downshift condition is updated, a gear shifting line of the transmission under the transmission braking condition is further reduced, the clutch rotating speed of the transmission with the target gear downshift being completed is lower than the actual rotating speed of the engine, and the situation that the clutch rotating speed of a transmission non-controlled shaft is higher than the rotating speed of the engine due to downshift upshift under the braking condition is avoided.
The change standard of the consistency of torque transmission directions of two power transmission shafts of the double clutch transmission, namely the target rotating speed of the clutch of the target gear of the transmission is on the same side of the rotating speed of the engine, and the rotating speed of the engine is always larger than the rotating speeds of the two clutches under the working condition of braking and gear reduction of the transmission. When the transmission is not in gear by the controlled shaft, the rotating speed of the actual engine is always larger than the rotating speed of the clutch after the transmission is not in gear by the controlled shaft.
Noun interpretation: the transmission non-controlled shaft is defined as: the dual clutch transmission has two shaft clutch shafts, one being an odd clutch shaft and the other being an even clutch shaft, which can transmit engine torque. The transmission shaft that does not transmit engine torque at the present time is the non-controlled shaft. On the other hand, the transmission shaft that is transmitting engine torque at the present time is a transmission control shaft.
Preferably, the braking downshift condition specifically includes: the transmission sliding working condition downshift gear shift line is as follows: the opening degree of the accelerator pedal is zero, the brake pedal switch signal is in a non-enabling state, and the vehicle slides from a high vehicle speed to a downshift line corresponding to the output shaft of the transmission when the speed is reduced under the action of self inertia, or: the opening degree of the accelerator pedal is zero, the brake pedal switch signal is in an enabling state, the pressure of a brake main cylinder is larger than a set threshold value, the pressure threshold value of the main cylinder is 20bar, the engine is in an oil supply recovery state, and the target gear is smaller than the brake gear threshold value. Generally, a transmission coasting condition refers to a state in which the vehicle is coasting in neutral.
Preferably, under the change rate of the current output shaft rotation speed, the calculation process of the lost output shaft rotation speed deviation in the shift fork gear engaging process specifically comprises the following steps: and checking the speed OsSpd of the transmission output shaft at the current moment and the change rate DetalOsSpdRatio of the speed of the output shaft, and calculating the output shaft speed deviation DetalOsSpd lost in the shifting process of the shifting fork by combining the average time DetalT of shifting of the shifting fork of the transmission shaft.
Preferably, the calculation process of the target clutch rotation speed DetalTargetClutch lost in the shift fork gear engaging process specifically includes: calculating the product of the output shaft rotating speed deviation DetalOsSpd and the gear speed ratio TargetGearRatio of the target gear of the non-controlled shaft of the transmission to obtain the target clutch rotating speed DetalTargetClutch lost in the shifting fork gear engaging process, wherein a specific calculation formula is as follows:
DetalTargetClutch＝DetalOsSpd*TargetGearRatio
preferably, the product of the gear ratio TargetGearRatio of the target gear of the non-controlled shaft of the transmission and the rotation speed OsSpd of the output shaft is calculated to obtain the clutch rotation speed TargetClutchSpd corresponding to the target gear of the non-controlled shaft of the transmission.
Preferably, the calculation process of the target gear braking downshift speed difference targetdectalrpm of the transmission is specifically:
the method comprises the steps of obtaining a target gear braking downshift speed difference TargetDetalRpm of a transmission by using a constraint relation, and calculating the target gear braking downshift speed difference TargetDetalRpm of the transmission according to an actual engine speed EngActualSpd, a target clutch speed DetalTargetClutch lost in a shifting fork gear engaging process, a clutch speed TargetClutSpd corresponding to a target gear of a transmission non-controlled shaft and a target clutch speed deviation DetalTgtSpdErr, wherein the constraint relation is as follows: transmission target gear braking downshift speed difference targetdutrpm = engine actual speed engacturalspm + target clutch speed duttrtargetclutch-target clutch speed deviation duttrgtspderr corresponding to a target gear of the transmission non-controlled shaft, i.e.:
TargetDetalRpm＝EngActualSpd+DetalTargetClutch–TargetClutchSpd+DetalTgtSpdErr
Preferably, a downshift line adjustment deviation DetalLine of a transmission braking downshift condition is determined, a transmission target gear braking downshift rotational speed difference targetdetallium is divided by a gear speed ratio TargetGearRatio of a target gear of a transmission non-controlled shaft, and a calculation formula is as follows:
DetalLine＝TargetDetalRpm/TargetGearRatio
the control system for reducing gear shifting noise of a dual clutch transmission according to the present invention as shown in fig. 2 specifically includes:
the brake down condition detection module is used for detecting whether the vehicle accords with the brake down condition of the transmission;
the downshift line deviation adjusting module is used for calculating the lost output shaft rotating speed deviation DetalOsSpd, lost target clutch rotating speed DetalTargetClutch and clutch rotating speed TagetClutchSpd corresponding to the target gear of the transmission uncontrolled shaft in the shifting fork gear engaging process, calculating the target gear braking downshift rotating speed difference TagetDetalRpm of the transmission by utilizing a constraint relation, and determining downshift line adjusting deviation Detalline of a transmission braking downshift working condition;
and the downshift line dynamic updating module is used for dynamically updating the downshift line of the transmission braking downshift working condition according to the downshift line adjustment deviation Detalline and the downshift line CostingShift line under the transmission sliding working condition, and determining the updated transmission braking downshift gear shifting line.
It should be noted that, although only the brake downshift condition detection module, the downshift line deviation adjustment module, and the downshift line dynamic updating module are disclosed in the architecture diagram of the present system, the composition of the present system is not meant to be limited to the basic functional modules described above, but the present invention is meant to express: one skilled in the art can add one or more functional modules to the basic functional module to form an infinite number of embodiments or technical solutions, that is, the system is open rather than closed, and the scope of protection of the claims is not limited to the disclosed basic functional module because the present embodiment only discloses individual basic functional modules. Meanwhile, for convenience of description, the above devices are described as being functionally divided into various units and modules, respectively. Of course, the functions of each unit, module, etc. may be implemented in one or more pieces of software and/or hardware when implementing the present application.
The shift fork control method for calculating the shift average time of the transmission shaft shift fork as shown in fig. 3 specifically includes:
detecting whether the vehicle meets a brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
Setting a transmission shaft shifting fork gear shifting time calculation condition;
preferably, the transmission shaft shifting fork gear shifting time calculating condition specifically comprises: checking a transmission oil temperature condition, wherein the vehicle deceleration condition and the transmission oil temperature are in a set temperature threshold range, and the vehicle deceleration is in the set threshold range;
checking whether shifting of a shifting fork is normal under a brake downshift condition of the transmission;
calculating an arithmetic average value of the new shifting time of the shifting fork, and conforming to the range of the shifting time of the shifting fork;
obtaining the average time of shifting of a shifting fork of a transmission shaft;
the average time for a transmission shaft shift fork shift is stored in a transmission control unit.
When the transmission control unit is powered on again, the average time of shifting of the transmission shaft shifting fork is automatically read into the buffer memory.
The shift fork control system for calculating the average shift time of the transmission shaft shift fork as shown in fig. 4 specifically includes:
the brake gear-down condition detection module is used for detecting whether the vehicle accords with the brake gear-down condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
the shifting fork shifting time setting module is used for setting the transmission shaft shifting fork shifting time calculation conditions;
The shifting fork shifting function checking module is used for checking whether shifting fork shifting is normal under the working condition of braking and gear-shifting down of the transmission;
the shifting fork shifting time calculation module is used for calculating an arithmetic average value of new shifting fork shifting time, obtaining the average shifting time of a transmission shaft shifting fork and conforming to the range of shifting fork shifting time;
and the storage module is used for storing the average time of gear shifting of the transmission shaft shifting fork in the transmission control unit.
It should be noted that, although only the brake downshift condition detection module, the shift fork shift time setting module, the shift fork shift function checking module, the shift fork shift time calculation module, and the storage module are disclosed in the architecture diagram of the present system, the composition of the present system is not meant to be limited to the above basic function modules, but the present invention is meant to express: one skilled in the art can add one or more functional modules to the basic functional module to form an infinite number of embodiments or technical solutions, that is, the system is open rather than closed, and the scope of protection of the claims is not limited to the disclosed basic functional module because the present embodiment only discloses individual basic functional modules. Meanwhile, for convenience of description, the above devices are described as being functionally divided into various units and modules, respectively. Of course, the functions of each unit, module, etc. may be implemented in one or more pieces of software and/or hardware when implementing the present application.
As shown in fig. 5, in a specific application scenario of the embodiment of the present invention, the embodiment provides a flowchart of a dual clutch transmission downshift control method, where the embodiment may be used to detect a brake downshift condition of a dual clutch transmission, and the method may be implemented by software and/or hardware of the dual clutch transmission brake downshift control method provided by the embodiment of the present invention, for example: the method of the present embodiment specifically includes the steps of:
step S101, detecting whether the vehicle meets a transmission braking downshift condition, wherein the vehicle braking downshift condition is met while the following sub-conditions are met:
the accelerator pedal opening is zero, the brake pedal switch signal is enabled, the brake master cylinder pressure is greater than a certain set threshold, the exemplary brake master cylinder pressure threshold is set to 20bar, the transmission control unit TCU receives that the engine of the engine control unit EMS has performed the oil supply restoration state through the CAN bus, and the flag bit is set to true: recoveroilflag=true, the target gear is less than the brake offset gear threshold, which may be determined by calibration, preferably gear 3.
When the above sub-conditions are satisfied at the same time, it is determined that the vehicle meets the transmission brake downshift condition, and the process proceeds to step S102.
Step S102: calculating the output shaft rotating speed deviation DetalOsSpd lost in the shifting fork gear engaging process, checking the transmission output shaft rotating speed OsSpd at the current moment and the change rate DetalOsSpdRatio of the output shaft rotating speed, and calculating the output shaft rotating speed deviation DetalOsSpd lost in the shifting fork gear engaging process under the change rate of the current output shaft rotating speed by combining the average time DetalT of shifting of the transmission shaft shifting fork, wherein the specific calculation formula is as follows:
DetalOsSpd＝DetalOsSpdRatio*DetalT
for example, the transmission is not shifted by the target shift G1, the output shaft rotation speed change rate is detalossspdratio=500 RPM/Sec, the transmission shaft shift G1 shift average time detat=0.4 Sec, the output shaft rotation speed deviation detalossspdratio=detalossspdratio=500×0.4=200 RPM lost during shift-up is calculated, and the process goes to step S103 after the calculation is completed.
Step S103, calculating a target clutch rotation speed DetalTargetClutch lost in the shift fork gear engaging process, according to an output shaft rotation speed deviation detaltoodspod lost in the shift fork gear engaging process, where the target clutch rotation speed DetalTargetClutch lost in the shift fork gear engaging process is equal to the output shaft rotation speed deviation detaltoodspod lost in the shift fork gear engaging process multiplied by a gear ratio targetgear of a target gear of a non-controlled shaft of the transmission, and the calculation formula is as follows:
DetalTargetClutch＝DetalOsSpd*TargetGearRatio
Taking the example of the corresponding gear ratio of the 7-speed dual clutch transmission of the following table, the transmission is not controlled to be in the target downshift G1 gear, and the corresponding target gear ratio targetgearratio= 4.219 is entered into step S104.
| Gear position | G1 | G2 | G3 | G4 | G5 | G6 | G7 |
| Speed ratio | 4.219 | 2.703 | 1.824 | 1.305 | 1.000 | 0.822 | 0.677 |
Target clutch rotational speed lost during shift fork gear engagement:
DetalTargetClutch＝DetalOsSpd*TargetGearRatio＝200*4.219＝843.8RPM
step S104, calculating a clutch rotation speed TargetClutchSpd corresponding to the target gear of the non-controlled shaft of the transmission according to the gear ratio TargetGearRatio of the target gear of the non-controlled shaft of the transmission and the output shaft rotation speed OsSpd:
TargetClutchSpd＝TargetGearRatio×OsSpd
with the gear speed ratio corresponding to the target downshift G1 of the 7-gear double clutch transmission, the rotation speed of the output shaft of the transmission is 300rpm, and the rotation speed of the clutch corresponding to the target gear of the non-controlled shaft of the transmission is:
TargetClutchSpd＝TargetGearRatio×OsSpd＝4.219×300＝1265.7RPM
step S105, calculating a transmission target gear braking downshift rotational speed difference targetdectalrpm, and calculating a transmission target gear braking downshift rotational speed difference targetdectalrpm by an actual rotational speed EngActualSpd of the engine and a target clutch rotational speed dectargetclutch lost during shift fork engagement and a clutch rotational speed targetclutchspm corresponding to a target gear of the transmission non-controlled shaft, wherein the variables conform to the following constraint relation:
TargetDetalRpm＝EngActualSpd+DetalTargetClutch+DetalTgtSpdErr–TargetClutchSpd
wherein the target clutch rotational speed deviation DetalTgtSpdErr is the transmission shift pattern S mode And transmission oil temperature T oil Is a function of (a) and (b),
alternatively expressed as:
DetalTgtSpdErr＝f(S mode ，T Oil )
the functional relation f can be further determined by calibration from a data table, and the DetalTgtSpdErr calibration relation table can be determined by a calibration table as follows:
step S106, further calculating a downshift line adjustment deviation Detalline corresponding to a transmission braking downshift condition according to a corresponding gear speed ratio relation by using a transmission target gear braking downshift speed difference TargetDetalRpm.
DetalLine＝TargetDetalRpm÷TargetGearRatio
Step S107, dynamically updating the downshift line of the transmission brake downshift condition according to the downshift line adjustment deviation DetalLine of the transmission brake downshift condition and the downshift line costingshift line of the transmission under the transmission coast condition, and determining the updated transmission brake downshift shift line:
BrakeShiftLine＝CoastingShiftLine-DetalLine
through steps S101-S107, the situation that the speed of the transmission is higher than the engine speed in the braking speed-down control process is avoided because the speed of the transmission under the braking speed-down working condition is lower than the speed of the transmission under the sliding working condition and the speed of the clutch of the non-controlled shaft is lower than the engine speed after the target gear is engaged, and the two clutch speeds are on the same side of the engine speed in the speed-down process is realized, so that the speed-down noise is effectively avoided.
As shown in the graph of the control method for the downshift of the dual clutch transmission shown in fig. 6, during the braking downshift control, the transmission control shaft clutch rotational speed C2 is lower than the engine rotational speed E1, when the transmission odd-numbered shaft target gear is changed, the gear is shifted from the G3 gear to the G1 gear, the non-controlled shaft clutch rotational speed C1 selects the lower gear, and after the non-controlled shaft clutch rotational speed C1 is shifted to the G1 gear, the non-controlled shaft clutch rotational speed is lower than the engine rotational speed through the control methods of steps S101 to S107.
As shown in fig. 7, a schematic diagram of a dynamic adjustment of a downshift line for a brake downshift condition of a dual clutch transmission, taking a G1 downshift line of the transmission as an example, in a free-wheeling condition of the vehicle, the downshift line for the G1 downshift is L1, by identifying the brake downshift condition of the transmission, under the vehicle braking working condition, the gear shifting line of the gear shifting down G1 of the transmission is further shifted towards the low vehicle speed direction by one Detalline under the working condition that the accelerator opening is 0 percent, and the shaded part in the figure is the gear shifting line adjustment deviation Detalline of the gear shifting down working condition of the transmission.
As shown in fig. 8, the method for calculating the average shift time of the shift fork of the dual clutch transmission corresponds to a shift fork control system for calculating the average shift time of the shift fork of the transmission shaft, and specifically includes the following steps:
Step S201: identifying a brake downshift condition of the transmission;
step S202: meets the calculation conditions of the shifting time of a shifting fork of a transmission shaft;
step S203: acquiring shifting time DetalT of a shifting fork corresponding to the last transmission shaft gear;
step S204: checking whether the shifting of the transmission shifting fork is normal or not, if so, entering S205, if so, entering S208;
step S205: calculating the shift time DetalT' of the transmission shaft shifting fork;
step S206: calculating new shift time DetalT of transmission shaft shift fork New
Step S207: new shift time DetalT using fork New The method is used for replacing the original average time DetalT to calculate and store;
step S208: and calculating and storing by using the average time DetalT output of the original gear shifting of the transmission shaft shifting fork.
In the calculation method, the average time DetalT of shifting of the shifting fork of each gear of the transmission is initially calculated Init From calibration, the preferred DetalT Init By the process of steps S201 to S208, the average time detal of the transmission shaft shift fork shift under the transmission braking condition is calculated in a periodic iterative manner, so that the average time of the transmission shaft shift fork shift and the transmission driving range are matched with each other.
Preferably, the transmission braking downshift condition is that the transmission control unit TCU detects that the engine has been supplied with fuel in return, and the vehicle is in a braking state, i.e.: the opening of the accelerator pedal is zero, a brake pedal switch signal is enabled, the pressure of a brake master cylinder of the vehicle is larger than a certain set threshold state, and the target gear is smaller than a brake compensation gear threshold.
Preferably, the transmission shaft fork shifting time calculating condition comprises checking a transmission oil temperature condition, a vehicle deceleration condition, wherein the transmission oil temperature is in a set temperature threshold range, and the preferable transmission oil temperature range is 20-120 ℃; vehicle dampingThe speed is within a set threshold value range, and the preferable set range of the vehicle deceleration is-3.0-0 m/s 2 。
Preferably, whether shifting fork gear shifting is normal under the working condition of braking and gear-down of the transmission at this time is checked, and whether the shifting fork gear shifting is a correct gear meshing or not is checked, the gear sleeve is combined with the combining teeth at one time, and the process of clamping stagnation and readjustment entering is not caused in the middle. And after the target shifting fork gear is combined, the clutch rotating speed of the non-controlled shaft is not higher than the engine rotating speed.
Further, calculating a new shift time DetalT of a transmission shaft shift fork New The arithmetic mean value of the original gear shifting fork shifting time DetalT and the newly calculated shifting fork shifting time DetalT' accords with the high and low threshold values of the shifting fork shifting time, and the range of the high and low threshold values of the shifting fork shifting time is preferably between 0.2 and 0.8 Sec.
Further, the average time DetalT of shifting of the transmission shaft shifting fork is stored in the content of a transmission control unit TCU, and is automatically stored in the process of powering down the TCU; when the TCU is powered on again, the TCU is automatically read into the calculation cache.
As shown in fig. 9, the overall structure schematic of a vehicle with a dual clutch transmission and a control system thereof according to the present invention is shown, the dual clutch transmission downshift control method is stored in a computer device, which may be an embedded device, a surrounding electrical sensor component and an exemplary electrical connection thereof, where the computer storage device is a transmission control unit TCU, and the transmission control unit TCU is mounted on the vehicle and controls the dual clutch transmission to perform gear shifting, the vehicle is a vehicle matching the dual clutch transmission, and the transmission control unit TCU implements a transmission braking downshift control process based on the dual clutch transmission downshift control method according to an electrical connection input of the system, and reduces transmission noise.
As shown in fig. 10, the invention also discloses an electronic device and a storage medium corresponding to the gear shift control method, the shifting fork control method and the control system of the dual clutch transmission:
the invention provides an electronic device, comprising: the device comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory are communicated with each other through the communication bus;
the memory has stored therein a computer program which, when executed by the processor, causes the processor to perform the steps of any of the methods described above.
The present invention provides a computer readable storage medium storing a computer program executable by an electronic device, which when run on the electronic device causes the electronic device to perform the steps of any one of the methods described above.
The communication bus mentioned above for the electronic devices may be a peripheral component interconnect standard (Peripheral Component Interconnect, PCI) bus or an extended industry standard architecture (Extended Industry Standard Architecture, EISA) bus, etc. The communication bus may be classified as an address bus, a data bus, a control bus, or the like. For ease of illustration, the figures are shown with only one bold line, but not with only one bus or one type of bus.
The electronic device includes a hardware layer, an operating system layer running on top of the hardware layer, and an application layer running on top of the operating system. The hardware layer includes hardware such as a central processing unit (CPU, central Processing Unit), a memory management unit (MMU, memory Management Unit), and a memory. The operating system may be any one or more computer operating systems that implement electronic device control via processes (processes), such as a Linux operating system, a Unix operating system, an Android operating system, an iOS operating system, or a windows operating system, etc. In addition, in the embodiment of the present invention, the electronic device may be a handheld device such as a smart phone, a tablet computer, or an electronic device such as a desktop computer, a portable computer, which is not particularly limited in the embodiment of the present invention.
The execution body controlled by the electronic device in the embodiment of the invention can be the electronic device or a functional module in the electronic device, which can call a program and execute the program. The electronic device may obtain firmware corresponding to the storage medium, where the firmware corresponding to the storage medium is provided by the vendor, and the firmware corresponding to different storage media may be the same or different, which is not limited herein. After the electronic device obtains the firmware corresponding to the storage medium, the firmware corresponding to the storage medium can be written into the storage medium, specifically, the firmware corresponding to the storage medium is burned into the storage medium. The process of burning the firmware into the storage medium may be implemented by using the prior art, and will not be described in detail in the embodiment of the present invention.
The electronic device may further obtain a reset command corresponding to the storage medium, where the reset command corresponding to the storage medium is provided by the provider, and the reset commands corresponding to different storage media may be the same or different, which is not limited herein.
At this time, the storage medium of the electronic device is a storage medium in which the corresponding firmware is written, and the electronic device may respond to a reset command corresponding to the storage medium in which the corresponding firmware is written, so that the electronic device resets the storage medium in which the corresponding firmware is written according to the reset command corresponding to the storage medium. The process of resetting the storage medium according to the reset command may be implemented in the prior art, and will not be described in detail in the embodiments of the present invention.
The invention further discloses a double-clutch transmission and an automobile provided with the double-clutch transmission on the basis of the electronic equipment and the storage medium:
the dual clutch transmission is connected with a control system for reducing gear shifting noise of the dual clutch transmission and/or is connected with a shifting fork control system for calculating gear shifting average time of a shifting fork of a transmission shaft, and the dual clutch transmission can reduce noise when braking gear shifting is carried out and/or calculate gear shifting average time of the shifting fork of the transmission shaft.
An automobile, on which a dual clutch transmission is provided, further comprising:
the vehicle-mounted electronic equipment is used for realizing a control method for reducing gear shifting noise of the dual-clutch transmission and/or a control method for calculating gear shifting average time of a transmission shaft shifting fork;
a processor that runs a program, and that performs steps of a control method for reducing shift noise of the dual clutch transmission and/or steps of a control method for calculating shift average time of a transmission shaft fork from data output from the in-vehicle electronic device when the program is running;
a storage medium storing a program that, when executed, performs steps of a control method of reducing shift noise of a dual clutch transmission and/or performs steps of a control method of calculating shift average time of a transmission shaft fork with respect to data output from an in-vehicle electronic device.
It will be understood by those skilled in the art that all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs unless defined otherwise. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
For the purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated by one of ordinary skill in the art that the methodologies are not limited by the order of acts, as some acts may, in accordance with the methodologies, take place in other order or concurrently. Further, those skilled in the art will appreciate that the embodiments described in the specification are presently preferred embodiments, and that the acts are not necessarily required by the embodiments of the invention.
From the above description of embodiments, it will be apparent to those skilled in the art that the present application may be implemented in software plus a necessary general purpose hardware platform. Based on such understanding, the technical solutions of the present application may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a storage medium, such as a ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to perform the methods described in the embodiments or some parts of the embodiments of the present application.
The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
The subject application is operational with numerous general purpose or special purpose computing system environments or configurations. For example: personal computers, server computers, hand-held or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, distributed computing environments that include any of the above systems or devices, and the like.
The application may be described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. The application may also be practiced in distributed computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located in both local and remote computer storage media including memory storage devices.
In the description of the present specification, the descriptions of the terms "one embodiment," "example," "specific example," and the like, mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In the several embodiments provided by the present invention, it should be understood that the disclosed apparatus and methods may be implemented in other ways as well. The apparatus embodiments described above are merely illustrative, for example, of the flowcharts and block diagrams in the figures that illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
In addition, functional modules in the embodiments of the present invention may be integrated together to form a single part, or each module may exist alone, or two or more modules may be integrated to form a single part.
The functions, if implemented in the form of software functional modules and sold or used as a stand-alone product, may be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes. It is noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (12)
1. A gear-shifting control method of a double-clutch transmission capable of reducing gear-shifting noise is characterized by comprising the following steps:
detecting whether the vehicle meets a brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
calculating the lost output shaft rotating speed deviation, lost target clutch rotating speed and clutch rotating speed corresponding to the target gear of the non-controlled shaft of the transmission in the shifting fork gear engaging process, calculating the target gear braking and gear-down rotating speed difference of the transmission by utilizing a constraint relation, and determining the gear-down line adjusting deviation of the braking and gear-down working condition of the transmission;
and dynamically updating the downshift line of the brake downshift condition of the transmission according to the downshift line adjustment deviation and the downshift line of the transmission under the coasting condition.
2. The method for controlling gear shifting of a dual clutch transmission capable of reducing gear shifting noise according to claim 1, wherein the braking downshift condition is specifically: the transmission sliding working condition downshift gear shift line is as follows: the opening degree of the accelerator pedal is zero, the brake pedal switch signal is in a non-enabling state, and the vehicle slides from a high vehicle speed to a downshift line corresponding to the output shaft of the transmission when the speed is reduced under the action of self inertia, or: the opening degree of the accelerator pedal is zero, the brake pedal switch signal is in an enabling state, the pressure of the brake master cylinder is larger than a set threshold value, the engine is restored to an oil supply state, and the target gear is smaller than a brake gear threshold value.
3. The gear shift control method of a dual clutch transmission capable of reducing gear shift noise according to claim 1, wherein the calculation process of the output shaft rotational speed deviation lost in the shift fork gear engaging process under the change rate of the current output shaft rotational speed is specifically as follows: and checking the rotation speed of the transmission output shaft at the current moment and the change rate of the rotation speed of the output shaft, and calculating the deviation of the rotation speed of the output shaft lost in the shifting process of the shifting fork by combining the average time of shifting of the shifting fork of the transmission shaft.
4. The gear shift control method of a dual clutch transmission capable of reducing gear shift noise according to claim 1, wherein the calculation process of the target clutch rotational speed lost in the shift fork shift process is specifically as follows: and calculating the product of the output shaft rotation speed deviation and the gear speed ratio of the target gear of the non-controlled shaft of the transmission to obtain the target clutch rotation speed lost in the shifting fork gear engaging process.
5. The shift control method of a dual clutch transmission capable of reducing shift noise according to claim 1, wherein a product of a gear ratio of a target gear of a transmission non-controlled shaft and an output shaft rotation speed is calculated to obtain a clutch rotation speed corresponding to the target gear of the transmission non-controlled shaft.
6. The gear shift control method of a dual clutch transmission capable of reducing gear shift noise according to claim 1, wherein the calculation process of the target gear braking downshift rotational speed difference of the transmission is specifically:
the method comprises the steps of calculating a target gear braking downshift rotational speed difference of a transmission by using a constraint relation, and calculating the target gear braking downshift rotational speed difference of the transmission according to the actual rotational speed of an engine, the target clutch rotational speed lost in the shifting fork gear engaging process, the clutch rotational speed corresponding to the target gear of a non-controlled shaft of the transmission and the target clutch rotational speed deviation, wherein the constraint relation is as follows:
target gear braking downshift rotational speed difference of the transmission = engine actual rotational speed + target clutch rotational speed lost during shift fork upshift-clutch rotational speed corresponding to target gear of the transmission non-controlled shaft + target clutch rotational speed deviation.
7. The method for controlling gear shifting of a dual clutch transmission capable of reducing gear shifting noise according to claim 1, wherein determining a shift down line adjustment deviation of a brake shift down condition of the transmission is specifically: the transmission target gear braking downshift speed difference is divided by the gear ratio of the target gear of the transmission non-controlled shaft.
8. A control system for reducing gear shifting noise of a dual clutch transmission is characterized by comprising the following specific components:
the brake gear-down condition detection module is used for detecting whether the vehicle accords with the brake gear-down condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
the downshift line deviation adjusting module is used for calculating the lost output shaft rotating speed deviation, lost target clutch rotating speed and clutch rotating speed corresponding to the target gear of the transmission non-controlled shaft in the shifting fork gear engaging process, calculating the brake downshift rotating speed difference of the target gear of the transmission by utilizing the constraint relation, and determining the downshift line adjusting deviation of the brake downshift working condition of the transmission;
and the downshift line dynamic updating module is used for dynamically updating the downshift line of the brake downshift condition of the transmission according to the downshift line adjustment deviation and the downshift line under the slide condition of the transmission, and determining the updated brake downshift gear shift line of the transmission.
9. An electronic device, comprising: the device comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory are communicated with each other through the communication bus; the memory has stored therein a computer program which, when executed by the processor, causes the processor to perform the steps of the dual clutch transmission shift control method capable of reducing shift noise of any one of claims 1 to 7.
10. A computer-readable storage medium, characterized in that it stores a computer program executable by an electronic device, which when run on the electronic device, causes the electronic device to perform the steps of the dual clutch transmission shift control method capable of reducing shift noise as claimed in any one of claims 1 to 7.
11. A dual clutch transmission, characterized in that it is connected to a control system for reducing gear shift noise of a dual clutch transmission according to claim 8, which is capable of reducing noise during a brake downshift according to the steps of the method according to any one of claims 1 to 7.
12. An automobile having the dual clutch transmission of claim 11 disposed thereon, further comprising:
an in-vehicle electronic device for implementing the steps of the method of any one of claims 1 to 7;
a processor running a program, the data output from the in-vehicle electronic device when the program is run performing the steps of the method of any one of claims 1 to 7;
a storage medium storing a program that, when executed, performs the steps of the method of any one of claims 1 to 7 on data output from an in-vehicle electronic device.
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| CN111891106A (en) * | 2020-07-29 | 2020-11-06 | 中国第一汽车股份有限公司 | Power assembly control method for reducing torsional vibration of transmission system |
| CN112228548A (en) * | 2020-10-09 | 2021-01-15 | 中国第一汽车股份有限公司 | Method, device and equipment for controlling gear shifting force of dual-clutch transmission and storage medium |
| CN112610688A (en) * | 2021-01-05 | 2021-04-06 | 潍柴动力股份有限公司 | Vehicle gear shifting control method and device and automatic gearbox control unit |
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