CN110230695B - Method and device for determining double-clutch power conflict fault - Google Patents
Method and device for determining double-clutch power conflict fault Download PDFInfo
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- CN110230695B CN110230695B CN201810179489.1A CN201810179489A CN110230695B CN 110230695 B CN110230695 B CN 110230695B CN 201810179489 A CN201810179489 A CN 201810179489A CN 110230695 B CN110230695 B CN 110230695B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
- F16H2061/1276—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes
- F16H2061/128—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes the main clutch
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Abstract
The invention discloses a method and a device for determining a double-clutch power conflict fault, wherein the method comprises the following steps: when the shifting forks on the first input shaft and the second input shaft are in a combined state, determining a target gear and a non-target gear according to vehicle state information; in the gear shifting process, torque with the transmission direction of an input shaft and an engine corresponding to a target gear and a non-target gear is obtained; obtaining unexpected torque according to the first speed ratio, the second speed ratio and the third speed ratio corresponding to the three torques and the three torques respectively; and when the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault. Therefore, when the shifting forks on the two input shafts are in a combined state, accurate unexpected torque is obtained through the transmission torque and the speed ratio of the engine and the double clutches when gear shifting is not completed, whether a power conflict fault occurs or not is determined according to the unexpected torque, and the accuracy and the reliability of determining the power conflict fault are improved.
Description
Technical Field
The invention relates to the technical field of data analysis and processing, in particular to a method and a device for determining a double-clutch power conflict fault.
Background
At present, most of gearboxes configured for automobiles are double-clutch gearboxes, which have the advantages of high transmission efficiency, no interruption of power in the gear shifting process and the like, and are different from manual gearboxes in that two clutches in a double-clutch gearbox are connected with two input shafts. Popular explanation: the double-clutch gearbox is provided with two clutches which are respectively connected with different input shafts, for example, one clutch controls 1, 3 and 5 gears; the other clutch controls gears 2, 4 and 6.
The transmission speed ratios at which the two clutches of the dual clutch transmit power are not identical, i.e. each clutch of the dual clutch has a restriction to the engine. For the double-clutch transmission, the normal working state means that only one clutch transmits power after gear shifting is finished, and two clutches can transmit proper power simultaneously in the gear shifting process. If the situation that two clutches transmit power simultaneously after gear shifting is completed or the situation that the two clutches transmit more power occurs in the gear shifting process, abnormal restraint exists at the end of an engine, namely the double clutches are in a power conflict state, so that a mechanical system of the vehicle cannot work normally, and the vehicle is decelerated sharply finally to cause power conflict faults.
In the prior art, a controller corresponding to a dual-clutch transmission monitors torque transmitted by two clutches, whether the clutches normally transmit power is determined by judging whether the torque transmitted by the clutches exceeds a certain calibration threshold, and when the torque transmitted by the two clutches exceeds the certain calibration threshold, a power conflict fault occurs on the dual clutches.
However, the inventor has found through research that the method in the prior art can only cover a part of situations where a power collision fault occurs during a gear shifting process, for example, it is very likely that a torque transmitted by a certain clutch or each clutch in a dual clutch does not exceed a calibration threshold value during the gear shifting process, but two clutches transmit more power, and a power collision fault occurs, that is, the method in the prior art cannot accurately monitor the power collision fault of the dual clutch.
Disclosure of Invention
The invention aims to solve the technical problem that a method and a device for determining the double-clutch power conflict fault are provided, whether the power conflict fault occurs or not is determined by acquiring the accurate unexpected torque of a vehicle and combining a traditional torque threshold value judging method, the determination result is more direct and reliable, and the accuracy and the reliability of determining the power conflict fault are greatly improved.
In a first aspect, an embodiment of the present invention provides a method for determining a double clutch power collision fault, where the method includes:
if the position value of a first shifting fork in each shifting fork corresponding to the first input shaft and the position value of a second shifting fork in each shifting fork corresponding to the second input shaft both exceed corresponding threshold values and the speed ratio corresponding to the first input shaft and the speed ratio corresponding to the second input shaft both meet preset conditions, determining a target gear and a non-target gear according to vehicle state information;
if the gear shifting is not monitored to be completed, obtaining the transmission torque of the input shaft corresponding to the target gear, the transmission torque of the input shaft corresponding to the non-target gear and the transmission torque of the engine, wherein the transmission torque is torque with a transmission direction;
obtaining an unexpected torque according to a first speed ratio of the transmission torque of the engine, a second speed ratio of the transmission torque of the input shaft corresponding to the target gear, a third speed ratio of the transmission torque of the input shaft corresponding to the non-target gear, wherein the first speed ratio corresponds to the engine, the second speed ratio corresponds to the input shaft corresponding to the target gear, and the third speed ratio corresponds to the input shaft corresponding to the non-target gear;
and if the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault.
Preferably, the obtaining of the unexpected torque according to the transmission torque of the engine and the first speed ratio, the transmission torque of the input shaft corresponding to the target gear and the second speed ratio, and the transmission torque of the input shaft corresponding to the non-target gear and the third speed ratio includes:
obtaining a first gearbox output torque according to the transmission torque and a first speed ratio of the engine;
obtaining output torque of a second gearbox according to the transmission torque and the second speed ratio of the input shaft corresponding to the target gear and the transmission torque and the third speed ratio of the input shaft corresponding to the non-target gear;
and obtaining unexpected torque according to the second gearbox output torque and the first gearbox output torque.
Preferably, the transmission direction of the transmission torque of the input shaft corresponding to the target gear is determined according to the rotation speed difference between the input shaft corresponding to the target gear and the engine; the transmission direction of the transmission torque of the input shaft corresponding to the non-target gear is determined according to the rotation speed difference between the input shaft corresponding to the non-target gear and the engine.
Preferably, after obtaining the unexpected torque, the method further comprises:
obtaining an unexpected acceleration according to the unexpected torque, the radius of the vehicle tire and the vehicle mass;
and if the unexpected acceleration is not in the preset acceleration range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault.
Preferably, the method further comprises the following steps:
if the gear shifting is monitored to be completed, obtaining the transmission torque of the input shaft corresponding to the non-target gear; the transmission torque is input shaft torque with a transmission direction;
transmitting torque of an input shaft corresponding to the non-target gear and the third speed ratio; obtaining an unintended torque;
and if the unexpected torque is not in the preset torque range and the continuous time exceeds the preset time, determining the double-clutch power conflict fault.
Preferably, if it is monitored that the gear shifting is completed, the transmission direction of the transmission torque of the input shaft corresponding to the non-target gear is determined according to the high-low relation between the non-target gear and the target gear.
Preferably, if it is monitored that the shift is completed, the method further comprises the following steps:
obtaining an unexpected acceleration according to the unexpected torque, the radius of the vehicle tire and the vehicle mass;
and if the unexpected acceleration is not in the preset acceleration range and the continuous time exceeds the preset time, determining the double-clutch power conflict fault.
Preferably, the completion of the gear shift means that an absolute value of a difference between a ratio of a rotation speed of the engine to a rotation speed of the input shaft corresponding to the target gear and 1 is smaller than a preset value, a transmission torque of the input shaft corresponding to the target gear is larger than zero, and a transmission torque of the input shaft corresponding to the non-target gear is equal to zero.
Preferably, after determining the double clutch power collision fault, the method further comprises:
controlling the position of the clutches in the dual clutch or controlling the interruption of the power take-off.
In a second aspect, an embodiment of the present invention provides a device for determining a double clutch power collision fault, where the device includes:
the first determining unit is used for determining a target gear and a non-target gear according to vehicle state information if the position value of a first shifting fork in each shifting fork corresponding to the first input shaft and the position value of a second shifting fork in each shifting fork corresponding to the second input shaft both exceed corresponding threshold values and the speed ratio corresponding to the first input shaft and the speed ratio corresponding to the second input shaft both meet preset conditions;
the first obtaining unit is used for obtaining the transmission torque of the input shaft corresponding to the target gear, the transmission torque of the input shaft corresponding to the non-target gear and the transmission torque of the engine if the completion of gear shifting is not monitored, wherein the transmission torque is torque with a transmission direction;
a second obtaining unit configured to obtain an unintended torque based on a transmission torque of the engine and a first speed ratio corresponding to the engine, a transmission torque of an input shaft corresponding to the target gear and a second speed ratio corresponding to the input shaft corresponding to the non-target gear, and a third speed ratio corresponding to the input shaft corresponding to the non-target gear;
and the second determining unit is used for determining the power conflict fault of the double clutches if the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time.
Compared with the prior art, the invention has at least the following advantages:
by adopting the technical scheme of the embodiment of the invention, firstly, on the premise that the position values of the shifting forks corresponding to the first input shaft and the second input shaft exceed the corresponding threshold values and the speed ratios corresponding to the first input shaft and the second input shaft meet the preset conditions, a target gear and a non-target gear are determined according to vehicle state information; then, when the vehicle is in a gear shifting process, obtaining transmission torques in a transmission direction of the input shaft corresponding to the target gear, the input shaft corresponding to the non-target gear and the engine; then, according to the transmission torque of the engine and the corresponding first speed ratio, the transmission torque of the input shaft corresponding to the target gear and the corresponding second speed ratio, and the transmission torque of the input shaft corresponding to the non-target gear and the corresponding third speed ratio, obtaining an unexpected torque; and finally, when the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault. Therefore, on the premise that the shifting forks are in a combined state on the two input shafts, torque is transmitted through the engine and the double clutches when gear shifting is not completed, accurate unexpected torque of the vehicle is obtained through the corresponding speed ratio, whether a power conflict fault occurs or not is determined by combining a traditional torque threshold value judging method, the determination result is more direct and reliable, and the accuracy and the reliability of determining the power conflict fault are greatly improved.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments described in the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a schematic diagram of a system framework involved in an application scenario according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a method for determining a dual clutch power collision fault according to an embodiment of the present invention;
FIG. 3 is a flow chart illustrating another method for dual clutch power collision fault determination according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a device for determining a double clutch power collision fault according to an embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
When the double clutches are in a power conflict state, a mechanical system of the vehicle cannot work normally, and the vehicle is decelerated sharply finally. For example, in order to ensure that a proportional relationship between the engine speed and the speed of the output shaft of the gearbox is 3:1 on the one hand and 2:1 on the other hand, in which case the vehicle speed finally decelerates sharply to 0, but a brief acceleration may occur in the middle. Generally, a controller corresponding to a dual-clutch transmission monitors torque transmitted by two clutches, determines whether the clutches normally transmit power by judging whether the torque transmitted by the two clutches exceeds a certain calibrated threshold, and determines that the dual clutches are in a power conflict state when the torque transmitted by the two clutches exceeds the certain calibrated threshold.
However, the inventor has found through research that the prior art method cannot cover all the double clutches in the power conflict state, for example, if the calibration threshold is set to be 100 based on the maximum acceleration of the normal operation of the vehicle, one clutch transmits the torque of 80 and the other clutch transmits the torque of 40 during the gear shifting process, although the torque transmitted by each of the double clutches does not exceed 100, the torque transmitted by the two clutches is 120 greater than the torque transmitted by the engine 100, and the two clutches transmit more power and are in the power conflict state. It can be seen that there is a high possibility that the torque transmitted by one clutch or each clutch in the dual clutches does not exceed the calibration threshold, but the two clutches transmit more power and are in a power conflict state, i.e. the method in the prior art cannot accurately monitor the power conflict of the dual clutches.
In order to solve the problem, in the embodiment of the invention, firstly, on the premise that the position value of each shifting fork corresponding to a first input shaft and a second input shaft exceeds a corresponding threshold value and the speed ratio corresponding to the first input shaft and the second input shaft meets a preset condition, a target gear and a non-target gear are determined according to vehicle state information; then, when the vehicle is in a gear shifting process, obtaining transmission torques in a transmission direction of the input shaft corresponding to the target gear, the input shaft corresponding to the non-target gear and the engine; then, according to the transmission torque of the engine and the corresponding first speed ratio, the transmission torque of the input shaft corresponding to the target gear and the corresponding second speed ratio, and the transmission torque of the input shaft corresponding to the non-target gear and the corresponding third speed ratio, obtaining an unexpected torque; and finally, when the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault. Therefore, on the premise that the shifting forks are in a combined state on the two input shafts, torque is transmitted through the engine and the double clutches when gear shifting is not completed, accurate unexpected torque of the vehicle is obtained through the corresponding speed ratio, whether a power conflict fault occurs or not is determined by combining a traditional torque threshold value judging method, the determination result is more direct and reliable, and the accuracy and the reliability of determining the power conflict fault are greatly improved.
For example, one of the scenarios of the embodiment of the present invention may be applied to the scenario shown in fig. 1. Position sensor 101, controller 102 and dual clutch 103 in this scenario. The position sensor 101 monitors and obtains position values of all shifting forks in the double clutches 103, and the position values are transmitted to the controller 102; when the controller 102 judges that the position value of a first shifting fork in each shifting fork corresponding to the first input shaft and the position value of a second shifting fork in each shifting fork corresponding to the second input shaft both exceed corresponding threshold values and the speed ratio corresponding to the first input shaft and the speed ratio corresponding to the second input shaft both meet preset conditions, determining a target gear and a non-target gear according to vehicle state information; if the controller 102 does not monitor that the gear shifting is completed, obtaining the transmission torque of the input shaft corresponding to the target gear, the transmission torque of the input shaft corresponding to the non-target gear and the transmission torque of the engine; the controller 102 obtains an unexpected torque according to the transmission torque of the engine and the first speed ratio, the transmission torque of the input shaft corresponding to the target gear and the second speed ratio, and the transmission torque of the input shaft corresponding to the non-target gear and the third speed ratio; and if the controller 102 judges that the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault. After the controller 102 determines the double clutch power collision failure, the position of the clutch in the double clutch 103 is controlled so that the vehicle enters a safe state.
It is to be understood that, in the above application scenarios, although the actions of the embodiments of the present invention are described as being performed by the controller 102, the present invention is not limited in terms of the subject of execution, as long as the actions disclosed in the embodiments of the present invention are performed.
It is to be understood that the above scenario is only one scenario example provided by the embodiment of the present invention, and the embodiment of the present invention is not limited to this scenario.
The following describes a specific implementation manner of the method and the device for determining the double clutch power conflict fault in the embodiment of the invention in detail through embodiments with reference to the attached drawings.
Exemplary method
Referring to fig. 2, a flow diagram of a method for dual clutch power collision fault determination in an embodiment of the present invention is shown. In this embodiment, the method may include, for example, the steps of:
step 201: and if the position value of the first shifting fork in each shifting fork corresponding to the first input shaft and the position value of the second shifting fork in each shifting fork corresponding to the second input shaft both exceed the corresponding threshold value and the speed ratio corresponding to the first input shaft and the speed ratio corresponding to the second input shaft both accord with the preset condition, determining a target gear and a non-target gear according to the vehicle state information.
It should be noted that power collision may be generated only when the shifting forks on the two input shafts of the dual clutch, i.e., the first input shaft and the second input shaft, are in the engaged state, and therefore, the precondition for determining the power collision fault is that the shifting forks on the two input shafts of the dual clutch are in the engaged state.
Specifically, the position sensor acquires the position value of each shifting fork in the dual clutch, and sends the position value to the controller, the controller determines whether each shifting fork is in a position corresponding to a combination state by judging whether the position value of each shifting fork exceeds a corresponding threshold value, when the position value of a first shifting fork in each shifting fork corresponding to the first input shaft exceeds a corresponding threshold value and the position value of a second shifting fork in each shifting fork corresponding to the second input shaft exceeds a corresponding threshold value, it can be determined that the shifting forks in the positions corresponding to the combination state are both arranged on the first input shaft and the second input shaft, and at the moment, it is also required to check whether the speed ratio corresponding to the input shafts corresponding to the shifting forks is within a preset speed ratio range, so as to avoid the situation of position sensor failure or shifting fork hardware failure, that is, when the shifting fork position condition is satisfied, the speed ratio corresponding to the first input shaft and the speed ratio corresponding to the second input shaft both meet a preset condition, it is determined that the fork in the position corresponding to the coupled state is in the coupled state.
It can be understood that, on the premise that the two input shafts of the double clutch are both provided with the shifting forks in the combined state, the controller needs to determine which of the two shifting forks in the combined state corresponds to the target gear and which corresponds to the non-target gear, so as to know whether the two shifting forks are in the shifting stage or the shifting completion stage in the following. First, a target gear is determined, which is generally determined according to vehicle state information, such as accelerator opening, vehicle speed, etc.; and then, determining that one shifting fork corresponds to a target gear according to the position values of the two shifting forks, and determining that the other shifting fork corresponds to a non-target gear according to the position value of the shifting fork.
Step 202: if the shifting is not monitored to be completed, the transmission torque of the input shaft corresponding to the target gear, the transmission torque of the input shaft corresponding to the non-target gear and the transmission torque of the engine are obtained, and the transmission torque is torque with a transmission direction.
It can be understood that, according to the situation of the actual power conflict fault, the power conflict fault in the gear shifting stage and the power conflict fault in the gear shifting completion can be divided. When the vehicle is in a gear shifting stage, due to the problem in the process of torque interaction of the two clutches, the two clutches transmit excessive torque at the same time, the vehicle is subjected to unexpected acceleration, and finally the vehicle is decelerated rapidly, so that a power conflict fault occurs; when the vehicle is in a gear shifting completion stage, due to software calculation or logic errors or hardware problems, a clutch which should not work suddenly starts to transmit power, unexpected torque is generated on the vehicle, unexpected acceleration is generated by the unexpected torque, and finally the vehicle is decelerated sharply, and a power conflict fault occurs. Therefore, it is possible to determine whether a power collision failure has occurred based on the unexpected torque occurring in the vehicle, but the manner of obtaining the unexpected torque differs because the two stages described above generate the unexpected torque of the vehicle, and thus it is necessary to first determine which of the two stages the vehicle is in.
Specifically, the controller may monitor some data regarding shifting of the vehicle, determine whether shifting is complete, and if shifting is incomplete, the vehicle is in a shift phase. In the embodiment, firstly, the rotating speed of an engine and the rotating speed of an input shaft corresponding to a target gear are monitored, whether a clutch corresponding to the target gear is in an engaged state is determined by judging whether the rotating speed of the input shaft corresponding to the target gear is close to the rotating speed of the engine, namely, the ratio of the rotating speed of the engine to the rotating speed of the input shaft corresponding to the target gear is obtained through calculation, whether the absolute value of the difference value between the ratio and 1 is smaller than a preset value is judged, the preset value is small, and when the absolute value of the difference value between the ratio and 1 is smaller than the preset value, the clutch corresponding to the target gear is in the engaged state; and secondly, monitoring the transmission torque of the input shaft corresponding to the target gear and the transmission torque of the input shaft corresponding to the non-target gear, and considering that the gear shifting is finished only when the transmission torque of the input shaft corresponding to the target gear is larger than zero and the transmission torque of the input shaft corresponding to the non-target gear is equal to zero when the clutch corresponding to the target gear is determined to be in a combined state.
When the vehicle is in the non-gear shifting completion stage, two clutches in the double clutches transmit torque, and the condition for obtaining the unexpected torque is that the transmission torques of the two clutches and the transmission torque of the engine are required to be known.
The transmission torque of the input shaft means torque with a transmission direction. The torque value of the transmission torque of the input shaft can be directly obtained by calculation according to the position or pressure of the clutch and the like; the determination of the vehicle in different phases is different for the direction of transmission of the torque transmitted by the input shaft.
During the gear shifting phase, the transmission direction of the transmission torque of the input shaft is determined according to the rotation speed difference between the input shaft and the engine, namely, the transmission direction of the transmission torque of the input shaft corresponding to the target gear is determined according to the rotation speed difference between the input shaft corresponding to the target gear and the engine, and the transmission direction of the transmission torque of the input shaft corresponding to the non-target gear is also determined according to the rotation speed difference between the input shaft corresponding to the non-target gear and the engine. Specifically, the transmission direction of the transmission torque of the input shaft corresponding to the target gear is determined as follows:
step A: acquiring the rotating speed of an input shaft and the rotating speed of an engine corresponding to a target gear;
and B: obtaining the rotation speed difference between the input shaft corresponding to the target gear and the engine according to the rotation speed of the input shaft corresponding to the target gear and the rotation speed of the engine;
and C: determining the magnitude relation between the rotating speed difference of the engine and a preset value a-a;
step D: if the difference between the rotating speed of the input shaft corresponding to the target gear and the rotating speed of the engine is larger than a preset value a, the transmission direction of the transmission torque of the input shaft corresponding to the target gear is negative;
step E: if the difference between the rotating speed of the input shaft corresponding to the target gear and the rotating speed of the engine is smaller than a preset value-a, the transmission direction of the transmission torque of the input shaft corresponding to the target gear is positive;
step F: if the difference between the rotating speed of the input shaft corresponding to the target gear and the rotating speed of the engine is in the range of [ -a, a ], the transmission direction of the transmission torque of the input shaft corresponding to the target gear is the sign of the difference between the transmission torque of the engine and the transmission torque of the input shaft corresponding to the non-target gear.
It should be noted that the determination manner of the transmission direction of the transmission torque of the input shaft corresponding to the non-target gear is similar to the determination manner of the transmission direction of the transmission torque of the input shaft corresponding to the target gear, and is not described herein again.
It should be noted that the difference between the rotational speeds of the input shaft and the engine is in the range of [ -a, a ], the value of the transmission torque of the input shaft is also equal to the absolute value of the difference between the transmission torque of the engine and the transmission torque of another input shaft outside the input shaft, but the upper limit is the torque value obtained by directly calculating the position or pressure of the clutch through a friction coefficient/torque curve or the like.
Step 203: according to the transmission torque of the engine and a first speed ratio, the transmission torque of the input shaft corresponding to the target gear and a second speed ratio and the transmission torque of the input shaft corresponding to the non-target gear and a third speed ratio, unexpected torque is obtained, the first speed ratio corresponds to the engine, the second speed ratio corresponds to the input shaft corresponding to the target gear, and the third speed ratio corresponds to the input shaft corresponding to the non-target gear.
It should be noted that after the transmission torques of the engine, the input shaft corresponding to the target gear and the input shaft corresponding to the non-target gear are obtained, the torque converted to the output shaft of the transmission by the double clutch and the torque converted to the output shaft of the transmission by the engine transmission torque can be obtained by calculating according to the speed ratios corresponding to the engine, the input shaft corresponding to the target gear and the input shaft corresponding to the non-target gear, and the unexpected torque of the vehicle can be obtained according to the difference between the two obtained torques. Therefore, in some embodiments of this embodiment, the step 203 is specifically implemented as follows:
s1: obtaining a first gearbox output torque according to the transmission torque and a first speed ratio of the engine;
s2: obtaining output torque of a second gearbox according to the transmission torque and the second speed ratio of the input shaft corresponding to the target gear and the transmission torque and the third speed ratio of the input shaft corresponding to the non-target gear;
s3: and obtaining unexpected torque according to the second gearbox output torque and the first gearbox output torque.
The first speed ratio is the ratio of the rotating speed of the engine to the rotating speed of the output shaft of the gearbox, the first speed ratio is the ratio of the rotating speed of the input shaft corresponding to the target gear to the rotating speed of the output shaft of the gearbox, and the third speed ratio is the ratio of the rotating speed of the input shaft corresponding to the non-target gear to the rotating speed of the output shaft of the gearbox.
Step 204: and if the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault.
It can be understood that, in combination with the conventional method for determining the torque threshold, after the unexpected torque is obtained in step 203, it is necessary to determine whether the unexpected torque is within the preset torque range [ -torque threshold, torque threshold ], and only when the torque range is exceeded, that is, the absolute value of the unexpected torque is greater than the torque threshold, the time that the absolute value of the accumulated unexpected torque is greater than the torque threshold (from the start of the gear shift to the completion of the gear shift) during the gear shift is up, and when the accumulated time exceeds the preset time, the dual clutch power conflict fault occurs.
It should be noted that the unexpected torque actually generates unexpected acceleration, which results in unexpected acceleration and deceleration of the vehicle, and therefore, it is also possible to determine whether a power collision failure occurs according to the unexpected acceleration. In some embodiments of the present embodiment, after obtaining the unexpected torque, for example, the method further includes: firstly, obtaining unexpected acceleration according to unexpected torque, vehicle tire radius and vehicle mass, specifically, multiplying the unexpected torque by the vehicle tire radius and dividing by the vehicle mass to obtain the unexpected acceleration by calculation; then, similarly, whether the unexpected acceleration is in a preset torque range [ -acceleration threshold, acceleration threshold ], and the time when the unexpected acceleration is not in the range is accumulated, whether the accumulated time exceeds a preset time is judged, and when the unexpected acceleration is not in the preset acceleration range and the accumulated time exceeds the preset time, the double clutch power conflict fault is determined.
It should be noted that, as can be seen from the following description of step 202, when the vehicle is in the shift completion stage, due to a software calculation or logic error or a hardware problem, a clutch that should not be operated suddenly starts to transmit power, so as to cause an unexpected torque of the vehicle, when it is monitored that the shift is completed, that is, the vehicle is not in the shift process, only the clutch corresponding to the target gear transmits power, at this time, it is determined that a power conflict only needs to monitor whether the input shaft corresponding to the non-target gear transmits power, and therefore, it is a prerequisite that the transmission torque of the input shaft corresponding to the non-target gear needs to be obtained, and the transmission torque of the input shaft corresponding to the target gear does not need to be obtained. In some embodiments of this embodiment, the shift completion phase, for example, may further include the following steps corresponding to steps 202 to 204:
step a: if the gear shifting is monitored to be completed, obtaining the transmission torque of the input shaft corresponding to the non-target gear; the transmission torque is an input shaft torque with a transmission direction.
And at the gear shifting completion stage, the transmission direction of the transmission torque of the input shaft corresponding to the non-target gear is determined according to the height relation of the non-target gear relative to the target gear. Specifically, the transfer direction is determined as follows:
step G: determining a high-low relation between a non-target gear and a target gear;
step H: if the non-target gear is higher than the target gear, the transmission direction of the transmission torque of the input shaft corresponding to the non-target gear is positive;
step I: if the non-target gear is lower than the target gear, the transmission direction of the transmission torque of the input shaft corresponding to the non-target gear is negative.
Step b: transmitting torque of an input shaft corresponding to the non-target gear and the third speed ratio; an unintended torque is obtained.
And the third speed ratio is the ratio of the rotating speed of the input shaft corresponding to the non-target gear to the rotating speed of the output shaft of the gearbox.
Step c: and if the unexpected torque is not in the preset torque range and the continuous time exceeds the preset time, determining the double-clutch power conflict fault.
It is understood that, after obtaining the unexpected torque in step b, it is necessary to determine whether the unexpected torque is within the preset torque range [ -torque threshold, torque threshold ] in combination with the conventional determination method of torque threshold in the similar shift phase, and only when the torque range is exceeded, that is, the absolute value of the unexpected torque is greater than the torque threshold, the duration that the absolute value of the unexpected torque is greater than the torque threshold after the shift is completed is calculated, and when the duration exceeds the preset time, the double clutch power conflict fault occurs.
It will be appreciated that similar to the shift phase, it is also possible to determine whether a power conflict fault has occurred based on an unexpected acceleration. Firstly, obtaining unexpected acceleration according to unexpected torque, radius of a vehicle tire and vehicle mass; and then, combining a traditional torque threshold value judging method, and determining the double-clutch power conflict fault when the unexpected acceleration is not in the preset acceleration range and the duration time exceeds the preset time.
It should be noted that the main hazard of unintended acceleration due to unintended torque is that the vehicle will unexpectedly accelerate or decelerate sharply, causing a power conflict fault, and causing personal damage to the vehicle driver or other traffic participants. Therefore, when it is determined that a power collision failure is obtained, the controller causes the vehicle to enter a safe state by controlling the position of the clutch or by controlling the interruption of the power output before the hazard is generated.
According to various implementation manners provided by the embodiment, firstly, on the premise that the position values of the shifting forks corresponding to the first input shaft and the second input shaft exceed corresponding threshold values and the speed ratios corresponding to the first input shaft and the second input shaft meet preset conditions, a target gear and a non-target gear are determined according to vehicle state information; then, when the vehicle is in a gear shifting process, obtaining transmission torques in a transmission direction of the input shaft corresponding to the target gear, the input shaft corresponding to the non-target gear and the engine; then, according to the transmission torque of the engine and the corresponding first speed ratio, the transmission torque of the input shaft corresponding to the target gear and the corresponding second speed ratio, and the transmission torque of the input shaft corresponding to the non-target gear and the corresponding third speed ratio, obtaining an unexpected torque; and finally, when the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault. Therefore, on the premise that the shifting forks are in a combined state on the two input shafts, accurate unexpected torque of the vehicle is obtained through the transmission torque of the engine and the double-clutch input shaft and the corresponding speed ratio when gear shifting is not completed, accurate unexpected torque of the vehicle is obtained through the transmission torque of the input shaft corresponding to a non-target gear and the corresponding speed ratio when gear shifting is completed, whether a power conflict fault occurs or not is determined by combining a traditional torque threshold value judging method, the determination result is more direct and reliable, and the accuracy and the reliability of determining the power conflict fault are greatly improved.
Due to the fact that the actual power conflict fault can be divided into a power conflict fault in the gear shifting stage and a power conflict fault after gear shifting, a specific implementation manner of the method for determining the power conflict fault of the two-stage double clutch in the embodiment of the invention in practical application is described in detail through another embodiment in combination with the attached drawing 3.
Referring to FIG. 3, a flow diagram of another method for dual clutch power collision fault determination in an embodiment of the present invention is shown. In this embodiment, the method may include, for example, the steps of:
step 301: and if the position value of the first shifting fork in each shifting fork corresponding to the first input shaft and the position value of the second shifting fork in each shifting fork corresponding to the second input shaft both exceed the corresponding threshold value and the speed ratio corresponding to the first input shaft and the speed ratio corresponding to the second input shaft both accord with the preset conditions, determining a target gear and a non-target gear according to the vehicle state information.
Step 302: judging whether the gear shifting is finished or not, if so, entering a step 303; if not, go to step 307.
Step 303: obtaining the transmission torque of the input shaft corresponding to the non-target gear; the transmission torque is an input shaft torque with a transmission direction.
Step 304: transmitting torque of the input shaft corresponding to the non-target gear and a corresponding third speed ratio; an unintended torque is obtained.
Step 305: an unintended acceleration is obtained based on the unintended torque, the vehicle tire radius, and the vehicle mass.
Step 306: and if the unexpected acceleration is not in the preset acceleration range and the duration time exceeds the preset time, determining the double-clutch power conflict fault.
Step 307: and obtaining the transmission torque of the input shaft corresponding to the target gear, the transmission torque of the input shaft corresponding to the non-target gear and the transmission torque of the engine, wherein the transmission torque is the torque with the transmission direction.
Step 308: and obtaining the output torque of the first gearbox according to the transmission torque of the engine and the corresponding first speed ratio.
Step 309: and obtaining the output torque of the second gearbox according to the transmission torque of the input shaft corresponding to the target gear and the corresponding second speed ratio and the transmission torque of the input shaft corresponding to the non-target gear and the corresponding third speed ratio.
Step 310: and obtaining unexpected torque according to the second gearbox output torque and the first gearbox output torque.
Step 311: an unintended acceleration is obtained based on the unintended torque, the vehicle tire radius, and the vehicle mass.
Step 312: and if the unexpected acceleration is not in the preset acceleration range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault.
According to various implementation manners provided by the embodiment, firstly, on the premise that the position values of the shifting forks corresponding to the first input shaft and the second input shaft exceed corresponding threshold values and the speed ratios corresponding to the first input shaft and the second input shaft meet preset conditions, a target gear and a non-target gear are determined according to vehicle state information; then, when the vehicle is in a gear shifting process, obtaining transmission torques in a transmission direction of the input shaft corresponding to the target gear, the input shaft corresponding to the non-target gear and the engine; then, according to the transmission torque of the engine and the corresponding first speed ratio, the transmission torque of the input shaft corresponding to the target gear and the corresponding second speed ratio, and the transmission torque of the input shaft corresponding to the non-target gear and the corresponding third speed ratio, obtaining an unexpected torque; and finally, when the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault. Therefore, on the premise that the shifting forks are in a combined state on the two input shafts, accurate unexpected torque of the vehicle is obtained through the transmission torque of the engine and the double-clutch input shaft and the corresponding speed ratio when gear shifting is not completed, accurate unexpected torque of the vehicle is obtained through the transmission torque of the input shaft corresponding to a non-target gear and the corresponding speed ratio when gear shifting is completed, whether a power conflict fault occurs or not is determined by combining a traditional torque threshold value judging method, the determination result is more direct and reliable, and the accuracy and the reliability of determining the power conflict fault are greatly improved.
Exemplary device
Referring to fig. 4, a schematic diagram of a device for determining a double clutch power collision failure according to an embodiment of the present invention is shown. In this embodiment, the apparatus may specifically include:
a first determining unit 401, configured to determine a target gear and a non-target gear according to vehicle state information if a position value of a first shift fork in each shift fork corresponding to a first input shaft and a position value of a second shift fork in each shift fork corresponding to a second input shaft both exceed corresponding threshold values and a speed ratio corresponding to the first input shaft and a speed ratio corresponding to the second input shaft both meet preset conditions;
a first obtaining unit 402, configured to obtain, if it is not monitored that the gear shift is completed, a transmission torque of the input shaft corresponding to the target gear, a transmission torque of the input shaft corresponding to the non-target gear, and a transmission torque of the engine, where the transmission torque is a torque with a transmission direction;
a second obtaining unit 403, configured to obtain an unintended torque according to a first speed ratio of a transmission torque of the engine, a second speed ratio of the transmission torque of the input shaft corresponding to the target gear, a third speed ratio of the transmission torque of the input shaft corresponding to the non-target gear, the first speed ratio corresponding to the engine, the second speed ratio corresponding to the input shaft corresponding to the target gear, and the third speed ratio corresponding to the input shaft corresponding to the non-target gear;
a second determining unit 404, configured to determine a dual clutch power collision fault if the unexpected torque is not within the preset torque range and the accumulated time exceeds a preset time.
Optionally, the second obtaining unit 403 includes;
the first obtaining subunit is used for obtaining a first gearbox output torque according to the transmission torque and a first speed ratio of the engine;
the second obtaining subunit is used for obtaining the output torque of the second gearbox by using the transmission torque and the second speed ratio of the input shaft corresponding to the target gear and the transmission torque and the third speed ratio of the input shaft corresponding to the non-target gear;
and the third obtaining subunit is used for obtaining the unexpected torque according to the second gearbox output torque and the first gearbox output torque.
Optionally, the transmission direction of the transmission torque of the input shaft corresponding to the target gear is determined according to the rotation speed difference between the input shaft corresponding to the target gear and the engine; the transmission direction of the transmission torque of the input shaft corresponding to the non-target gear is determined according to the rotation speed difference between the input shaft corresponding to the non-target gear and the engine.
Optionally, the apparatus further comprises:
a third obtaining unit for obtaining an unexpected acceleration according to the unexpected torque, the radius of the vehicle tire and the vehicle mass;
and the third determining unit is used for determining the power conflict fault of the double clutches if the unexpected acceleration is not in the preset acceleration range and the accumulated time exceeds the preset time.
Optionally, the apparatus further comprises:
the fourth obtaining unit is used for obtaining the transmission torque of the input shaft corresponding to the non-target gear if the gear shifting is monitored to be completed; the transmission torque is input shaft torque with a transmission direction;
a fifth obtaining unit configured to obtain the third speed ratio and a transmission torque of the input shaft corresponding to the non-target gear; obtaining an unintended torque;
and the fourth determining unit is used for determining the double clutch power conflict fault if the unexpected torque is not in the preset torque range and the continuous time exceeds the preset time.
Optionally, if it is monitored that the gear shifting is completed, the transmission direction of the transmission torque of the input shaft corresponding to the non-target gear is determined according to the high-low relationship between the non-target gear and the target gear.
Optionally, if it is monitored that the shift is completed, when the unexpected torque is obtained, the method further includes:
a sixth obtaining unit configured to obtain an unexpected acceleration from the unexpected torque, a vehicle tire radius, and a vehicle mass;
and the fifth determining unit is used for determining the double clutch power conflict fault if the unexpected acceleration is not in the preset acceleration range and the continuous time exceeds the preset time.
Optionally, the gear shifting is completed, that is, an absolute value of a difference between a ratio of a rotation speed of the engine to a rotation speed of the input shaft corresponding to the target gear and 1 is smaller than a preset value, and a transmission torque of the input shaft corresponding to the target gear is greater than zero and a transmission torque of the input shaft corresponding to the non-target gear is equal to zero.
Optionally, the apparatus further comprises:
and a sixth control unit for controlling the position of the clutches in the dual clutch or for controlling the interruption of the power output.
According to various implementation manners provided by the embodiment, firstly, on the premise that the position values of the shifting forks corresponding to the first input shaft and the second input shaft exceed corresponding threshold values and the speed ratios corresponding to the first input shaft and the second input shaft meet preset conditions, a target gear and a non-target gear are determined according to vehicle state information; then, when the vehicle is in a gear shifting process, obtaining transmission torques in a transmission direction of the input shaft corresponding to the target gear, the input shaft corresponding to the non-target gear and the engine; then, according to the transmission torque of the engine and the corresponding first speed ratio, the transmission torque of the input shaft corresponding to the target gear and the corresponding second speed ratio, and the transmission torque of the input shaft corresponding to the non-target gear and the corresponding third speed ratio, obtaining an unexpected torque; and finally, when the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault. Therefore, on the premise that the shifting forks are in a combined state on the two input shafts, accurate unexpected torque of the vehicle is obtained through the transmission torque of the engine and the double-clutch input shaft and the corresponding speed ratio when gear shifting is not completed, accurate unexpected torque of the vehicle is obtained through the transmission torque of the input shaft corresponding to a non-target gear and the corresponding speed ratio when gear shifting is completed, whether a power conflict fault occurs or not is determined by combining a traditional torque threshold value judging method, the determination result is more direct and reliable, and the accuracy and the reliability of determining the power conflict fault are greatly improved.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The foregoing is merely a preferred embodiment of the invention and is not intended to limit the invention in any manner. Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make numerous possible variations and modifications to the present teachings, or modify equivalent embodiments to equivalent variations, without departing from the scope of the present teachings, using the methods and techniques disclosed above. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention are still within the scope of the protection of the technical solution of the present invention, unless the contents of the technical solution of the present invention are departed.
Claims (9)
1. A method of dual clutch power collision fault determination, comprising:
if the position value of a first shifting fork in each shifting fork corresponding to the first input shaft and the position value of a second shifting fork in each shifting fork corresponding to the second input shaft both exceed corresponding threshold values and the speed ratio corresponding to the first input shaft and the speed ratio corresponding to the second input shaft both meet preset conditions, determining a target gear and a non-target gear according to vehicle state information;
if the gear shifting is not monitored to be completed, obtaining the transmission torque of the input shaft corresponding to the target gear, the transmission torque of the input shaft corresponding to the non-target gear and the transmission torque of the engine, wherein the transmission torque is torque with a transmission direction;
obtaining an unexpected torque according to a first speed ratio of the transmission torque of the engine, a second speed ratio of the transmission torque of the input shaft corresponding to the target gear, and a third speed ratio of the transmission torque of the input shaft corresponding to the non-target gear, wherein the first speed ratio is a ratio of the rotating speed of the engine to the rotating speed of the output shaft of the gearbox, the second speed ratio is a ratio of the rotating speed of the input shaft corresponding to the target gear to the rotating speed of the output shaft of the gearbox, and the third speed ratio is a ratio of the rotating speed of the input shaft corresponding to the non-target gear to the rotating speed of the output shaft of the gearbox;
and if the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault.
2. The method of claim 1, wherein obtaining the unintended torque based on the transmission torque of the engine with a first speed ratio, the transmission torque of the input shaft corresponding to the target gear with a second speed ratio, and the transmission torque of the input shaft corresponding to the non-target gear with a third speed ratio comprises:
obtaining a first gearbox output torque according to the transmission torque and a first speed ratio of the engine;
obtaining output torque of a second gearbox according to the transmission torque and the second speed ratio of the input shaft corresponding to the target gear and the transmission torque and the third speed ratio of the input shaft corresponding to the non-target gear;
and obtaining unexpected torque according to the second gearbox output torque and the first gearbox output torque.
3. The method according to claim 1, characterized in that the direction of transmission of the torque transmitted by the input shaft corresponding to the target gear is determined according to the difference in rotational speed between the input shaft corresponding to the target gear and the engine; the transmission direction of the transmission torque of the input shaft corresponding to the non-target gear is determined according to the rotation speed difference between the input shaft corresponding to the non-target gear and the engine.
4. The method of claim 1, further comprising:
if the gear shifting is monitored to be completed, obtaining the transmission torque of the input shaft corresponding to the non-target gear; the transmission torque is input shaft torque with a transmission direction;
transmitting torque and the third speed ratio of the input shaft corresponding to the non-target gear position; obtaining an unintended torque;
and if the unexpected torque is not in the preset torque range and the continuous time exceeds the preset time, determining the double-clutch power conflict fault.
5. The method according to claim 4, wherein if completion of a gear shift is monitored, the direction of torque transmission of the input shaft corresponding to the non-target gear is determined according to the relationship of the non-target gear to the target gear.
6. The method according to claim 1 or 4, wherein the completion of the gear shift means that the absolute value of the difference between the ratio of the rotation speed of the engine to the rotation speed of the input shaft corresponding to the target gear and 1 is smaller than a preset value, the transmission torque of the input shaft corresponding to the target gear is larger than zero, and the transmission torque of the input shaft corresponding to the non-target gear is equal to zero.
7. The method of claim 1 or 4, after determining a dual clutch power collision failure, further comprising:
controlling the position of the clutches in the dual clutch or controlling the interruption of the power take-off.
8. A method of dual clutch power collision fault determination, comprising:
if the position value of a first shifting fork in each shifting fork corresponding to the first input shaft and the position value of a second shifting fork in each shifting fork corresponding to the second input shaft both exceed corresponding threshold values and the speed ratio corresponding to the first input shaft and the speed ratio corresponding to the second input shaft both meet preset conditions, determining a target gear and a non-target gear according to vehicle state information;
if the gear shifting is not monitored to be completed, obtaining the transmission torque of the input shaft corresponding to the target gear, the transmission torque of the input shaft corresponding to the non-target gear and the transmission torque of the engine, wherein the transmission torque is torque with a transmission direction;
obtaining an unexpected torque according to a first speed ratio of the transmission torque of the engine, a second speed ratio of the transmission torque of the input shaft corresponding to the target gear, and a third speed ratio of the transmission torque of the input shaft corresponding to the non-target gear, wherein the first speed ratio is a ratio of the rotating speed of the engine to the rotating speed of the output shaft of the gearbox, the second speed ratio is a ratio of the rotating speed of the input shaft corresponding to the target gear to the rotating speed of the output shaft of the gearbox, and the third speed ratio is a ratio of the rotating speed of the input shaft corresponding to the non-target gear to the rotating speed of the output shaft of the gearbox;
obtaining an unexpected acceleration according to the unexpected torque, the radius of the vehicle tire and the vehicle mass;
and if the unexpected acceleration is not in the preset acceleration range and the accumulated time exceeds the preset time, determining the double-clutch power conflict fault.
9. An apparatus for dual clutch power collision fault determination, comprising:
the first determining unit is used for determining a target gear and a non-target gear according to vehicle state information if the position value of a first shifting fork in each shifting fork corresponding to the first input shaft and the position value of a second shifting fork in each shifting fork corresponding to the second input shaft both exceed corresponding threshold values and the speed ratio corresponding to the first input shaft and the speed ratio corresponding to the second input shaft both meet preset conditions;
the first obtaining unit is used for obtaining the transmission torque of the input shaft corresponding to the target gear, the transmission torque of the input shaft corresponding to the non-target gear and the transmission torque of the engine if the completion of gear shifting is not monitored, wherein the transmission torque is the torque with the transmission direction;
a second obtaining unit, configured to obtain an unexpected torque according to a first speed ratio of a transmission torque of the engine, a second speed ratio of the transmission torque of the input shaft corresponding to the target gear, and a third speed ratio of the transmission torque of the input shaft corresponding to the non-target gear, where the first speed ratio is a ratio of a rotation speed of the engine to a rotation speed of a transmission output shaft, the second speed ratio is a ratio of a rotation speed of the input shaft corresponding to the target gear to a rotation speed of the transmission output shaft, and the third speed ratio is a ratio of a rotation speed of the input shaft corresponding to the non-target gear to a rotation speed of the transmission output shaft;
and the second determining unit is used for determining the power conflict fault of the double clutches if the unexpected torque is not in the preset torque range and the accumulated time exceeds the preset time.
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| CN105840808B (en) * | 2016-04-26 | 2019-03-12 | 中国第一汽车股份有限公司 | Shift control method for coordinating for wet-type double-clutch automatic speed-change device |
| JP6750319B2 (en) * | 2016-06-06 | 2020-09-02 | いすゞ自動車株式会社 | Dual clutch transmission control device |
| CN106065943B (en) * | 2016-08-22 | 2018-02-13 | 安徽江淮汽车集团股份有限公司 | Double clutch fault diagnosis and processing method and transmission system |
| CN106644461B (en) * | 2016-10-13 | 2019-03-08 | 安徽江淮汽车集团股份有限公司 | One kind being used for wet-type dual-clutch gearbox pressure fault diagnostic method |
| CN106949234B (en) * | 2017-04-27 | 2018-10-09 | 上海汽车变速器有限公司 | Double-clutch speed changer functional safety monitoring method |
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