CN104573300B - The acceleration evaluation method of double clutch gearbox vehicles - Google Patents
The acceleration evaluation method of double clutch gearbox vehicles Download PDFInfo
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- CN104573300B CN104573300B CN201310516845.1A CN201310516845A CN104573300B CN 104573300 B CN104573300 B CN 104573300B CN 201310516845 A CN201310516845 A CN 201310516845A CN 104573300 B CN104573300 B CN 104573300B
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Abstract
The invention discloses the acceleration evaluation method of a kind of pair of clutch gearbox vehicle, vehicle includes engine and double clutch, and engine is connected to control each clutch in vehicle shift, double clutch to control at least one gear respectively with double clutch, wherein, the acceleration a of vehicle is configured to：Wherein, v, t, r, J are respectively real-time speed, running time, radius of wheel, the rotary inertia of vehicle, T, Tr are respectively the driving moment of vehicle, the moment of resistance, the traveling process of vehicle includes single gear stage and gearshift stage, single gear stage is process of the vehicle in a fixed gear traveling, and the gearshift stage is the process that vehicle is switched to target gear traveling from initial gear.According to the acceleration evaluation method of double clutch gearbox vehicles of the present invention, by calculating Real Time Drive torque and the moment of resistance of the vehicle in different travel phases, so as to estimate effectively and accurately the real time acceleration of vehicle, stability is good, and saves cost.
Description
Technical Field
The invention relates to the field of vehicles, in particular to an acceleration estimation method of a double-clutch transmission vehicle.
Background
The related art indicates that the acceleration sensor can calculate the acceleration of the vehicle, however, the vehicle has a large disturbance to the sensor when running at a low speed, the cost is high, and the acceleration of the vehicle cannot be calculated after the sensor fails.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, an object of the present invention is to provide an acceleration estimation method for a dual clutch transmission vehicle with good real-time performance and high stability.
According to the acceleration estimation method of a double clutch gearbox vehicle of the invention, the vehicle comprises an engine and double clutches, the engine is connected with the double clutches to control the vehicle to shift gears, each clutch in the double clutches respectively controls at least one gear, wherein the acceleration a of the vehicle is configured as follows:
where v is the real-time speed of the vehicle, T is the travel time of the vehicle, T is the drive torque of the vehicle, TrIs the resistance of the vehicleMoment, r is a wheel radius of the vehicle, J is a moment of inertia of the vehicle,
the driving process of the vehicle comprises a single gear stage and a gear shifting stage, wherein the single gear stage is the process of driving the vehicle in a fixed gear, wherein,
when the clutch controlling the fixed gear and the engine have no relative rotating speed, the acceleration a satisfies the following conditions:
when the clutch controlling the fixed gear is worn, the acceleration a satisfies the following conditions:
wherein,
when in useWhen the temperature of the water is higher than the set temperature,
when in useWhen the temperature of the water is higher than the set temperature,when in useWhen the temperature of the water is higher than the set temperature,
wherein i isTransmission ratio of the fixed gear, TeIs the real-time torque of the engine, JvIs the total vehicle moment of inertia, JeIs the rotational inertia of the engine, TcTo control the true torque of the clutch for that fixed gear,to control the predicted torque of the clutch in the fixed gear,is the estimated shaft speed, omega, of the engineeIs the real-time shaft speed of the engine,estimating a shaft speed for a correction of said engine;the corrected predicted torque of the clutch for controlling the fixed gear is a correction factor,
the gear shifting stage is a process of driving the vehicle from an initial gear to a target gear, and the gear shifting stage comprises the following steps:
a preparatory period phase in which the clutch controlling the initial gear is in an engaged state and the clutch controlling the target gear is completely disengaged from the engine, when an acceleration a satisfies:
a torque phase stage, in which the clutch controlling the initial gear is in an engaged state, and the clutch controlling the target gear is in a slipping state, wherein an acceleration a satisfies:
wherein,and isAnd
an inertia phase in which the clutch controlling the initial gear is completely disengaged from the engine and the clutch controlling the target gear is in a slip state, when an acceleration a satisfies:
wherein, Tc1＝0，
When in useWhen the temperature of the water is higher than the set temperature,
when in useWhen the temperature of the water is higher than the set temperature,when in useWhen the temperature of the water is higher than the set temperature,
wherein i1Is the gear ratio of the initial gear, i2Gear ratio, T, of said target gearc1True torque of the clutch to control the initial gear, Tc2To control the true torque of the clutch in the target gear,to control the predicted torque of the clutch in the target gear,a corrected predicted torque of the clutch for controlling the target gear is estimated.
According to the acceleration estimation method of the double-clutch transmission vehicle, the real-time driving torque and the resisting torque of the vehicle are calculated, so that the real-time acceleration of the vehicle can be effectively and accurately estimated, the stability is good, and the cost is saved.
Optionally, the correction coefficient value is 0.03-0.05.
In particular, the resistive torque T of the vehiclerIs configured to: t isrWhere m is the mass of the vehicle, g is the gravitational acceleration, θ is the gradient, and μ is the rolling resistance coefficient.
Optionally, the gradient θ is obtained by a gradient sensor.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a schematic diagram of a powertrain of a dual clutch transmission vehicle according to an embodiment of the present invention;
fig. 2 is a schematic diagram of the state changes of the double clutches over time during the running of the vehicle in fig. 1 from the initial gear to the target gear.
Reference numerals:
100: a vehicle;
1: an engine;
21: a first clutch; 22: a second clutch;
31: a first input shaft; 32: a second input shaft.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
An acceleration estimation method of a dual clutch transmission vehicle 100 according to an embodiment of the invention is described below with reference to fig. 1 and 2.
As shown in fig. 1, the acceleration estimation method of a dual clutch transmission vehicle 100 according to an embodiment of the present invention, wherein the vehicle 100 includes an engine 1 and dual clutches, the engine 1 is connected with the dual clutches to control the vehicle 100 to shift gears, and each of the dual clutches controls at least one gear respectively.
For example, in the example of fig. 1, the double clutches include a first clutch 21 and a second clutch 22, and specifically, the first clutch 21 is connected to a gear pair controlling odd-numbered gears (e.g., first gear, third gear, fifth gear, seventh gear, etc.) of the vehicle 100 through a first input shaft 31, and the second clutch 22 is connected to a gear pair controlling even-numbered gears (e.g., second gear, fourth gear, sixth gear, etc.) of the vehicle 100 through a second input shaft 32, so that the first clutch 21 can control the vehicle 100 to run in the odd-numbered gears, and the second clutch 22 can control the vehicle 100 to run in the even-numbered gears.
Specifically, the acceleration a of the vehicle 100 is configured to:
where v is the real-time speed of the vehicle 100, T is the travel time of the vehicle 100, T is the drive torque of the vehicle 100, TrIs the drag torque of the vehicle 100, r is the wheel radius of the vehicle 100, and J is the moment of inertia of the vehicle 100.
The driving process of the vehicle 100 includes a single-shift stage and a shift stage, wherein the single-shift stage is a process in which the vehicle 100 drives in a fixed gear, and the shift stage is a process in which the vehicle 100 shifts from an initial gear to a target gear.
Here, it is understood that only one clutch transmits the torque of the engine 1 when the vehicle 100 is in the single stage driving, and both clutches transmit the torque of the engine 1 together when the vehicle 100 is in the shift stage driving. In the following description of the present application, the single-gear stage is described by taking the vehicle 100 as an example of running in only one gear, and the shift stage is described by taking the process of switching the vehicle 100 from the first gear to the second gear as an example. Of course, the present invention is not limited thereto, and the acceleration estimation method of the dual clutch transmission vehicle 100 according to the present invention may be applied to a single shift stage in which the vehicle 100 is running in any one gear and a shift stage in which switching between any set of odd and even gears is performed.
When the vehicle 100 is in single-gear stage driving, and when the clutch controlling the fixed gear and the engine 1 have no relative rotation speed, the acceleration a satisfies:
where v is the real-time speed of the vehicle 100, T is the travel time of the vehicle 100, i is the gear ratio of the fixed gear, and TeIs the real-time torque, T, of the engine 1rIs the drag torque of the vehicle 100, r is the wheel radius of the vehicle 100, JvIs the total rotational inertia of the vehicle 100, JeIs the rotational inertia of the engine 1.
For example, in one example of the present invention, the vehicle 100 is driven in a first gear, and when the first clutch 21 and the engine 1 have no relative rotation speed (i.e., the first clutch 21 and the engine 1 rotate synchronously), and the second clutch 22 and the engine 1 are completely disengaged, the following dynamic equations are obtained:
the acceleration of the vehicle 100 when running in first gear can thus be obtained:
where v is the real-time speed of the vehicle 100, t is the travel time of the vehicle 100, i(1)Gear ratio of one gear, TeIs the real-time torque, T, of the engine 1rIs the drag torque of the vehicle 100, r is the wheel radius of the vehicle 100, ωvIs the angular velocity of the wheels of the vehicle 100,angular acceleration of the wheels of the vehicle 100, JvIs the total rotational inertia of the vehicle 100, JeIs the rotational inertia of the engine 1.
When the vehicle 100 is in single-gear stage driving, and when the clutch controlling the fixed gear and the engine 1 are in slip, the acceleration a of the vehicle 100 satisfies:
wherein,
when in useWhen the temperature of the water is higher than the set temperature,
when in useWhen the temperature of the water is higher than the set temperature,when in useWhen the temperature of the water is higher than the set temperature,
where v is the real-time speed of the vehicle 100, T is the travel time of the vehicle 100, i is the gear ratio of the fixed gear, and TcFor controlling the true torque of the clutch in this fixed gear, TrIs the drag torque of the vehicle 100, r is the wheel radius of the vehicle 100,to control the predicted torque of the clutch in the fixed gear,corrected predicted torque for the clutch controlling the fixed gear, JeIs the moment of inertia of the engine 1, JvIs the total rotational inertia of the vehicle 100,is an estimated shaft speed, omega, of the engine 1eIs the real-time shaft speed of the engine 1,the shaft speed is estimated for the correction of the engine 1, as a correction factor, TeIs the real-time torque of the engine 1.
Here, it should be noted that the real-time torque T of the engine 1eAnd the real-time rotational speed omega of the engine 1eIt may be calculated and sampled by an ECU (electronic control unit) of the engine 1. In addition, the clutch usually has predicted torques obtained through testing after leaving the factory and related to different pressures or positions of the clutchAnd predicted torque of the clutchIs calibrated in a table and will be calibrated with the predicted torqueIs stored in the ECU so that the predicted torque can be retrieved by the ECUTo calculate and correct the estimated shaft speed of the engine 1.
For example, in one example of the present invention, when the vehicle 100 is running in the first gear, when the first clutch 21 is slipping and the second clutch 22 is completely disengaged from the engine 1, the following equation is obtained:
thereby obtaining the estimated shaft speed of the engine 1:
wherein, TeIs the real-time torque of the engine 1,is the predicted torque of the first clutch 21, JeIs the moment of inertia of the engine 1,is the estimated axle speed of the engine 1, t is the travel time of the vehicle 100,
then, according to the real-time shaft speed ω of the engine 1eAnd the estimated shaft speed of the engine 1To adjust the predicted torque of the first clutch 21 in the tableIf the difference is a positive value (i.e. the difference is positive)) Indicating the torque of the first clutch 21 at this timeIs lower than the true torque T of the first clutch 21c(1)Large, when predicted torque to the first clutch 21 in the tableCorrection is made so as to obtain the true torque T of the first clutch 21c(1)So that the predicted torque in the table is closer to the actual torque, and the correction formula is as follows:
wherein,for the corrected predicted torque of the first clutch 21,is an estimated shaft speed, omega, of the engine 1eIs the real-time shaft speed of the engine 1,the predicted torque of the first clutch 21 is a correction factor, preferably, the correction factor is 0.03-0.05 whenTrue torque T of the first clutch 21c(1)The estimated torque corrected by the first clutch 21 is takenNamely, it isThen, the relation is obtained according to the kinetic equation:
so that the acceleration of the vehicle 100 can be obtained:
wherein i(1)Gear ratio of one gear, Tc(1)Is the true torque, T, of the first clutch 21rMoment of resistance, J, of the vehicle 100vIs the total rotational inertia, ω, of the vehicle 100vIs the angular velocity of the wheels of the vehicle 100,is the angular acceleration of the wheels of the vehicle 100, t is the travel time of the vehicle 100, and v is the real-time speed of the vehicle 100.
The shift phase comprises: a preparatory phase, a torque phase and an inertia phase, when the vehicle 100 is in the preparatory phase, the clutch controlling the initial gear is in an engaged state, and the clutch controlling the target gear is completely disengaged from the engine 1, and at this time:
where v is the real-time speed of the vehicle 100, t is the travel time of the vehicle 100, i1Gear ratio of the initial gear, TeIs the real-time torque, T, of the engine 1rIs the drag torque of the vehicle 100, r is the wheel radius of the vehicle 100, JvIs the total rotational inertia of the vehicle 100, JeIs the rotational inertia of the engine 1.
For example, in the example of fig. 2, the vehicle 100 is prepared to shift from first gear to second gear, when the first clutch 21 has no relative speed with the engine 1 (i.e., the first clutch 21 rotates synchronously with the engine 1) and the second clutch 22 is completely disengaged from the engine 1, which is obtained according to the kinetic equation:
the acceleration of the vehicle 100 when running in first gear can thus be obtained:
where v is the real-time speed of the vehicle 100, t is the travel time of the vehicle 100, i(1)Gear ratio of one gear, TeIs the real-time torque, T, of the engine 1rMoment of resistance, J, of the vehicle 100vIs the total rotational inertia of the vehicle 100, JeIs the moment of inertia, omega, of the engine 1vIs the angular velocity of the wheels of the vehicle 100,is the angular acceleration of the wheels of the vehicle 100, and r is the wheel radius of the vehicle 100.
Referring to fig. 2, when the vehicle 100 is running in the torque phase stage, the clutch controlling the initial gear is in the engaged state, and the clutch controlling the target gear is in the slip state, where the acceleration a satisfies:
wherein,and isWhere v is the real-time speed of the vehicle 100, t is the travel time of the vehicle 100, i1Gear ratio of initial gear, i2Gear ratio for target gear, Tc1True torque of the clutch to control initial gear, Tc2To control the true torque of the clutch in the target gear,predicted torque of the clutch for controlling the target gear, r is the wheel radius of the vehicle, JvIs the total rotational inertia of the vehicle 100, JeIs the moment of inertia, T, of the engine 1rIs the drag torque, ω, of the vehicle 100eIs the real-time shaft speed, T, of the engine 1eIs the real-time torque of the engine 1.
For example, in one example of the present invention, referring to fig. 2, the vehicle 100 has started a shift from first gear to second gear, and the first clutch 21 is always engaged (i.e. the first clutch 21 and the engine 1 do not have relative rotation speed), the second clutch 22 is in a slipping state, and the torque transmitted by the first clutch 21 and the second clutch 22 is redistributed, and as can be seen from fig. 2, when the vehicle 100 is in a torque phase driving, the torque transmitted by the first clutch 21 decreases, the torque transmitted by the second clutch 22 increases, and the torque transmitted by the second clutch 22 is substantially equal to the predicted torque of the second clutch 22 (i.e. the torque transmitted by the second clutch 22 is continuously corrected) at this time) Predicted torque of the second clutch 22The actual torque T transmitted by the first clutch 21 can be obtained by looking up a tablec(1)The dynamic equation is obtained through calculation according to the dynamic equation:
wherein, Tc(1)Is the true torque, T, of the first clutch 21eIs the real-time torque of the engine 1,is the predicted torque, J, of the second clutch 22eIs the moment of inertia, omega, of the engine 1eWhich is the real-time axle speed of the engine 1, t is the travel time of the vehicle 100,is the angular acceleration of the engine 1 and,
angular acceleration of the engine 1Can be obtained by a microprocessor calculation, then, according to the kinetic equation:
the acceleration of the vehicle 100 can thus be found:
wherein i(1)Gear ratio of first gear i(2)At a transmission ratio of two gears, Tc(1)Is the true torque, T, of the first clutch 21c(2)Is the true torque, T, of the second clutch 22rMoment of resistance, J, of the vehicle 100vIs the total rotational inertia, ω, of the vehicle 100vIs the angular velocity of the wheels of the vehicle 100, t is the travel time of the vehicle,is the angular acceleration of the wheels of the vehicle 100, v is the real-time speed of the vehicle 100,r is the wheel radius of the vehicle 100.
When the vehicle 100 is in the inertia phase stage, the clutch controlling the initial gear is completely disengaged from the engine 1, and the clutch controlling the target gear is in a slip state, and at this time, the acceleration a satisfies:
wherein, Tc1＝0，
When in useWhen the temperature of the water is higher than the set temperature,
when in useWhen the temperature of the water is higher than the set temperature,when in useWhen the temperature of the water is higher than the set temperature,
where v is the real-time speed of the vehicle 100, t the travel time of the vehicle 100, i1Gear ratio of initial gear, i2Gear ratio for target gear, Tc1True torque of the clutch to control initial gear, Tc2True torque of the clutch to control the target gear, TrMoment of resistance, J, of the vehicle 100vIs the total rotational inertia of the vehicle 100, r is the vehicleA radius of the wheel of 100 a,is an estimated shaft speed, omega, of the engine 1eIs the real-time shaft speed of the engine 1,estimating the shaft speed, T, for the correction of the engine 1eIs the real-time torque of the engine 1,to control the predicted torque of the clutch in the target gear,corrected predicted torque for clutch control target gear, JeIs the rotational inertia of the engine 1 and is the correction factor.
For example, in one example of the present invention, referring to fig. 2, when the vehicle 100 is traveling in the inertia phase, the rotation speed of the engine 1 and the rotation speed of the second clutch 22 controlling the second gear are gradually synchronized, the first clutch 21 is disengaged from the engine 1, the second clutch 22 is in a slip state, and the torque transmitted by the first clutch 21 is zero (i.e., T is T;)c(1)0), further, according to the kinetic equation:
thereby obtaining the estimated shaft speed of the engine 1:
where T is the travel time of the vehicle 100, TeIs the real-time torque of the engine 1,is an estimated shaft speed, J, of the engine 1eIs the moment of inertia of the engine 1,is the predicted torque of the second clutch 22, and is then based on the real-time shaft speed ω of the engine 1eAnd the estimated shaft speed of the engine 1To adjust the predicted torque of the second clutch 22 in the tableIf the difference is a positive value (i.e. the difference is positive)) The predicted torque of the second clutch 22 will be describedIs higher than the true torque T of the second clutch 22c(2)Large, when predicted torque to the second clutch 22 in the tableThe correction is made to obtain the true torque T of the second clutch 22c(2)So that the predicted torque in the table is closer to the actual torque, and the correction formula is as follows:
wherein,for the corrected predicted torque of the second clutch 22,is an estimated shaft speed, omega, of the engine 1eIs the real-time shaft speed of the engine 1,the predicted torque of the second clutch 22 is a correction factor, optionally, the correction factor takes a value of 0.03 to 0.05,
when in useTrue torque T of the second clutch 22c(2)The estimated torque corrected by the second clutch 22 is takenNamely, it is
Then, the relation is obtained according to the kinetic equation:
so that the acceleration of the vehicle 100 can be obtained:
wherein i(1)Gear ratio of first gear i(2)At a transmission ratio of two gears, Tc(1)Is the true torque, T, of the first clutch 21c(2)Is the true torque, T, of the second clutch 22rMoment of resistance, J, of the vehicle 100vIs the total rotational inertia, ω, of the vehicle 100vIs the angular velocity of the wheels of the vehicle 100, t is the travel time of the vehicle 100,is the angular acceleration of the wheels of the vehicle 100, v is the real-time speed of the vehicle 100, and r is the wheel radius of the vehicle 100.
According to the acceleration estimation method of the dual clutch transmission vehicle 100, the real-time driving torque and the resisting torque of the vehicle 100 are calculated, so that the real-time acceleration of the vehicle 100 can be effectively and accurately estimated, the stability is good, and the cost is saved.
In one embodiment of the invention, the resistive torque of the vehicle consists essentially of: rolling resistance, slope resistance and wind resistance, which are negligible when the vehicle is travelling at a speed of less than 50km/h, so that the main factors influencing the resistive torque are rolling resistance and slope resistance, and thus resistive torque TrMay be configured to:
Tr＝(m·g·sinθ+m·g·cosθ·μ)·r，
where m is the mass of the vehicle 100, g is the gravitational acceleration, θ is the slope, and μ is the rolling resistance coefficient, where the slope θ is obtained by a slope sensor.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., 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 invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (4)
1. Method for estimating the acceleration of a vehicle with a double clutch gearbox, characterized in that the vehicle comprises an engine and double clutches, the engine being connected to the double clutches for controlling the vehicle gear shifting, each of the double clutches controlling at least one gear, wherein the acceleration a of the vehicle is configured to:
<mrow> <mi>a</mi> <mo>=</mo> <mfrac> <mi>dv</mi> <mi>dt</mi> </mfrac> <mo>=</mo> <mfrac> <mrow> <mrow> <mo>(</mo> <mi>T</mi> <mo>-</mo> <msub> <mi>T</mi> <mi>r</mi> </msub> <mo>)</mo> </mrow> <mo>&CenterDot;</mo> <mi>r</mi> </mrow> <mi>J</mi> </mfrac> <mo>,</mo> </mrow>
where v is the real-time speed of the vehicle, T is the travel time of the vehicle, T is the drive torque of the vehicle, TrIs the drag torque of the vehicle, r is the wheel radius of the vehicle, J is the moment of inertia of the vehicle,
the driving process of the vehicle comprises a single gear stage and a gear shifting stage, wherein the single gear stage is the process of driving the vehicle in a fixed gear, wherein,
when the clutch controlling the fixed gear and the engine have no relative rotating speed, the acceleration a satisfies the following conditions:<mrow> <mi>a</mi> <mo>=</mo> <mfrac> <mi>dv</mi> <mi>dt</mi> </mfrac> <mo>=</mo> <mfrac> <mrow> <mrow> <mo>(</mo> <mi>i</mi> <msub> <mi>T</mi> <mi>e</mi> </msub> <mo>-</mo> <msub> <mi>T</mi> <mi>r</mi> </msub> <mo>)</mo> </mrow> <mo>&CenterDot;</mo> <mi>r</mi> </mrow> <mrow> <msub> <mi>J</mi> <mi>v</mi> </msub> <mo>+</mo> <msub> <mi>J</mi> <mi>e</mi> </msub> <mo>&CenterDot;</mo> <msup> <mi>i</mi> <mn>2</mn> </msup> </mrow> </mfrac> <mo>;</mo> </mrow>
when the clutch controlling the fixed gear is worn, the acceleration a satisfies the following conditions:
<mrow> <mi>a</mi> <mo>=</mo> <mfrac> <mi>dv</mi> <mi>dt</mi> </mfrac> <mo>=</mo> <mfrac> <mrow> <mrow> <mo>(</mo> <mi>i</mi> <msub> <mi>T</mi> <mi>c</mi> </msub> <mo>-</mo> <msub> <mi>T</mi> <mi>r</mi> </msub> <mo>)</mo> </mrow> <mo>&CenterDot;</mo> <mi>r</mi> </mrow> <msub> <mi>J</mi> <mi>v</mi> </msub> </mfrac> <mo>,</mo> </mrow>wherein,<mrow> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>=</mo> <msubsup> <mo>&Integral;</mo> <mn>0</mn> <mi>t</mi> </msubsup> <mfrac> <mrow> <msub> <mi>T</mi> <mi>e</mi> </msub> <mo>-</mo> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mi>c</mi> </msub> </mrow> <msub> <mi>J</mi> <mi>e</mi> </msub> </mfrac> <mi>dt</mi> <mo>,</mo> </mrow>
when in use<mrow> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>=</mo> <msub> <mi>&omega;</mi> <mi>e</mi> </msub> </mrow>When the temperature of the water is higher than the set temperature,<mrow> <msub> <mi>T</mi> <mi>c</mi> </msub> <mo>=</mo> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mi>c</mi> </msub> <mo>;</mo> </mrow>
when in use<mrow> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>-</mo> <msub> <mi>&omega;</mi> <mi>e</mi> </msub> <mo><</mo> <mn>0</mn> </mrow>When the temperature of the water is higher than the set temperature,<mrow> <msup> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mi>c</mi> </msub> <mo>&prime;</mo> </msup> <mo>=</mo> <mi>&delta;</mi> <mo>&CenterDot;</mo> <mrow> <mo>(</mo> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>-</mo> <msub> <mi>&omega;</mi> <mi>e</mi> </msub> <mo>)</mo> </mrow> <mo>+</mo> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mi>c</mi> </msub> <mo>,</mo> <msup> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>&prime;</mo> </msup> <mo>=</mo> <msubsup> <mo>&Integral;</mo> <mn>0</mn> <mi>t</mi> </msubsup> <mfrac> <mrow> <msub> <mi>T</mi> <mi>e</mi> </msub> <mo>-</mo> <msup> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mi>c</mi> </msub> <mo>&prime;</mo> </msup> </mrow> <msub> <mi>J</mi> <mi>e</mi> </msub> </mfrac> <mi>dt</mi> <mo>,</mo> </mrow>when in use<mrow> <msup> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>&prime;</mo> </msup> <mo>=</mo> <msub> <mi>&omega;</mi> <mi>e</mi> </msub> </mrow>When the temperature of the water is higher than the set temperature,<mrow> <msub> <mi>T</mi> <mi>c</mi> </msub> <mo>=</mo> <msup> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mi>c</mi> </msub> <mo>&prime;</mo> </msup> <mo>,</mo> </mrow>
wherein i is the transmission ratio of the fixed gear, TeIs the real-time torque of the engine, JvIs the total vehicle moment of inertia, JeIs the rotational inertia of the engine, TcTo control the true torque of the clutch for that fixed gear,to control the predicted torque of the clutch in the fixed gear,is the estimated shaft speed, omega, of the engineeIs the real-time shaft speed of the engine,estimating a shaft speed for a correction of said engine;the corrected predicted torque of the clutch for controlling the fixed gear is a correction factor,
the gear shifting stage is a process of driving the vehicle from an initial gear to a target gear, and the gear shifting stage comprises the following steps:
a preparatory period phase in which the clutch controlling the initial gear is in an engaged state and the clutch controlling the target gear is completely disengaged from the engine, when an acceleration a satisfies:
<mrow> <mi>a</mi> <mo>=</mo> <mfrac> <mi>dv</mi> <mi>dt</mi> </mfrac> <mo>=</mo> <mfrac> <mrow> <mrow> <mo>(</mo> <msub> <mi>i</mi> <mn>1</mn> </msub> <msub> <mi>T</mi> <mi>e</mi> </msub> <mo>-</mo> <msub> <mi>T</mi> <mi>r</mi> </msub> <mo>)</mo> </mrow> <mo>&CenterDot;</mo> <mi>r</mi> </mrow> <mrow> <msub> <mi>J</mi> <mi>v</mi> </msub> <mo>+</mo> <msub> <mi>J</mi> <mi>e</mi> </msub> <mo>&CenterDot;</mo> <msup> <msub> <mi>i</mi> <mn>1</mn> </msub> <mn>2</mn> </msup> </mrow> </mfrac> <mo>;</mo> </mrow>
a torque phase stage, in which the clutch controlling the initial gear is in an engaged state, and the clutch controlling the target gear is in a slipping state, wherein an acceleration a satisfies:
<mrow> <mi>a</mi> <mo>=</mo> <mfrac> <mi>dv</mi> <mi>dt</mi> </mfrac> <mo>=</mo> <mfrac> <mrow> <mrow> <mo>(</mo> <msub> <mi>i</mi> <mn>1</mn> </msub> <mo>&CenterDot;</mo> <msub> <mi>T</mi> <mrow> <mi>c</mi> <mn>1</mn> </mrow> </msub> <mo>+</mo> <msub> <mi>i</mi> <mn>2</mn> </msub> <mo>&CenterDot;</mo> <msub> <mi>T</mi> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>-</mo> <msub> <mi>T</mi> <mi>r</mi> </msub> <mo>)</mo> </mrow> <mo>&CenterDot;</mo> <mi>r</mi> </mrow> <msub> <mi>J</mi> <mi>v</mi> </msub> </mfrac> <mo>,</mo> </mrow>wherein,<mrow> <msub> <mi>T</mi> <mrow> <mi>c</mi> <mn>1</mn> </mrow> </msub> <mo>=</mo> <msub> <mi>T</mi> <mi>e</mi> </msub> <mo>-</mo> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>-</mo> <mfrac> <mrow> <mi>d</mi> <msub> <mi>&omega;</mi> <mi>e</mi> </msub> </mrow> <mi>dt</mi> </mfrac> <mo>&CenterDot;</mo> <msub> <mi>J</mi> <mi>e</mi> </msub> <mo>,</mo> </mrow>and is<mrow> <msub> <mi>T</mi> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>=</mo> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>;</mo> </mrow>And
an inertia phase in which the clutch controlling the initial gear is disengaged from the engine and the clutch controlling the target gear is in a slip state, when an acceleration a satisfies:
<mrow> <mi>a</mi> <mo>=</mo> <mfrac> <mi>dv</mi> <mi>dt</mi> </mfrac> <mo>=</mo> <mfrac> <mrow> <mrow> <mo>(</mo> <msub> <mi>i</mi> <mn>1</mn> </msub> <mo>&CenterDot;</mo> <msub> <mi>T</mi> <mrow> <mi>c</mi> <mn>1</mn> </mrow> </msub> <mo>+</mo> <msub> <mi>i</mi> <mn>2</mn> </msub> <mo>&CenterDot;</mo> <msub> <mi>T</mi> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>-</mo> <msub> <mi>T</mi> <mi>r</mi> </msub> <mo>)</mo> </mrow> <mo>&CenterDot;</mo> <mi>r</mi> </mrow> <msub> <mi>J</mi> <mi>v</mi> </msub> </mfrac> <mo>,</mo> </mrow>wherein,<mrow> <msub> <mi>T</mi> <mrow> <mi>c</mi> <mn>1</mn> </mrow> </msub> <mo>=</mo> <mn>0</mn> <mo>,</mo> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>=</mo> <msubsup> <mo>&Integral;</mo> <mn>0</mn> <mi>t</mi> </msubsup> <mfrac> <mrow> <msub> <mi>T</mi> <mi>e</mi> </msub> <mo>-</mo> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> </mrow> <msub> <mi>J</mi> <mi>e</mi> </msub> </mfrac> <mi>dt</mi> <mo>,</mo> </mrow>
when in use<mrow> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>=</mo> <msub> <mi>&omega;</mi> <mi>e</mi> </msub> </mrow>When the temperature of the water is higher than the set temperature,<mrow> <msub> <mi>T</mi> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>=</mo> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>;</mo> </mrow>
when in use<mrow> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>-</mo> <msub> <mi>&omega;</mi> <mi>e</mi> </msub> <mo><</mo> <mn>0</mn> </mrow>When the temperature of the water is higher than the set temperature,<mrow> <msup> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>&prime;</mo> </msup> <mo>=</mo> <mi>&delta;</mi> <mo>&CenterDot;</mo> <mrow> <mo>(</mo> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>-</mo> <msub> <mi>&omega;</mi> <mi>e</mi> </msub> <mo>)</mo> </mrow> <mo>+</mo> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>,</mo> <msup> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>&prime;</mo> </msup> <mo>=</mo> <msubsup> <mo>&Integral;</mo> <mn>0</mn> <mi>t</mi> </msubsup> <mfrac> <mrow> <msub> <mi>T</mi> <mi>e</mi> </msub> <mo>-</mo> <msup> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>&prime;</mo> </msup> </mrow> <msub> <mi>J</mi> <mi>e</mi> </msub> </mfrac> <mi>dt</mi> <mo>,</mo> </mrow>when in use<mrow> <msup> <msub> <mover> <mi>&omega;</mi> <mo>&OverBar;</mo> </mover> <mi>e</mi> </msub> <mo>&prime;</mo> </msup> <mo>=</mo> <msub> <mi>&omega;</mi> <mi>e</mi> </msub> </mrow>When the temperature of the water is higher than the set temperature,<mrow> <msub> <mi>T</mi> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>=</mo> <msup> <msub> <mover> <mi>T</mi> <mo>&OverBar;</mo> </mover> <mrow> <mi>c</mi> <mn>2</mn> </mrow> </msub> <mo>&prime;</mo> </msup> <mo>,</mo> </mrow>
wherein i1Is the gear ratio of the initial gear, i2Gear ratio, T, of said target gearc1True torque of the clutch to control the initial gear, Tc2To control the true torque of the clutch in the target gear,to control the predicted torque of the clutch in the target gear,a corrected predicted torque of the clutch for controlling the target gear is estimated.
2. The method for estimating the acceleration of a dual clutch transmission vehicle as set forth in claim 1, wherein said correction factor is 0.03-0.05.
3. Method for estimating the acceleration of a vehicle with a double clutch transmission according to claim 1, characterised in that the resistive torque T of the vehiclerIs configured to:
Tr=(m·g·sinθ+m·g·cosθ·μ)·r，
wherein m is the mass of the vehicle, g is the gravitational acceleration, θ is the gradient, and μ is the rolling resistance coefficient.
4. The acceleration estimation method of a dual clutch transmission vehicle according to claim 3, characterized in that the gradient θ is obtained by a gradient sensor.
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