CN111059281A - Control method and system for gear engagement in double-clutch downshift process and vehicle - Google Patents

Control method and system for gear engagement in double-clutch downshift process and vehicle Download PDF

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Publication number
CN111059281A
CN111059281A CN202010027702.4A CN202010027702A CN111059281A CN 111059281 A CN111059281 A CN 111059281A CN 202010027702 A CN202010027702 A CN 202010027702A CN 111059281 A CN111059281 A CN 111059281A
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China
Prior art keywords
clutch
gear
torque
engine
controlling
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Pending
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CN202010027702.4A
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Chinese (zh)
Inventor
熊冰
胡成帅
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Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
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Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
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Priority to CN202010027702.4A priority Critical patent/CN111059281A/en
Publication of CN111059281A publication Critical patent/CN111059281A/en
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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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • 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
    • F16H61/68—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 specially adapted for stepped gearings
    • F16H61/684—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 specially adapted for stepped gearings without interruption of drive
    • F16H61/688—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 specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • 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
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0407—Synchronisation before shifting by control of clutch in parallel torque path
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/48—Synchronising of new gear
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/54—Synchronizing engine speed to transmission input speed

Abstract

The invention provides a control method and a control system for gear engagement in a double-clutch downshift process and a vehicle, and relates to the field of vehicles. The method comprises the steps of firstly controlling the first clutch to transmit the power of the engine to the transmission shaft corresponding to the current gear, then controlling the torque of the second clutch to increase from zero to the preset threshold torque at the preset change rate, and then maintaining the torque of the second clutch at the preset threshold torque so that the rotating speed of the transmission shaft corresponding to the target gear is equal to the rotating speed of the output shaft of the engine. And then controlling the torque of the second clutch to be reduced to zero from a preset threshold value within a first preset time, and finally controlling the shifting fork to be jointed with a target gear within a second preset time so as to finish the gear engaging process, wherein before the shifting fork is jointed with the target gear, a transmission shaft corresponding to the target gear is in unpowered output. The invention can reduce the target rotating speed difference when the target gear is pre-engaged, mainly shorten the gear engaging time and improve the noise and the impact of NVH abnormal sound in the gear engaging process.

Description

Control method and system for gear engagement in double-clutch downshift process and vehicle
Technical Field
The invention relates to the field of vehicles, in particular to a control method and a control system for engaging in a gear in a double-clutch downshift process and a vehicle.
Background
In the vehicle integrating a transmission system assembly (or comprising a motor) carrying a DCT (discrete cosine transformation) automatic transmission, a driving shaft carries out current power transmission and a driven shaft can select a proper pre-selected gear according to the current driving working condition in the sliding running process of the vehicle. Because of the different speed ratios of different gears, when selecting corresponding target preselected gear, there is the regulation of the corresponding shaft speed of target preselected gear, in this regulation process, mainly according to the synchronizer of control shift fork carry out corresponding effect, engage in gear in-process synchronizing force:
Figure BDA0002363061090000011
different rotational speed is poor, can lead to the not required not equidimension of demand to engage in gear power and the required time of different synchronous speed, and at control in-process of engaging in gear, the synchronizing force is too big or the undersize, all can bring different degrees the Noise and the impact of the NVH (Noise, Harshness Noise, Vibration and acoustic Vibration roughness) abnormal sound of engaging in gear, and user experience is relatively poor.
Disclosure of Invention
The invention aims to provide a method for controlling gear engagement in a dual-clutch downshift process, and solves the problems that NVH abnormal noise and impact are large due to overlarge gear engagement synchronous speed difference in the gear engagement process in the prior art.
It is an object of a second aspect of the invention to provide a control system for engaging a gear during a double clutch downshift.
It is an object of a third aspect of the invention to provide a vehicle.
According to a first aspect of the invention, there is provided a method for controlling a gear engagement during a dual clutch downshift, comprising:
controlling a first clutch to transmit power of an engine to a transmission shaft corresponding to a current gear so as to output power through the transmission shaft corresponding to the current gear;
controlling the torque of a second clutch to increase from zero to a preset threshold torque at a preset change rate, wherein the second clutch is connected with a transmission shaft corresponding to a target gear;
maintaining the torque of the second clutch at the preset threshold torque so that the rotating speed of a transmission shaft corresponding to the target gear is equal to the rotating speed of an output shaft of the engine;
controlling the torque of the second clutch to be reduced to zero from the preset threshold torque within a first preset time;
and controlling the shifting fork to be jointed with the target gear within second preset time so as to finish the gear engaging process, wherein before the shifting fork is jointed with the target gear, a transmission shaft corresponding to the target gear is in unpowered output.
Optionally, controlling the torque of the second clutch to increase from zero to a preset threshold torque at a preset rate of change specifically includes:
engaging the second clutch with an output shaft of the engine such that a torque of the second clutch is increased to a preset threshold torque.
Optionally, controlling the torque of the second clutch to be reduced from the preset threshold torque to zero specifically includes:
controlling the second clutch to disconnect from the output shaft of the engine.
Optionally, after completing the gear engaging process, the method further includes:
and controlling the second clutch to be engaged with the output shaft of the engine and disconnecting the first clutch from the output shaft of the engine so as to output the power of the engine through a target gear, thereby completing the gear shifting process.
According to the object of the second aspect of the present invention, the present invention further provides a control system for engaging a gear during a dual clutch downshift, comprising an engine, a first clutch, a second clutch, a shift fork and a control unit, wherein the control unit is connected to the engine, the first clutch, the second clutch and the shift fork, wherein,
the control unit is used for firstly controlling the first clutch to transmit the power of the engine to a transmission shaft corresponding to the current gear so as to output the power through the transmission shaft corresponding to the current gear; then controlling the torque of the second clutch to increase from zero to a preset threshold torque at a preset change rate, wherein the second clutch is connected with a transmission shaft corresponding to the target gear; then maintaining the torque of the second clutch at the preset threshold torque so that the rotating speed of a transmission shaft corresponding to the target gear is equal to the rotating speed of an output shaft of the engine; and then controlling the torque of the second clutch to be reduced to zero from the preset threshold value torque within a first preset time, and finally controlling the gear shifting fork to be engaged with the target gear within a second preset time so as to finish the gear engaging process, wherein before the gear shifting fork is engaged with the target gear, a transmission shaft corresponding to the target gear is in unpowered output.
Optionally, the control unit is configured to increase the torque of the second clutch to a preset threshold torque by controlling the second clutch to engage with the output shaft of the engine.
Optionally, the control unit is further configured to reduce the torque of the second clutch from the preset threshold torque to zero by controlling the second clutch to be disconnected from the output shaft of the engine.
Optionally, the control unit is further configured to control the second clutch to engage with the output shaft of the engine and disconnect the first clutch from the output shaft of the engine after the gear engaging process is completed, so as to output power of the engine through the target gear, thereby completing the gear shifting process.
According to an object of the third aspect of the invention, the invention also provides a vehicle equipped with the control system described above.
The method comprises the steps of firstly controlling a first clutch to transmit power of an engine to a transmission shaft corresponding to a current gear so as to output power through the transmission shaft corresponding to the current gear, and then controlling torque of a second clutch to increase from zero to preset threshold torque at a preset change rate, wherein the second clutch is connected with the transmission shaft corresponding to a target gear. And then maintaining the torque of the second clutch at a preset threshold torque so that the rotating speed of a transmission shaft corresponding to the target gear is equal to the rotating speed of an output shaft of the engine. And then controlling the torque of the second clutch to be reduced to zero from a preset threshold value within a first preset time, and finally controlling the shifting fork to be jointed with a target gear within a second preset time so as to finish the gear engaging process, wherein before the shifting fork is jointed with the target gear, a transmission shaft corresponding to the target gear is in unpowered output. According to the invention, by controlling the combination mode of the torque of the second clutch corresponding to the transmission shaft corresponding to the target gear, the target speed difference when the target gear is pre-engaged is reduced as much as possible, the gear engaging time is mainly shortened, the NVH abnormal noise and impact in the gear engaging process are improved, and the use durability of the gear shifting fork is improved.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
FIG. 1 is a schematic flow chart of a method of controlling a gear shift during a dual clutch downshift according to one embodiment of the present invention;
FIG. 2 is a schematic flow chart of a method of controlling a gear shift during a dual clutch downshift according to another embodiment of the present invention;
FIG. 3 is a schematic block diagram of a control system for engaging a gear during a dual clutch downshift according to one embodiment of the present invention;
fig. 4 is a schematic relationship diagram of parameters in a control method for a gear shift during a dual clutch downshift according to an embodiment of the present invention.
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.
Fig. 1 is a schematic flow chart of a method of controlling a gear engagement during a double clutch downshift according to one embodiment of the invention. As shown in fig. 1, in one specific embodiment, the method for controlling the gear engagement during the double clutch downshift specifically comprises the following steps:
s10, controlling the first clutch to normally transmit the power of the engine to the transmission shaft corresponding to the current gear so as to output the power through the transmission shaft corresponding to the current gear;
s20, controlling the torque of the second clutch to increase from zero to a preset threshold torque at a preset change rate, wherein the second clutch is connected with a transmission shaft corresponding to the target gear;
s30, maintaining the torque of the second clutch at a preset threshold torque so that the rotating speed of the transmission shaft corresponding to the target gear is equal to the rotating speed of the output shaft of the engine;
s40, controlling the torque of the second clutch to be reduced to zero from the preset threshold torque within the first preset time;
and S50, controlling the shift fork to be jointed with the target gear within a second preset time so as to finish the gear engaging process, wherein before the shift fork is jointed with the target gear, the transmission shaft corresponding to the target gear is in unpowered output.
According to the invention, by controlling the combination mode of the torque of the second clutch corresponding to the transmission shaft corresponding to the target gear, the target speed difference when the target gear is pre-engaged is reduced as much as possible, the gear engaging time is mainly shortened, the NVH abnormal noise and impact in the gear engaging process are improved, and the use durability of the gear shifting fork is improved.
Specifically, the step S20 specifically includes:
the second clutch is engaged with an output shaft of the engine such that a torque of the second clutch is increased to a preset threshold torque. Here, torque is transmitted to the second clutch by the power of the engine, but the torque required to control the second clutch is not increased when the torque is increased to a preset threshold torque, and since the second clutch is connected to the propeller shaft corresponding to the target gear, the propeller shaft corresponding to the target gear can be rotated by increasing the torque of the second clutch.
Further, the step S40 specifically includes:
and controlling the second clutch to be disconnected from the output shaft of the engine. Here, the second clutch is disconnected from the engine output shaft when the rotation speed of the propeller shaft corresponding to the target gear is equal to the rotation speed of the engine output shaft.
Fig. 2 is a schematic flow chart of a method of controlling a gear shift during a dual clutch downshift according to another embodiment of the present invention. As shown in fig. 2, and with reference to fig. 1, in another embodiment, after completing the gear engaging process, the following steps are included:
and S60, controlling the second clutch to be connected with the output shaft of the engine, and disconnecting the first clutch from the output shaft of the engine to output the power of the engine through the target gear, thereby completing the gear shifting process.
According to the invention, before gear shifting, the transmission shaft corresponding to the target gear is driven by the second clutch corresponding to the target gear, and gear shifting is carried out when the transmission shaft has the rotating speed equal to that of the output shaft of the engine.
Fig. 3 is a schematic block diagram of a control system for engaging a gear during a dual clutch downshift according to an embodiment of the present invention. As shown in fig. 3, in a specific embodiment, the control system 100 for engaging a gear during a dual clutch downshift includes an engine 1, a first clutch 3, a second clutch 2, a shift fork 7 and a control unit 6, where the control unit 6 is connected to the engine 1, the first clutch 3, the second clutch 2 and the shift fork 7, and the control unit 6 is configured to first control the first clutch 3 to transmit power of the engine 1 to a transmission shaft 5 corresponding to a current gear, so as to output power through the transmission shaft 5 corresponding to the current gear; then controlling the torque of the second clutch 2 to increase from zero to a preset threshold torque at a preset change rate, wherein the second clutch 2 is connected with the transmission shaft 4 corresponding to the target gear; then, the torque of the second clutch 2 is maintained at a preset threshold torque, so that the rotating speed of the transmission shaft 4 corresponding to the target gear is equal to the rotating speed of the output shaft of the engine 1; and then controlling the torque of the second clutch 2 to be reduced to zero from a preset threshold torque within a first preset time, and finally controlling the shift fork 7 to be engaged with a target gear within a second preset time so as to finish the gear engaging process, wherein before the shift fork 7 is engaged with the target gear, the transmission shaft 4 corresponding to the target gear is in unpowered output.
Further, the control unit 6 is configured to increase the torque of the second clutch 2 from zero to a preset threshold torque at a preset rate of change by controlling the second clutch 2 to engage with the output shaft of the engine 1. The control unit 6 is further configured to reduce the torque of the second clutch 2 from the preset threshold torque to zero by controlling the second clutch 2 to be disconnected from the output shaft of the engine 1. The control unit 6 is in turn configured to control the second clutch 2 to engage with the output shaft of the engine 1 and to disconnect the first clutch 3 from the engine 1 after completion of the gear engagement process, in order to take off the power of the engine 1 through the target gear, thereby completing the gear shifting process.
The control unit 6 in the control system provided by the invention can increase the rotating speed of the transmission shaft 4 corresponding to the target gear before engaging the gear by controlling the engagement and the disengagement of the second clutch 2 and the output shaft of the engine 1, so that the engaging rotating speed difference is reduced.
Fig. 4 is a schematic relationship diagram of parameters in a control method for a gear shift during a dual clutch downshift according to an embodiment of the present invention. As shown in fig. 4 and referring to fig. 1-3, the dashed lines indicate the torque of the second clutch 2, the position of the shift fork 7 and the rotation speed of the transmission shaft 4 corresponding to the target gear during the gear shifting process without using the control method of the present invention, and the solid lines indicate the torque of the second clutch 2, the position of the shift fork 7 and the rotation speed of the transmission shaft 4 corresponding to the target gear during the gear shifting process using the control method of the present invention. n is1Indicating the speed of rotation, n, of the propeller shaft 5 corresponding to the current gear2The dotted line indicates the rotational speed of the propeller shaft 4, n, corresponding to the target geareIndicating the rotational speed of the output shaft of the engine 1, T0Indicating a preset threshold torque of the second clutch 2, Shift fork indicating the position of the synchronizer in the Shift fork 7, neutral indicating the neutral position, sync indicating the synchronizing position, engaged indicating the engaging position. Because the synchronous force is generated in the gear engaging process
Figure BDA0002363061090000061
Based on the factor Δ ω, the control unit 6 selects a target gear corresponding to the vehicle speed according to the vehicle speed change after the driver releases the accelerator pedal during the running of the vehicle, and at the moment, the rotating speed n of the transmission shaft 4 corresponding to the target gear is the rotating speed n of the transmission shaft 4 corresponding to the target gear2Less than the speed n of the output shaft of the engine 1e. At t0The time period increases the torque of the second clutch 2 from zero to T0And the torque of the second clutch 2 is maintained at T0As can be seen from the figure, the rotation speed n of the propeller shaft 4 corresponding to the target gear is now at that time2Continuously increases until reaching the rotating speed n of the output shaft of the engine 1eSame and then at t1Reducing the torque of the second clutch 2 to zero in the time period, wherein the rotating speed n of the transmission shaft 4 corresponding to the target gear2Will drop slightly due to t1The time period is short and therefore has little effect. Then, at t2The time-slot controlled shift fork 7 is engaged with the target gear when the difference in rotational speed Δ ω 1 (using the control method of the invention) is significantly smaller than Δ ω 2 (not using the control method of the invention), so that the synchronizing force F becomes easier to control and the time to engage t is easier to engage2Relative to t2+t3The method has the advantages that the method (without the control method) is obviously improved, the gear engaging synchronous force is controlled in a small rotating speed difference, the NVH abnormal sound and impact can be improved, and the service life of hardware of the synchronizer is prolonged.
The present invention further provides a vehicle equipped with the control system 100 in any of the above embodiments, and details of the control system 100 are not repeated herein.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.

Claims (9)

1. A method for controlling gear engagement during a dual clutch downshift, comprising:
controlling a first clutch to transmit power of an engine to a transmission shaft corresponding to a current gear so as to output power through the transmission shaft corresponding to the current gear;
controlling the torque of a second clutch to increase from zero to a preset threshold torque at a preset change rate, wherein the second clutch is connected with a transmission shaft corresponding to a target gear;
maintaining the torque of the second clutch at the preset threshold torque so that the rotating speed of a transmission shaft corresponding to the target gear is equal to the rotating speed of an output shaft of the engine;
controlling the torque of the second clutch to be reduced to zero from the preset threshold torque within a first preset time;
and controlling the shifting fork to be jointed with the target gear within second preset time so as to finish the gear engaging process, wherein before the shifting fork is jointed with the target gear, a transmission shaft corresponding to the target gear is in unpowered output.
2. The control method of claim 1, wherein controlling the torque of the second clutch to increase from zero to a predetermined threshold torque at a predetermined rate of change comprises:
engaging the second clutch with an output shaft of the engine such that a torque of the second clutch is increased to a preset threshold torque.
3. The control method according to claim 1, characterized in that controlling the torque of the second clutch to decrease from the preset threshold torque to zero comprises:
controlling the second clutch to disconnect from the output shaft of the engine.
4. The control method according to claim 1, further comprising, after completing the shift process:
and controlling the second clutch to be engaged with the output shaft of the engine and disconnecting the first clutch from the output shaft of the engine so as to output the power of the engine through a target gear, thereby completing the gear shifting process.
5. A control system for engaging gears in the process of dual-clutch downshift is characterized by comprising an engine, a first clutch, a second clutch, a shifting fork and a control unit, wherein the control unit is connected with the engine, the first clutch, the second clutch and the shifting fork,
the control unit is used for firstly controlling the first clutch to transmit the power of the engine to a transmission shaft corresponding to the current gear so as to output the power through the transmission shaft corresponding to the current gear; then controlling the torque of the second clutch to increase from zero to a preset threshold torque at a preset change rate, wherein the second clutch is connected with a transmission shaft corresponding to the target gear; then maintaining the torque of the second clutch at the preset threshold torque so that the rotating speed of a transmission shaft corresponding to the target gear is equal to the rotating speed of an output shaft of the engine; and then controlling the torque of the second clutch to be reduced to zero from the preset threshold value torque within a first preset time, and finally controlling the gear shifting fork to be engaged with the target gear within a second preset time so as to finish the gear engaging process, wherein before the gear shifting fork is engaged with the target gear, a transmission shaft corresponding to the target gear is in unpowered output.
6. The control system of claim 5,
the control unit is configured to increase the torque of the second clutch to a preset threshold torque by controlling the second clutch to engage with the output shaft of the engine.
7. The control system of claim 5,
the control unit is further configured to reduce the torque of the second clutch from the preset threshold torque to zero by controlling the second clutch to be disconnected from the output shaft of the engine.
8. The control system of claim 5,
the control unit is further configured to control the second clutch to be engaged with the output shaft of the engine and disconnect the first clutch from the output shaft of the engine after the gear engaging process is completed, so as to output power of the engine through a target gear, thereby completing the gear shifting process.
9. A vehicle, characterized in that a control system according to any one of claims 5-8 is installed.
CN202010027702.4A 2020-01-10 2020-01-10 Control method and system for gear engagement in double-clutch downshift process and vehicle Pending CN111059281A (en)

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CN112460252A (en) * 2020-11-20 2021-03-09 浙江吉利控股集团有限公司 Intelligent gear shifting method and device based on double clutches
CN112524243A (en) * 2020-12-04 2021-03-19 东风汽车集团有限公司 Pre-synchronization control method for clutches of double-clutch automatic gearbox
CN113074247A (en) * 2021-05-08 2021-07-06 北京航空航天大学 Gear shifting control method for changing intention in power gear shifting process
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CN114542707A (en) * 2022-02-28 2022-05-27 海马汽车有限公司 Gear shifting control method and device and vehicle
CN114838121A (en) * 2022-05-31 2022-08-02 重庆长安汽车股份有限公司 Control method and system for auxiliary gear engagement of wet-type double-clutch synchronizer and automobile

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CN109424738A (en) * 2017-09-05 2019-03-05 上海汽车集团股份有限公司 Fork controls method and device when double clutch gearbox downshifts

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CN112460252A (en) * 2020-11-20 2021-03-09 浙江吉利控股集团有限公司 Intelligent gear shifting method and device based on double clutches
CN112460252B (en) * 2020-11-20 2022-07-19 浙江吉利控股集团有限公司 Intelligent gear shifting method and device based on double clutches
CN112524243A (en) * 2020-12-04 2021-03-19 东风汽车集团有限公司 Pre-synchronization control method for clutches of double-clutch automatic gearbox
CN113124146A (en) * 2021-03-22 2021-07-16 福建万润新能源科技有限公司 Gear shifting control method based on DAT gearbox
CN113124146B (en) * 2021-03-22 2022-08-19 福建万润新能源科技有限公司 Gear shifting control method based on DAT gearbox
CN113074247A (en) * 2021-05-08 2021-07-06 北京航空航天大学 Gear shifting control method for changing intention in power gear shifting process
CN113074247B (en) * 2021-05-08 2022-03-04 北京航空航天大学 Gear shifting control method for changing intention in power gear shifting process
CN114542707A (en) * 2022-02-28 2022-05-27 海马汽车有限公司 Gear shifting control method and device and vehicle
CN114838121A (en) * 2022-05-31 2022-08-02 重庆长安汽车股份有限公司 Control method and system for auxiliary gear engagement of wet-type double-clutch synchronizer and automobile

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Application publication date: 20200424