CN102841542B - In-loop simulation test bed for hardware of transmission control unit of dry-type dual clutch transmission - Google Patents

Abstract

The invention relates to an in-loop simulation test bed for hardware of a transmission control unit (TCU) of a dry-type dual clutch transmission (DCT), comprising a synchronizer execution motor, a PC (personal computer) machine, an AutoBox prototype controller, the electronic control unit TCU (transmission control unit), a clutch execution motor, a driving control mechanism and a clutch assembly, wherein the TCU is respectively connected with the synchronizer, the PC machine, the AutoBox prototype controller, the clutch execution motor, the driving control mechanism and the clutch assembly, the PC machine is connected with the AutoBox prototype controller, and the clutch execution motor is connected with the clutch assembly. Compared with the prior art, the in-loop simulation test bed has the advantages that service conditions of the TCU are more close to the working condition of a real vehicle and prediction and evaluation of a dry-type DCT control policy can be more accurate.

Description

Dry-type dual-clutch automatic transmission ECU (Electrical Control Unit) hardware-in-loop simulation testing table

Technical field

The present invention relates to a kind of simulative testing bench for electrical control unit of automatic transmission, especially relate to a kind of dry-type dual-clutch automatic transmission ECU (Electrical Control Unit) hardware-in-loop simulation testing table.

Background technology

Dry-type dual-clutch automatic transmission (Dual Clutch Transmission, be called for short DCT) be made up of fixed shaft type gear shift, sensor, ECU (Electrical Control Unit) (Transmission Control Unit is called for short TCU), synchronizer and double clutch topworks.It is as a kind of novel automatic transmission, both inherited that MT and AMT structure is simple, transmission efficiency is high and low cost and other advantages, overcome again the deficiency of MT and AMT shift process power interruption, therefore more and more receive the concern of industry, but the domestic research for this respect is still in the starting stage, its ECU (Electrical Control Unit) hardware-in-loop simulation testing table is very few especially.

Existing DCT ECU (Electrical Control Unit) hardware-in-loop simulation testing table, it is mostly the platform based on xPC target machine and board, the download of its model is all more loaded down with trivial details with the layoutprocedure of tools chain, and is not similar to CANape or ControlDesk etc. and measures calibration tool and come the running status of supervisory control simulation test and the controling parameters of online modification strategy or the matching parameter of model.In addition, in existing DCT ECU (Electrical Control Unit) simulation hardware testing table, the actuating motor of double clutch is mostly unloaded, namely actual dual clutch module is lacked, therefore be difficult to real vehicle environment that is virtually reality like reality, and the cooperation control of the double clutch key that to be DCT control and difficult point, thus to cause on testing table test and authenticated control strategy is difficult to be applied in real vehicle, and may directive function be had no.

Summary of the invention

Object of the present invention be exactly in order to overcome above-mentioned prior art exist defect and a kind of dry-type dual-clutch automatic transmission ECU (Electrical Control Unit) hardware-in-loop simulation testing table is provided.

Object of the present invention can be achieved through the following technical solutions:

A kind of dry-type dual-clutch automatic transmission ECU (Electrical Control Unit) hardware-in-loop simulation testing table, it is characterized in that, comprise synchronizer actuating motor, PC, AutoBox controller prototype, ECU (Electrical Control Unit) TCU, clutch coupling actuating motor, riding manipulation mechanism and clutch pack, described ECU (Electrical Control Unit) TCU is connected with synchronizer actuating motor, PC, AutoBox controller prototype, clutch coupling actuating motor, riding manipulation mechanism, clutch pack respectively, described PC is connected with AutoBox controller prototype, and described clutch coupling actuating motor is connected with clutch pack;

The Dynamic Simulation Model under the different operating mode of double-clutch automatic gearbox set up by PC, and this model is converted into after C code format through RTW and downloads in AutoBox controller prototype, ECU (Electrical Control Unit) TCU solidifies dry type DCT control program, and Real-time Collection accelerator pedal, the riding manipulation signal of brake pedal and pin position, and utilize CAN communication mode to obtain engine speed from the Dynamic Simulation Model of AutoBox controller prototype, clutch driven plate rotating speed, speed information, calculate running status and the shifting moment of vehicle, thus the operation of Dynamic Simulation Model in control AtuoBox controller prototype, the target location of the clutch pack determining synchronizer actuating motor further and be connected with clutch coupling actuating motor, and in clutch coupling actuating motor operational process Real-time Collection Displacement Feedback signal to realize the accurate closed-loop control to synchronizer and clutch position.

Described clutch coupling actuating motor, clutch pack are equipped with 2, and described clutch pack comprises clutch coupling and actuation mechanism.

When odd number gear changes even number gear, described Dynamic Simulation Model comprise vehicle starting condition model, odd number gear gear stablize driving cycle model, odd number gear gear simultaneously even number gear synchronizer in advance clutching operation model, odd number gear at gear and even number gear synchronizer clutching operation model and odd number gear and even number keep off and switch transient working condition model;

1) the vehicle starting condition model described in is as follows:

First vehicle is in the state of parking, after driver's point is fought and loosened the brake, starts to enter starting operating mode, and take single clutch to engage starting, the driving and driven part of first clutch starts slowly to engage, and chooses state variable x ₁=ω _e, x ₂=ω _s, controlled quentity controlled variable $u=\left[\begin{array}{c}{T}_e\\ T_{c1e}\end{array}\right]=\left[\begin{array}{c}{T}_e\\ T_{\mathrm{ec}1}\end{array}\right],$ The state-space expression obtained under starting operating mode is as follows:

$\left[\begin{array}{c}{\stackrel{\·}{x}}_1\\ {\stackrel{\·}{x}}_2\end{array}\right]=\left[\begin{array}{cc}-\frac{b_e}{I_e}& 0\\ 0& -\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}\end{array}\right]\left[\begin{array}{c}{x}_1\\ x_2\end{array}\right]+\left[\begin{array}{cc}\frac{1}{I_e}& -\frac{1}{I_e}\\ \frac{i_1{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}& 0\end{array}\right]u+\left[\begin{array}{c}0\\ -\frac{T_r}{I_{\mathrm{equ}}}\end{array}\right]---\left(1\right)$

Wherein:

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+I_{c1}{i}_1^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+b_{c1}{i}_1^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(2\right)$

In formula, I _efor the moment of inertia of engine output shaft and clutch coupling active part; I _c1for C ₁the moment of inertia of axle and the part that is fixedly connected thereof; I _mfor intermediate shaft m and the moment of inertia partly that is fixedly connected thereof; I _sfor the moment of inertia of output shaft s and main reducing gear active part; I _gfor the moment of inertia of single gear; T _efor engine output torque; T _c1efor C ₁axle is to the moment of reaction of engine output shaft; T _ec1for engine output shaft passes to C ₁the moment of torsion of axle; T _rfor being transformed into the vehicle drag square at transmission output shaft place; ω _e, ω _sbe respectively the rotating speed of engine output shaft and s axle; b _e, b _c1, b _m, b _s, b _gengine shaft, C respectively ₁the damping ratio of axle, m axle, s axle and single gear; i ₁, i _abe respectively 1 gear speed ratio and speed ratio of main reducer; η is gear-driven efficiency; M, C _d, A is respectively complete vehicle quality, air resistance coefficient and front face area; V, α, r are respectively the speed of a motor vehicle, road grade and radius of wheel;

2) it is as follows that the odd number gear described in stablizes driving cycle model at gear:

When the master and slave Moving plate synchronization of first clutch, start to walk or shifted gears, vehicle enters odd number gear and stablizes travel phase, C ₁together with axle connects firmly with the output shaft of engine, due to speed changer structure, current odd gear is different, and its state-space expression is also different, chooses state variable x=ω _s, controlled quentity controlled variable u=T _e, then its state-space expression is as follows:

$\stackrel{\·}{x}=-\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}x+\frac{i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}u-\frac{T_r}{I_{\mathrm{equ}}}---\left(3\right)$

Wherein:

A () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+(I_{c1}+I_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+(b_{c1}+b_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(4\right)$

B () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+(I_{c1}+I_e+I_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+b_m{i}_a^2\mathrm{\η}+(b_{c1}+b_e+b_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(5\right)$

In formula, i _oddfor odd number gear speed ratio;

3) even number gear while of the odd number gear described in keeps off synchronizer, and clutching operation model is as follows in advance:

Along with the continuous change of the speed of a motor vehicle, vehicle has the trend of upshift or downshift, and next gear synchronizer engages in advance, and compared with a upper operating mode, add the dynamic engaging process of synchronizer, corresponding moment of inertia and torque there occurs change, choose state variable x ₁=ω _c2, x ₂=ω _s, controlled quentity controlled variable $u=\left[\begin{array}{c}{T}_t\\ T_e\end{array}\right],$ Then its state-space expression is as follows:

$\left[\begin{array}{c}{\stackrel{\·}{x}}_1\\ {\stackrel{\·}{x}}_2\end{array}\right]=\left[\begin{array}{cc}-\frac{b_{c2}}{I_{c2}}& 0\\ 0& -\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}\end{array}\right]\left[\begin{array}{c}{x}_1\\ x_2\end{array}\right]+\left[\begin{array}{cc}\frac{1}{I_{c2}}& 0\\ -\frac{i_{\mathrm{even}}{i}_a}{I_{\mathrm{equ}}}& \frac{i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}\end{array}\right]u+\left[\begin{array}{c}0\\ -\frac{T_r}{I_{\mathrm{equ}}}\end{array}\right]---\left(6\right)$

Wherein:

A () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+(I_{c1}+I_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+I_g{i}_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+(b_{c1}+b_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+b_g{i}_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(7\right)$

B () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+(I_{c1}+I_e+I_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+I_g{i}_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+b_m{i}_a^2\mathrm{\η}+(b_{c1}+b_e+b_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+b_g{i}_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(8\right)$

In formula, T _tfor the opplied moment of the main secondary part of synchronizer; I _c2for C ₂the moment of inertia of axle; b _c2for C ₂the damping ratio of axle; ω _c2for C ₂the rotating speed of axle; i _evenfor even number gear speed ratio;

4) odd number gear gear and even number gear synchronizer clutching operation model is as follows:

After next gear synchronizer engages completely, the driving and driven part of synchronizer all connects firmly together together with gear to be joined, and degree of freedom reduces to some extent, and corresponding moment of inertia and torque also there occurs change, chooses state variable x=ω _s, controlled quentity controlled variable u=T _e, then its state-space expression is as follows:

$\stackrel{\·}{x}=-\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}x+\frac{i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}u-\frac{T_r}{I_{\mathrm{equ}}}---\left(9\right)$

Wherein:

E () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+(I_{c1}+I_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+(b_{c1}+b_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(10\right)$

F () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+(I_{c1}+I_e+I_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+b_m{i}_a^2\mathrm{\η}+(b_{c1}+b_e+b_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(11\right)$

5) odd number gear keeps off with even number that to switch transient working condition model as follows:

When meeting the gearshift critical point of schedule, the clutch coupling connected with current shift starts to be separated gradually, and another clutch coupling starts slowly to engage simultaneously, finally completes the switching that odd number gear keeps off with even number, chooses state variable x ₁=ω _e, x ₂=ω _s, controlled quentity controlled variable $u=\left[\begin{array}{c}\mathrm{Te}\\ T_{c1e}\\ T_{c2e}\end{array}\right]=\left[\begin{array}{c}\mathrm{Te}\\ T_{\mathrm{ec}1}\\ T_{\mathrm{ec}2}\end{array}\right],$ Then its state-space expression is as follows:

$\left[\begin{array}{c}{\stackrel{\·}{x}}_1\\ {\stackrel{\·}{x}}_2\end{array}\right]=\left[\begin{array}{cc}-\frac{b_e}{{\text{I}}_e}& 0\\ 0& -\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}\end{array}\right]\left[\begin{array}{c}{x}_1\\ x_2\end{array}\right]+\left[\begin{array}{ccc}\frac{1}{I_e}& -\frac{\mathrm{sgn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c1})}{I_e}& -\frac{\mathrm{sgn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c2})}{I_e}\\ 0& \frac{\mathrm{sgn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c1})i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}& \frac{\mathrm{agn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c2})i_{\mathrm{even}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}\end{array}\right]u+\left[\begin{array}{c}0\\ -\frac{T_r}{I_{\mathrm{equ}}}\end{array}\right]---\left(12\right)$

Wherein:

G () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+I_{c1}{i}_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+b_{c1}{i}_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(13\right)$

H () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+(I_{c1}+I_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s{+b}_m{i}_a^2\mathrm{\η}+(b_{c1}+b_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(14\right)$

In formula, T _c2efor C ₂axle is to the moment of reaction of engine output shaft; T _ec2for engine output shaft passes to C ₂moment of torsion.

It is specific as follows that described ECU (Electrical Control Unit) TCU solidifies dry type DCT control program:

Be C code by RTW by control strategy model conversion, be connected rear entirety mutually with bottom layer driving C code and compile, finally recycle BDM mode or CAN mode will the final machine code programming that generates of compiling in the CPU of ECU (Electrical Control Unit) TCU.

Described control strategy model comprises signal input and exports and topworks's driver module with pretreatment module, main policy module and signal, and described main policy module comprises current shift and judges submodule, topworks's state-detection submodule, target gear decision-making submodule and whole vehicle state switching submodule.

Described control strategy model and Dynamic Simulation Model all carry out measurement and calibration by CANape and ControlDesk in PC, described CANape adopts the CAN communication mode based on CCP agreement, described ControlDesk is the serial communication mode based on AutoBox specific protocol, both can set up corresponding graphic software platform interface to measure and to demarcate corresponding variable and parameter easily and intuitively in PC.

Described synchronizer actuating motor, as the gearshift actuator of DCT, does not mate corresponding load, and has just installed an angular displacement sensor to realize the closed-loop control under empty load of motor at its output shaft end.

Compared with prior art, the present invention has the following advantages:

1) testing table adopts real automobile electric control unit TCU, dual clutch pack and dry type DCT actuating motor etc., and TCU service condition is more close to real vehicle operating mode, thus more accurate to making the prediction and assessment of dry type DCT control strategy;

2) in the early stage of Development of ECU for Compressed, adopt this testing table can the control performance of predicting and evaluating DCT vehicle under various different operating mode, especially can carry out testing to the control strategy under extreme danger operating mode and optimize;

3) true double clutch and actuation mechanism assembly is utilized, two cover automatic lookup clutch hardware-in―the-loop test platforms can be formed, thus get final product single optimization and checking single clutch servo control strategy, also can inquire into starting or shift process double clutch coordination control strategy;

4) utilize this testing table, the Optimized Matching of each parameters of operating part of DCT vehicle transmission system can be realized, also can analog D CT sample car acceleration, cruise and state of cyclic operation travel time fuel-economy performance;

5) can repeatedly test TCU hardware capability and circuit reliability, shorten the construction cycle of DCT control system, also artificially fault can be set, inquire into fault diagnosis and the faults-tolerant control ability of TCU;

6) finally simplify TCU test environment, and compared with real steering vectors, the repeatability of test is relatively good.

Accompanying drawing explanation

Fig. 1 is structural representation of the present invention;

Fig. 2 is signal flow graph of the present invention;

Fig. 3 is 5 fast DCT structural representations of the present invention;

Fig. 4 is ECU (Electrical Control Unit) hardware elementary diagram of the present invention.

Embodiment

Below in conjunction with the drawings and specific embodiments, the present invention is described in detail.

Embodiment

As Fig. 1, shown in Fig. 2, a kind of dry-type dual-clutch automatic transmission ECU (Electrical Control Unit) hardware-in-loop simulation testing table, comprise synchronizer actuating motor 1, PC 2, Autobox controller prototype 5, ECU (Electrical Control Unit) TCU4, clutch coupling actuating motor, riding manipulation mechanism 3 and clutch pack, described ECU (Electrical Control Unit) TCU4 respectively with synchronizer actuating motor 1, PC 2, Autobox controller prototype 5, clutch coupling actuating motor, riding manipulation mechanism 3, clutch pack connects, described PC 2 is connected with Autobox controller prototype 5, described clutch coupling actuating motor is connected with clutch pack,

The Dynamic Simulation Model under the different operating mode of double-clutch automatic gearbox set up by PC 2, and this model is converted into after C code format through RTW and downloads in Autobox controller prototype 5, ECU (Electrical Control Unit) TCU4 solidifies dry type DCT control program, and Real-time Collection accelerator pedal, the riding manipulation signal of brake pedal and pin position, and utilize CAN communication mode to obtain engine speed from the Dynamic Simulation Model of Autobox controller prototype 5, clutch driven plate rotating speed, speed information, calculate running status and the shifting moment of vehicle, thus the operation of Dynamic Simulation Model in control AtuoBox controller prototype, the target location of the clutch pack determining synchronizer actuating motor 1 further and be connected with clutch coupling actuating motor, and in clutch coupling actuating motor operational process Real-time Collection Displacement Feedback signal to realize the accurate closed-loop control to synchronizer and clutch position.

Described clutch coupling actuating motor, clutch pack are equipped with 2, be respectively first clutch actuating motor 6, first clutch assembly 7, first clutch actuating motor 8, first clutch assembly 9, described clutch pack comprises clutch coupling and actuation mechanism.

When setting up the Dynamic Simulation Model under the different operating mode of DCT in PC 2, in order to make built kinetic model representative, with 5 of the independent development shown in Fig. 3 fast DCT for analytic target.As seen from the figure, DCT comprises two clutch couplinges (first clutch and second clutch), two clutch coupling driven shaft (C ₁axle and C ₂axle), intermediate shaft (m axle), output shaft (s axle), the active and passive gear of each gear and 3 synchronizers (1,3 gear synchronizers, 2,4 gear synchronizers and 5 gear synchronizers).

According to the principle of work of DCT, in vehicle travel process, the running status of DCT can be divided into multiple different operating mode (changing even number gear for odd number gear): vehicle starting operating mode, odd number gear gear stablize driving cycle, odd number gear gear simultaneously even number gear synchronizer in advance clutching operation, odd number gear at gear and even number gear synchronizer clutching operation and odd number gear and even number keep off and switch transient working condition.List the state-space expression of DCT for each operating mode respectively, under Matlab/Simulink environment, set up its Dynamic Simulation Model, and form the whole realistic model of DCT vehicle together with engine mockup and car load Longitudinal Dynamic Model.Dynamic Simulation Model under the different operating mode of described DCT is as follows:

1) the vehicle starting operating mode described in is as follows:

First vehicle is in the state of parking, after driver's point is fought and loosened the brake, starts to enter starting operating mode, and take single clutch to engage starting, the driving and driven part of first clutch starts slowly to engage, and chooses state variable x ₁=ω _e, x ₂=ω _s, controlled quentity controlled variable $u=\left[\begin{array}{c}{T}_e\\ T_{c1e}\end{array}\right]=\left[\begin{array}{c}{T}_e\\ T_{\mathrm{ec}1}\end{array}\right],$ The state-space expression obtained under starting operating mode is as follows:

$\left[\begin{array}{c}{\stackrel{\·}{x}}_1\\ {\stackrel{\·}{x}}_2\end{array}\right]=\left[\begin{array}{cc}-\frac{b_e}{I_e}& 0\\ 0& -\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}\end{array}\right]\left[\begin{array}{c}{x}_1\\ x_2\end{array}\right]+\left[\begin{array}{cc}\frac{1}{I_e}& -\frac{1}{I_e}\\ \frac{i_1{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}& 0\end{array}\right]u+\left[\begin{array}{c}0\\ -\frac{T_r}{I_{\mathrm{equ}}}\end{array}\right]---\left(1\right)$

Wherein:

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+I_{c1}{i}_1^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+b_{c1}{i}_1^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(2\right)$

In formula, I _efor the moment of inertia of engine output shaft and clutch coupling active part; I _c1for C ₁the moment of inertia of axle and the part that is fixedly connected thereof; I _mfor intermediate shaft m and the moment of inertia partly that is fixedly connected thereof; I _sfor the moment of inertia of output shaft s and main reducing gear active part; I _gfor the moment of inertia of single gear; T _efor engine output torque; T _c1efor C ₁axle is to the moment of reaction of engine output shaft; T _ec1for engine output shaft passes to C ₁the moment of torsion of axle; T _rfor being transformed into the vehicle drag square at transmission output shaft place; ω _e, ω _sbe respectively the rotating speed of engine output shaft and s axle; b _e, b _c1, b _m, b _s, b _gengine shaft, C respectively ₁the damping ratio of axle, m axle, s axle and single gear; i ₁, i _abe respectively 1 gear speed ratio and speed ratio of main reducer; η is gear-driven efficiency; M, C _d, A is respectively complete vehicle quality, air resistance coefficient and front face area; V, α, r are respectively the speed of a motor vehicle, road grade and radius of wheel;

2) it is as follows that the odd number gear described in stablizes driving cycle at gear:

When the master and slave Moving plate synchronization of first clutch, start to walk or shifted gears, vehicle enters odd number gear and stablizes travel phase, C ₁together with axle connects firmly with the output shaft of engine, due to speed changer structure, current odd gear is different, and its state-space expression is also different, chooses state variable x=ω _s, controlled quentity controlled variable u=T _e, then its state-space expression is as follows:

$\stackrel{\·}{x}=-\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}x+\frac{i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}u-\frac{T_r}{I_{\mathrm{equ}}}---\left(3\right)$

Wherein:

A () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+(I_{c1}+I_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+(b_{c1}+b_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(4\right)$

B () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+(I_{c1}+I_e+I_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+b_m{i}_a^2\mathrm{\η}+(b_{c1}+b_e+b_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(5\right)$

In formula, i _oddfor odd number gear speed ratio;

3) even number gear while of the odd number gear described in keeps off synchronizer, and clutching operation is as follows in advance:

Along with the continuous change of the speed of a motor vehicle, vehicle has the trend of upshift or downshift, and next gear synchronizer engages in advance, and compared with a upper operating mode, add the dynamic engaging process of synchronizer, corresponding moment of inertia and torque there occurs change, choose state variable x ₁=ω _c2, x ₂=ω _s, controlled quentity controlled variable $u=\left[\begin{array}{c}{T}_t\\ T_e\end{array}\right],$ Then its state-space expression is as follows:

$\left[\begin{array}{c}{\stackrel{\·}{x}}_1\\ {\stackrel{\·}{x}}_2\end{array}\right]=\left[\begin{array}{cc}-\frac{b_{c2}}{I_{c2}}& 0\\ 0& -\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}\end{array}\right]\left[\begin{array}{c}{x}_1\\ x_2\end{array}\right]+\left[\begin{array}{cc}\frac{1}{I_{c2}}& 0\\ -\frac{i_{\mathrm{even}}{i}_a}{I_{\mathrm{equ}}}& \frac{i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}\end{array}\right]u+\left[\begin{array}{c}0\\ -\frac{T_r}{I_{\mathrm{equ}}}\end{array}\right]---\left(6\right)$

Wherein:

A () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+(I_{c1}+I_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+I_g{i}_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+(b_{c1}+b_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+b_g{i}_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(7\right)$

B () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+(I_{c1}+I_e+I_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+I_g{i}_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+b_m{i}_a^2\mathrm{\η}+(b_{c1}+b_e+b_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+b_g{i}_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(8\right)$

In formula, T _tfor the opplied moment of the main secondary part of synchronizer; I _c2for C ₂the moment of inertia of axle; b _c2for C ₂the damping ratio of axle; ω _c2for C ₂the rotating speed of axle; i _evenfor even number gear speed ratio;

4) odd number gear gear and even number gear synchronizer clutching operation is as follows:

After next gear synchronizer engages completely, the driving and driven part of synchronizer all connects firmly together together with gear to be joined, and degree of freedom reduces to some extent, and corresponding moment of inertia and torque also there occurs change, chooses state variable x=ω _s, controlled quentity controlled variable u=T _e, then its state-space expression is as follows:

$\stackrel{\·}{x}=-\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}x+\frac{i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}u-\frac{T_r}{I_{\mathrm{equ}}}---\left(9\right)$

Wherein:

I () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+(I_{c1}+I_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+(b_{c1}+b_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(10\right)$

J () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+(I_{c1}+I_e+I_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+b_m{i}_a^2\mathrm{\η}+(b_{c1}+b_e+b_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(11\right)$

5) odd number gear keeps off with even number that to switch transient working condition as follows:

When meeting the gearshift critical point of schedule, the clutch coupling connected with current shift starts to be separated gradually, and another clutch coupling starts slowly to engage simultaneously, finally completes the switching that odd number gear keeps off with even number, chooses state variable x ₁=ω _e, x ₂=ω _s, controlled quentity controlled variable $u=\left[\begin{array}{c}\mathrm{Te}\\ T_{c1e}\\ T_{c2e}\end{array}\right]=\left[\begin{array}{c}\mathrm{Te}\\ T_{\mathrm{ec}1}\\ T_{\mathrm{ec}2}\end{array}\right],$ Then its state-space expression is as follows:

$\left[\begin{array}{c}{\stackrel{\·}{x}}_1\\ {\stackrel{\·}{x}}_2\end{array}\right]=\left[\begin{array}{cc}-\frac{b_e}{{\text{I}}_e}& 0\\ 0& -\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}\end{array}\right]\left[\begin{array}{c}{x}_1\\ x_2\end{array}\right]+\left[\begin{array}{ccc}\frac{1}{I_e}& -\frac{\mathrm{sgn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c1})}{I_e}& -\frac{\mathrm{sgn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c2})}{I_e}\\ 0& \frac{\mathrm{sgn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c1})i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}& \frac{\mathrm{agn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c2})i_{\mathrm{even}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}\end{array}\right]u+\left[\begin{array}{c}0\\ -\frac{T_r}{I_{\mathrm{equ}}}\end{array}\right]---\left(12\right)$

Wherein:

K () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+I_{c1}{i}_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+b_{c1}{i}_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(13\right)$

L () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+(I_{c1}+I_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s{+b}_m{i}_a^2\mathrm{\η}+(b_{c1}+b_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(14\right)$

In formula, T _c2efor C ₂axle is to the moment of reaction of engine output shaft; T _ec2for engine output shaft passes to C ₂moment of torsion.

As shown in Figure 4, ECU (Electrical Control Unit) hardware comprises MC9S12XDP512 single chip processing module 41, power management module 42, Signal-regulated kinase 43, motor drive module 44, CAN 45, SCI communication module 46, according to the feature of DCT control system, based on FreeScale (Freescale) 16 single-chip microcomputer MC9S12XDP512, the designed, designed ECU (Electrical Control Unit) TCU4 of DCT, the control program of its inside solidification is combined by the bottom layer driving code write under the tactical software write under Matlab/Stateflow environment in PC 2 and CodeWarrior IDE Integrated Development Environment and comes.Specific implementation is, by RTW, control strategy department pattern is converted to C code, and entirety compiles after being connected mutually with hand-written bottom layer driving under CodeWarrior IDE, finally recycling BDM mode (P & E) or CAN mode (CANape) will compile the final machine code programming of generation in the CPU of ECU (Electrical Control Unit) TCU4.

In ECU (Electrical Control Unit) TCU4, the policy section of control program exports primarily of signal input and pretreatment module, main policy module and signal and forms with topworks's driver module.And main policy module specifically can be divided into current shift judge module, topworks's state detection module, target gear decision-making module and whole vehicle state handover module etc.Wherein, the driving of the decision-making of target gear, the switching of whole vehicle state and topworks is the core of whole strategy.

CAN communication mode interaction data is then adopted between TCU 4 and AutoBox controller prototype 5, wherein TCU 4 will speed up and brake pedal signal, the dtc signal that first clutch and second clutch transmit, current shift and target gear signal and model running control signal etc. send to AutoBox controller prototype 5, and AutoBox controller prototype 5 sends to the status information of the mainly vehicle of TCU 4, as engine speed and torque, first clutch and second clutch clutch plate rotating speed, the speed of a motor vehicle etc., TCU 4 is according to the information of these simulating vehicles, and gather driver's operation signal by Digital I/O and A/D modular converter and identify its operation intention, the running status of Real-time Decision vehicle, control DCT synchronizer actuating motor 1, first clutch actuating motor 6 and second clutch actuating motor 8 orderly, precise movement.

For improving the tracking accuracy of synchronizer and clutch position, its actuating motor all adopts closed-loop control, but the complexity that both control has very large difference.In TCU hardware-in-loop simulation testing table of the present invention, corresponding load is not mated for synchronizer actuating motor 1, namely synchronizer actuating motor 1 is no-load running, therefore only need install angular displacement sensor additional on its output shaft, utilize regulatory PID control can realize the accurate control of motor angle position.First clutch actuating motor 6 and second clutch actuating motor 8 due to true clutch pack and actuation mechanism intervention and to control difficulty relatively large, be embodied in the hysteresis phenomenon that the lower machining precision of the nonlinearity of diaphragm spring, actuation mechanism and whole system exist, therefore Traditional PID has been difficult to meet control overflow, the advanced control theory such as fuzzy-adaptation PID control, fuzzy adaptivecontroller, variable-structure control, robust control need be adopted to control to the precision servo realizing clutch position.

First clutch assembly 7 and second clutch assembly 9 adopt the actuation mechanism of existing car clutch module and autonomous Design (comprising screw-drive mechanism, spiral power assistant spring etc.), itself and first clutch actuating motor 6, second clutch actuating motor 8, clutch position and pressure transducer, ECU (Electrical Control Unit) can form independently clutch control, thus can optimize single clutch servo control strategy and double clutch coordination control strategy.

The variable of real-time control routine and realistic model and parameter carry out measurement and calibration by upper computer software (CANape and ControlDesk), what wherein CANape adopted is CAN communication mode based on CCP agreement, the serial communication mode that what ControlDesk adopted is then based on AutoBox specific protocol.Both can set up corresponding graphic software platform interface in PC2 machine to measure intuitively and to demarcate corresponding variable and parameter, can supervisory control simulation test operation and analytical test result.

By above link, TCU hardware-in-loop simulation can be carried out and test and realize the evaluation to its control strategy.

Claims (6)

1. a dry-type dual-clutch automatic transmission ECU (Electrical Control Unit) hardware-in-loop simulation testing table, it is characterized in that, comprise synchronizer actuating motor, PC, AutoBox controller prototype, ECU (Electrical Control Unit) TCU, clutch coupling actuating motor, riding manipulation mechanism and clutch pack, described ECU (Electrical Control Unit) TCU respectively with synchronizer actuating motor, PC, AutoBox controller prototype, clutch coupling actuating motor, riding manipulation mechanism, clutch pack connects, described PC is connected with AutoBox controller prototype, described clutch coupling actuating motor is connected with clutch pack,

The Dynamic Simulation Model under the different operating mode of double-clutch automatic gearbox set up by PC, and this model is converted into after C code format through RTW and downloads in AutoBox controller prototype, ECU (Electrical Control Unit) TCU solidifies dry type DCT control program, and Real-time Collection accelerator pedal, the riding manipulation signal of brake pedal and pin position, and utilize CAN communication mode to obtain engine speed from the Dynamic Simulation Model of AutoBox controller prototype, clutch driven plate rotating speed, speed information, calculate running status and the shifting moment of vehicle, thus the operation of Dynamic Simulation Model in control AtuoBox controller prototype, the target location of the clutch pack determining synchronizer actuating motor further and be connected with clutch coupling actuating motor, and in clutch coupling actuating motor operational process Real-time Collection Displacement Feedback signal to realize the accurate closed-loop control to synchronizer and clutch position,

When odd number gear changes even number gear, described Dynamic Simulation Model comprise vehicle starting condition model, odd number gear gear stablize driving cycle model, odd number gear gear simultaneously even number gear synchronizer in advance clutching operation model, odd number gear at gear and even number gear synchronizer clutching operation model and odd number gear and even number keep off and switch transient working condition model;

1) the vehicle starting condition model described in is as follows:

First vehicle is in the state of parking, after driver's point is fought and loosened the brake, starts to enter starting operating mode, and take single clutch to engage starting, the driving and driven part of first clutch starts slowly to engage, and chooses state variable x ₁=ω _e, x ₂=ω _s, controlled quentity controlled variable $u=\left[\begin{array}{c}{T}_e\\ T_{c1e}\end{array}\right]=\left[\begin{array}{c}{T}_e\\ T_{\mathrm{ec}1}\end{array}\right],$ The state-space expression obtained under starting operating mode is as follows:

$\left[\begin{array}{c}{\stackrel{\·}{x}}_1\\ {\stackrel{\·}{x}}_2\end{array}\right]=\left[\begin{array}{cc}-\frac{b_e}{I_e}& 0\\ 0& -\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}\end{array}\right]\left[\begin{array}{c}{x}_1\\ x_2\end{array}\right]+\left[\begin{array}{cc}\frac{1}{I_e}& -\frac{1}{I_e}\\ \frac{i_1{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}& 0\end{array}\right]u+\left[\begin{array}{c}0\\ -\frac{T_r}{I_{\mathrm{equ}}}\end{array}\right]---\left(1\right)$

Wherein:

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+I_{c1}{i}_1^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+b_{c1}{i}_1^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(2\right)$

In formula, I _efor the moment of inertia of engine output shaft and clutch coupling active part; I _c1for C ₁the moment of inertia of axle and the part that is fixedly connected thereof; I _mfor intermediate shaft m and the moment of inertia partly that is fixedly connected thereof; I _sfor the moment of inertia of output shaft s and main reducing gear active part; I _gfor the moment of inertia of single gear; T _efor engine output torque; T _c1efor C ₁axle is to the moment of reaction of engine output shaft; T _ec1for engine output shaft passes to C ₁the moment of torsion of axle; T _rfor being transformed into the vehicle drag square at transmission output shaft place; ω _e, ω _sbe respectively the rotating speed of engine output shaft and s axle; b _e, b _c1, b _m, b _s, b _gengine shaft, C respectively ₁the damping ratio of axle, m axle, s axle and single gear; i ₁, i _abe respectively 1 gear speed ratio and speed ratio of main reducer; η is gear-driven efficiency; M, C _d, A is respectively complete vehicle quality, air resistance coefficient and front face area; V, α, r are respectively the speed of a motor vehicle, road grade and radius of wheel;

2) it is as follows that the odd number gear described in stablizes driving cycle model at gear:

When the master and slave Moving plate synchronization of first clutch, start to walk or shifted gears, vehicle enters odd number gear and stablizes travel phase, C ₁together with axle connects firmly with the output shaft of engine, due to speed changer structure, current odd gear is different, and its state-space expression is also different, chooses state variable x=ω _s, controlled quentity controlled variable u=T _e, then its state-space expression is as follows:

$\stackrel{\·}{x}=-\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}x+\frac{i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}u-\frac{T_r}{I_{\mathrm{equ}}}---\left(3\right)$

Wherein:

A () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+{(I_{c1}+I_e)i}_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+(b_{c1}+b_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(4\right)$

B () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+{(I_{c1}+I_e+I_g)i}_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+b_m{i}_a^2\mathrm{\η}+(b_{c1}+b_e+b_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(5\right)$

In formula, i _oddfor odd number gear speed ratio;

3) even number gear while of the odd number gear described in keeps off synchronizer, and clutching operation model is as follows in advance:

Along with the continuous change of the speed of a motor vehicle, vehicle has the trend of upshift or downshift, and next gear synchronizer engages in advance, and compared with a upper operating mode, add the dynamic engaging process of synchronizer, corresponding moment of inertia and torque there occurs change, choose state variable x ₁=ω _c2, x ₂=ω _s, controlled quentity controlled variable $u=\left[\begin{array}{c}{T}_t\\ T_e\end{array}\right],$ Then its state-space expression is as follows:

$\left[\begin{array}{c}{\stackrel{\·}{x}}_1\\ {\stackrel{\·}{x}}_2\end{array}\right]=\left[\begin{array}{cc}-\frac{b_{c2}}{I_{c2}}& 0\\ 0& -\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}\end{array}\right]\left[\begin{array}{c}{x}_1\\ x_2\end{array}\right]+\left[\begin{array}{cc}\frac{1}{I_{c2}}& 0\\ -\frac{i_{\mathrm{even}}{i}_a}{I_{\mathrm{equ}}}& \frac{i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}\end{array}\right]u+\left[\begin{array}{c}0\\ -\frac{T_r}{I_{\mathrm{equ}}}\end{array}\right]---\left(6\right)$

Wherein:

A () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+{(I_{c1}+I_e)i}_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+I_g{i}_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+(b_{c1}+b_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+b_g{i}_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(7\right)$

B () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+{(I_{c1}+I_e+I_g)i}_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+I_g{i}_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+b_m{i}_a^2\mathrm{\η}+(b_{c1}+b_e+b_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+b_g{i}_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.----\left(8\right)$

In formula, T _tfor the opplied moment of the main secondary part of synchronizer; I _c2for C ₂the moment of inertia of axle; b _c2for C ₂the damping ratio of axle; ω _c2for C ₂the rotating speed of axle; i _evenfor even number gear speed ratio;

4) odd number gear gear and even number gear synchronizer clutching operation model is as follows:

After next gear synchronizer engages completely, the driving and driven part of synchronizer all connects firmly together together with gear to be joined, and degree of freedom reduces to some extent, and corresponding moment of inertia and torque also there occurs change, chooses state variable x=ω _s, controlled quentity controlled variable u=T _e, then its state-space expression is as follows:

$\stackrel{\·}{x}=-\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}x+\frac{i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}u-\frac{T_r}{I_{\mathrm{equ}}}---\left(9\right)$

Wherein:

A () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+(I_{c1}+I_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+(b_{c1}+b_e)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(10\right)$

B () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+(I_{c1}+I_e+I_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2\\ b_{\mathrm{equ}}=b_s+b_m{i}_a^2\mathrm{\η}+(b_{c1}+b_e+b_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(11\right)$

5) odd number gear keeps off with even number that to switch transient working condition model as follows:

When meeting the gearshift critical point of schedule, the clutch coupling connected with current shift starts to be separated gradually, and another clutch coupling starts slowly to engage simultaneously, finally completes the switching that odd number gear keeps off with even number, chooses state variable x ₁=ω _e, x ₂=ω _s, controlled quentity controlled variable $u=\left[\begin{array}{c}\mathrm{Te}\\ T_{c1e}\\ T_{c2e}\end{array}\right]=\left[\begin{array}{c}\mathrm{Te}\\ T_{\mathrm{ec}1}\\ T_{\mathrm{ec}2}\end{array}\right],$ Then its state-space expression is as follows:

$\left[\begin{array}{c}{\stackrel{\·}{x}}_1\\ {\stackrel{\·}{x}}_2\end{array}\right]=\left[\begin{array}{cc}-\frac{b_e}{I_e}& 0\\ 0& -\frac{b_{\mathrm{equ}}}{I_{\mathrm{equ}}}\end{array}\right]\left[\begin{array}{c}{x}_1\\ x_2\end{array}\right]+\begin{array}{c}\left[\begin{array}{ccc}\frac{1}{I_e}& -\frac{\mathrm{sgn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c1})}{I_e}& -\frac{\mathrm{sgn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c2})}{I_e}\\ 0& \frac{\mathrm{sgn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c1})i_{\mathrm{odd}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}& \frac{\mathrm{sgn}({\mathrm{\ω}}_e-{\mathrm{\ω}}_{c2})i_{\mathrm{even}}{i}_a{\mathrm{\η}}^2}{I_{\mathrm{equ}}}\end{array}\right]\end{array}u+\left[\begin{array}{c}0\\ -\frac{T_r}{I_{\mathrm{equ}}}\end{array}\right]---\left(12\right)$

Wherein:

C () is when odd number gear is 1,3 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+(I_m+I_g)i_a^2\mathrm{\η}+I_{c1}{i}_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+(b_m+b_g)i_a^2\mathrm{\η}+b_{c1}{i}_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(13\right)$

D () is when odd number gear is 5 gear

$\left\{\begin{array}{c}{I}_{\mathrm{equ}}=I_s+I_m{i}_a^2\mathrm{\η}+(I_{c1}+I_g)i_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(I_{c2}+I_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ b_{\mathrm{equ}}=b_s+b_m{i}_a^2\mathrm{\η}+{(b_{c1}+b_g)i}_{\mathrm{odd}}^2{i}_a^2{\mathrm{\η}}^2+(b_{c2}+b_g)i_{\mathrm{even}}^2{i}_a^2{\mathrm{\η}}^2\\ T_r=[(f\cos \mathrm{\α}+\sin \mathrm{\α})\mathrm{mg}+\frac{C_D{\mathrm{Av}}^2}{21.15}]r/i_a\end{array}\right.---\left(14\right)$

In formula, T _c2efor C ₂axle is to the moment of reaction of engine output shaft; T _ec2for engine output shaft passes to C ₂moment of torsion.

2. a kind of dry-type dual-clutch automatic transmission ECU (Electrical Control Unit) hardware-in-loop simulation testing table according to claim 1, it is characterized in that, described clutch coupling actuating motor, clutch pack are equipped with 2, and described clutch pack comprises clutch coupling and actuation mechanism.

3. a kind of dry-type dual-clutch automatic transmission ECU (Electrical Control Unit) hardware-in-loop simulation testing table according to claim 1, is characterized in that, it is specific as follows that described ECU (Electrical Control Unit) TCU solidifies dry type DCT control program:

Be C code by RTW by control strategy model conversion, be connected rear entirety mutually with bottom layer driving C code and compile, finally recycle BDM mode or CAN mode will the final machine code programming that generates of compiling in the CPU of ECU (Electrical Control Unit) TCU.

4. a kind of dry-type dual-clutch automatic transmission ECU (Electrical Control Unit) hardware-in-loop simulation testing table according to claim 3, it is characterized in that, described control strategy model comprises signal input and exports and topworks's driver module with pretreatment module, main policy module and signal, and described main policy module comprises current shift and judges submodule, topworks's state-detection submodule, target gear decision-making submodule and whole vehicle state switching submodule.

5. a kind of dry-type dual-clutch automatic transmission ECU (Electrical Control Unit) hardware-in-loop simulation testing table according to claim 3, it is characterized in that, described control strategy model and Dynamic Simulation Model all carry out measurement and calibration by CANape and ControlDesk in PC, described CANape adopts the CAN communication mode based on CCP agreement, described ControlDesk is the serial communication mode based on AutoBox specific protocol, both can set up corresponding graphic software platform interface to measure and to demarcate corresponding variable and parameter easily and intuitively in PC.

6. a kind of dry-type dual-clutch automatic transmission ECU (Electrical Control Unit) hardware-in-loop simulation testing table according to claim 1, it is characterized in that, described synchronizer actuating motor is as the gearshift actuator of DCT, do not mate corresponding load, and just an angular displacement sensor has been installed to realize the closed-loop control under empty load of motor at its output shaft end.