CN111963585A - Clutch control method and clutch control system - Google Patents

Clutch control method and clutch control system Download PDF

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Publication number
CN111963585A
CN111963585A CN201910419458.3A CN201910419458A CN111963585A CN 111963585 A CN111963585 A CN 111963585A CN 201910419458 A CN201910419458 A CN 201910419458A CN 111963585 A CN111963585 A CN 111963585A
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clutch
separated
rotating speed
closed
interaction
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CN201910419458.3A
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CN111963585B (en
Inventor
贺军
马春狮
张东波
戴万云
施飞雷
尹军
韩冬
王帅帅
李游
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

Abstract

In the clutch control method, closed-loop control is performed on a clutch to be separated or a clutch to be combined in a clutch preparation stage and a clutch interaction stage, so that the rotating speed of an engine is always lower than the rotating speed of an input shaft connected with the clutch to be separated in the clutch preparation stage and the clutch interaction stage of coasting downshift, the aim of avoiding the situation that the clutch to be separated transmits forward torque in the process of coasting downshift is fulfilled, disturbance or noise of a double-clutch transmission shafting caused by the fact that the clutch to be separated transmits the forward torque is avoided, the rotating speed fluctuation of the input shaft of the transmission and the deceleration fluctuation of a vehicle are avoided, and the driving experience of a user is optimized.

Description

Clutch control method and clutch control system
Technical Field
The present disclosure relates to the field of vehicle engineering technologies, and more particularly, to a clutch control method and a clutch control system.
Background
A Dual Clutch, Dual Clutch Transmission (DCT), is different from a general automatic Transmission system, which belongs to both a manual Transmission and an automatic Transmission, and can provide uninterrupted power output in addition to the flexibility of the manual Transmission and the comfort of the automatic Transmission.
A twin clutch transmission is based on a manual transmission, in contrast to which the two clutches of the twin clutch transmission are connected to two input shafts, and the shifting and clutching operations are performed by a mechatronic module integrating electronic and hydraulic components. In practical applications, the coasting downshift process of a twin clutch transmission is one of the most common driving conditions. When the vehicle runs in a high gear, if a driver releases an accelerator pedal or treads a brake, the engine is in a fuel cut-off state and outputs negative torque (drag torque), and when the downshift speed is reached, the automatic transmission controller executes the sliding downshift control.
The coasting downshift process mainly comprises three control stages of clutch preparation, clutch interaction and clutch speed regulation. In the practical application process, it is found that in the existing clutch control method, in the clutch preparation and clutch interaction stage of the coasting downshift process, the problem that the torque transmitted by the two clutches is not matched with the engine drag torque may occur, and then the forward torque transmitted by the clutch to be disengaged occurs, the disturbance or noise of a dual-clutch transmission shafting occurs, and the fluctuation of the transmission input shaft speed and the fluctuation of the vehicle deceleration occur, as shown in fig. 1, and poor driving experience is brought to a user.
Disclosure of Invention
In order to solve the technical problems, the application provides a clutch control method and a clutch control system, so as to achieve the purpose of avoiding the situation that the clutch to be disengaged transmits the forward torque in the process of coasting and downshifting, avoid the disturbance or noise of a double-clutch type transmission shafting caused by the fact that the clutch to be disengaged transmits the forward torque, avoid the fluctuation of the rotating speed of an input shaft of the transmission and the fluctuation of the deceleration of a vehicle, and optimize the driving experience of a user.
In order to achieve the technical purpose, the embodiment of the application provides the following technical scheme:
a clutch control method applied to a coasting shift-down process of a dual clutch transmission, the clutch control method comprising:
after a coasting and downshifting control instruction is received, controlling a clutch to be combined to enter a clutch preparation stage, and initializing the clutch to be separated;
and after the initialization of the clutch to be separated is finished, carrying out closed-loop control on the clutch to be separated or the clutch to be combined so that the rotating speed of an engine is lower than the rotating speed of an input shaft connected with the clutch to be separated in a clutch preparation phase and a clutch interaction phase of the coasting downshift.
Optionally, the performing closed-loop control on the off-going clutch or the on-coming clutch after the off-going clutch is initialized so that the engine speed is lower than the input shaft speed connected with the off-going clutch in the clutch preparation phase and the clutch interaction phase of the coasting downshift includes:
after the initialization of the clutch to be separated is finished, controlling the clutch to be separated to enter a clutch preparation stage, and performing closed-loop control on the clutch to be separated in the clutch preparation stage, wherein feedforward information in the closed-loop control is engine drag torque, so that the transmission torque of the clutch to be separated is equal to the calculated torque of the closed-loop control, and the difference value between the engine rotating speed and the rotating speed of an input shaft connected with the clutch to be separated is smaller than a first preset rotating speed;
and in the clutch interaction stage, the clutch to be separated and the clutch to be combined are sequentially subjected to closed-loop control, so that the rotating speed of an engine is lower than that of an input shaft connected with the clutch to be separated.
Optionally, after the clutch preparation phase of the to-be-disengaged clutch and the to-be-engaged clutch is completed, controlling the to-be-disengaged clutch and the to-be-engaged clutch to enter a clutch interaction phase, and in the clutch interaction phase, performing closed-loop control on the to-be-disengaged clutch and the to-be-engaged clutch in sequence so that the rotation speed of the engine is lower than the rotation speed of the input shaft connected to the to-be-disengaged clutch includes:
the clutch interaction phase comprises: a first interaction phase and a second interaction phase;
controlling the transmission torque of the to-be-engaged clutch to increase at a first preset slope at the first interaction stage; controlling the transmission torque of the clutch to be separated to change according to a first preset formula;
the first preset formula is as follows: t isc＝Te-Ts-Tpk(ii) a Wherein, TeRepresenting engine drag torque, TcRepresenting the torque transmitted, T, of the offgoing clutch at the present momentsRepresenting the torque transmitted, T, of the oncoming clutch at the present momentpkA calculated torque representing a current time of the closed loop control; at the first interaction stage, Tpk＜Tpk-1，Tpk-1A calculated torque representing a time immediately before closed loop control;
when the difference value between the rotating speed of the engine and the rotating speed of the input shaft connected with the clutch to be separated is smaller than a second preset rotating speed, entering a second interaction stage;
controlling the transmission torque of the clutch to be disconnected to be reduced at a second preset slope in the second interaction stage; and performing closed-loop control on the clutch to be combined, wherein in the second interaction stage, the calculated torque of the closed-loop control at the current moment is larger than the calculated torque of the closed-loop control at the previous moment.
Optionally, the calculated torque of the closed-loop control satisfies a second preset formula;
the second preset formula is as follows:
Figure BDA0002065526770000031
wherein, TpA calculated torque representing the closed loop control; err (t) represents the difference between the actual rotational speed of the input shaft and the target rotational speed; kp、Ki、KdRespectively representing a proportional regulation coefficient, an integral regulation coefficient and a differential regulation coefficient.
Optionally, after the off-going clutch is initialized, performing closed-loop control on the off-going clutch or the on-coming clutch so that the engine speed is lower than the input shaft speed connected with the off-going clutch in the clutch preparation phase and the clutch interaction phase of the coasting downshift, further includes:
and judging whether the rotating speed of an engine is greater than the rotating speed of an input shaft connected with the clutch to be separated or whether the clutch interaction stage is overtime in the clutch interaction stage, and if so, controlling the dual-clutch transmission to enter the clutch speed regulation stage.
A clutch control system for use during a coast downshift in a dual clutch transmission, said clutch control system comprising:
the initialization module is used for controlling the clutch to be combined to enter a clutch preparation stage and initializing the clutch to be separated after receiving a sliding downshift control instruction;
and the closed-loop control module is used for carrying out closed-loop control on the clutch to be separated or the clutch to be combined after the initialization of the clutch to be separated is completed, so that the rotating speed of an engine is lower than the rotating speed of an input shaft connected with the clutch to be separated in a clutch preparation phase and a clutch interaction phase of the coasting downshift.
Optionally, the closed-loop control module includes:
the device comprises a preparation control unit, a clutch preparation stage and a clutch preparation stage, wherein the preparation control unit is used for controlling the clutch to be separated to enter the clutch preparation stage after the initialization of the clutch to be separated is completed, and performing closed-loop control on the clutch to be separated in the clutch preparation stage, and feed-forward information in the closed-loop control is engine drag torque so as to enable the transmission torque of the clutch to be separated to be equal to the calculated torque of the closed-loop control and enable the difference value between the engine rotating speed and the rotating speed of an input shaft connected with the clutch to be separated to be smaller than a first preset rotating speed;
and the interaction control unit is used for controlling the clutch to be separated and the clutch to be combined to enter a clutch interaction stage after the clutch preparation stage of the clutch to be separated and the clutch to be combined is completed, and performing closed-loop control on the clutch to be separated and the clutch to be combined in sequence in the clutch interaction stage so as to enable the rotating speed of an engine to be lower than the rotating speed of an input shaft connected with the clutch to be separated.
Optionally, the interaction control unit is specifically configured to, in the clutch interaction phase, include: a first interaction phase and a second interaction phase;
controlling the transmission torque of the to-be-engaged clutch to increase at a first preset slope at the first interaction stage; controlling the transmission torque of the clutch to be separated to change according to a first preset formula;
the first preset formula is as follows: t isc＝Te-Ts-Tpk(ii) a Wherein, TeRepresenting engine drag torque, TcRepresenting the torque transmitted, T, of the offgoing clutch at the present momentsRepresenting the torque transmitted, T, of the oncoming clutch at the present momentpkA calculated torque representing a current time of the closed loop control; at the first interaction stage, Tpk＜Tpk-1，Tpk-1A calculated torque representing a time immediately before closed loop control;
when the difference value between the rotating speed of the engine and the rotating speed of the input shaft connected with the clutch to be separated is smaller than a second preset rotating speed, entering a second interaction stage;
controlling the transmission torque of the clutch to be disconnected to be reduced at a second preset slope in the second interaction stage; and performing closed-loop control on the clutch to be combined, wherein in the second interaction stage, the calculated torque of the closed-loop control at the current moment is larger than the calculated torque of the closed-loop control at the previous moment.
Optionally, the calculated torque of the closed-loop control satisfies a second preset formula;
the second preset formula is as follows:
Figure BDA0002065526770000041
wherein, TpA calculated torque representing the closed loop control; err (t) represents the difference between the actual rotational speed of the input shaft and the target rotational speed; kp、Ki、KdRespectively representing a proportional regulation coefficient, an integral regulation coefficient and a differential regulation coefficient.
Optionally, the method further includes:
and the speed regulation control module is used for judging whether the rotating speed of an engine is greater than the rotating speed of an input shaft connected with the clutch to be separated or whether the clutch interaction stage is overtime in the clutch interaction stage, and controlling the dual-clutch transmission to enter the clutch speed regulation stage if the rotating speed of the engine is greater than the rotating speed of the input shaft connected with the clutch to be separated or the clutch interaction stage is overtime.
According to the technical scheme, the inventor researches and discovers that whether the clutch to be separated transmits positive torque or negative torque is related to the rotating speed of an input shaft connected with an engine and the clutch, and when the rotating speed of the engine is higher than the rotating speed of the input shaft connected with the clutch to be separated, the clutch to be separated transmits the positive torque; and when the rotating speed of the engine is lower than the rotating speed of the input shaft connected with the clutch to be separated, the clutch to be separated transmits negative torque. Therefore, in the clutch control method provided by the embodiment of the application, in the clutch preparation stage and the clutch interaction stage, the clutch to be disengaged or the clutch to be combined is subjected to closed-loop control, so that the engine speed is always lower than the input shaft speed connected with the clutch to be disengaged in the clutch preparation stage and the clutch interaction stage of the coasting downshift, the purpose of avoiding the situation that the clutch to be disengaged transmits the forward torque in the coasting downshift process is achieved, the disturbance or noise of a dual-clutch transmission shaft system caused by the fact that the clutch to be disengaged transmits the forward torque is avoided, the fluctuation of the transmission input shaft speed and the fluctuation of the vehicle deceleration are avoided, and the driving experience of a user is optimized.
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 introduced below, it is obvious that the drawings in the following description are only embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a schematic representation of the interaction control logic for a coast downshift in a prior art transmission control method;
FIG. 2 is a flow chart illustrating a transmission control method according to an embodiment of the present application;
FIG. 3 is a flow chart illustrating a transmission control method according to another embodiment of the present application;
FIG. 4 is a flow chart illustrating a transmission control method according to yet another embodiment of the present application;
FIG. 5 is a flow chart illustrating a transmission control method according to yet another embodiment of the present application;
FIG. 6 is a schematic diagram of the interaction control logic for a coast downshift in the transmission control method according to the exemplary embodiment of the present application.
Detailed Description
As described in the background, in the clutch control method in the prior art, during the clutch preparation and clutch interaction phase of the coasting downshift process, the problem that the torque transmitted by the two clutches is not matched with the engine drag torque may occur, and then the off-going clutch transmits forward torque, disturbance or noise of a dual clutch type transmission shafting occurs, which becomes transmission input shaft rotation speed fluctuation and vehicle deceleration fluctuation, as shown in fig. 1, and brings a poor driving experience to the user.
Specifically, in the clutch control method in the prior art, logic of open-loop control is adopted in both the clutch preparation phase and the clutch interaction phase of the coasting downshift, and specifically the logic includes: in the preparation stage of the clutch, controlling the torque transmitted by the clutch to be separated to be equal to the torque of the engine for dragging; during the clutch interaction phase, the torque transmitted by the oncoming clutch is controlled to increase linearly at a rate, while the torque transmitted by the offgoing clutch decreases linearly at a rate.
In the process, the total torque transmitted by the dual clutch transmission at the beginning of the clutch preparation phase and at the end of the clutch interaction phase can only be ensured to be equal to the engine dragging torque, and the change of the track riding torque in the interaction process cannot be considered, so that the problem that the torque transmitted by the two clutches is not matched with the engine dragging torque is easily caused in the process of coasting and downshifting.
In view of the above, an embodiment of the present application provides a clutch control method applied to a coasting shift-down process of a dual clutch transmission, the clutch control method including:
after a coasting and downshifting control instruction is received, controlling a clutch to be combined to enter a clutch preparation stage, and initializing the clutch to be separated;
and after the initialization of the clutch to be separated is finished, carrying out closed-loop control on the clutch to be separated or the clutch to be combined so that the rotating speed of an engine is lower than the rotating speed of an input shaft connected with the clutch to be separated in a clutch preparation phase and a clutch interaction phase of the coasting downshift.
The inventor has found that if the total torque transmitted by the off-going clutch and the on-coming clutch (the total torque transmitted by the dual clutch transmission) is controlled to be less than the absolute value of the engine drag torque during the coasting shift-down process, the forward torque transmitted by the off-going clutch can be prevented from being transmitted during the coasting shift-down process. The balance relationship between the total torque transmitted by the dual clutch transmission and the engine drag torque affects the engine speed and therefore the relative relationship between the engine speed and the speed of the input shaft to which the clutch is connected.
Through further research, whether the positive torque or the negative torque is transmitted by the clutch to be separated is related to the rotating speed of an input shaft connected with the engine and the clutch, and when the rotating speed of the engine is higher than the rotating speed of the input shaft connected with the clutch to be separated, the clutch to be separated transmits the positive torque; and when the rotating speed of the engine is lower than the rotating speed of the input shaft connected with the clutch to be separated, the clutch to be separated transmits negative torque.
Therefore, in the clutch control method provided by the embodiment of the application, in the clutch preparation stage and the clutch interaction stage, the clutch to be disengaged or the clutch to be combined is subjected to closed-loop control, so that the engine speed is always lower than the input shaft speed connected with the clutch to be disengaged in the clutch preparation stage and the clutch interaction stage of the coasting downshift, the purpose of avoiding the situation that the clutch to be disengaged transmits the forward torque in the coasting downshift process is achieved, the disturbance or noise of a dual-clutch transmission shaft system caused by the fact that the clutch to be disengaged transmits the forward torque is avoided, the fluctuation of the transmission input shaft speed and the fluctuation of the vehicle deceleration are avoided, and the driving experience of a user is optimized.
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, 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 application.
The embodiment of the application provides a clutch control method, as shown in fig. 2, applied to a coasting shift-down process of a dual clutch transmission, and the clutch control method comprises the following steps:
s101: after a coasting and downshifting control instruction is received, controlling a clutch to be combined to enter a clutch preparation stage, and initializing the clutch to be separated;
s102: and after the initialization of the clutch to be separated is finished, carrying out closed-loop control on the clutch to be separated or the clutch to be combined so that the rotating speed of an engine is lower than the rotating speed of an input shaft connected with the clutch to be separated in a clutch preparation phase and a clutch interaction phase of the coasting downshift.
In step S101, initializing the off-going clutch means setting the initial transmission torque of the off-going clutch to the engine drag torque. During the clutch preparation phase, the oncoming clutch is unable to transmit torque.
In the clutch control method provided by the embodiment of the application, in the clutch preparation stage and the clutch interaction stage, closed-loop control is performed on the clutch to be disengaged or the clutch to be combined, so that the rotating speed of an engine is always lower than the rotating speed of an input shaft connected with the clutch to be disengaged in the clutch preparation stage and the clutch interaction stage of the coasting downshift, the purpose of avoiding the situation that the clutch to be disengaged transmits forward torque in the coasting downshift process is achieved, the disturbance or noise of a double-clutch type transmission shafting caused by the fact that the clutch to be disengaged transmits the forward torque is avoided, the rotating speed fluctuation of the input shaft of the transmission and the deceleration fluctuation of a vehicle are avoided, and the driving experience of a user is optimized.
On the basis of the above embodiments, in an embodiment of the present application, as shown in fig. 3, the performing closed-loop control on the off-going clutch or the on-coming clutch after the off-going clutch is initialized so that the engine speed is lower than the input shaft speed to which the off-going clutch is connected in the clutch preparation phase and the clutch interaction phase of the coasting downshift includes:
s1021: after the initialization of the clutch to be separated is finished, controlling the clutch to be separated to enter a clutch preparation stage, and performing closed-loop control on the clutch to be separated in the clutch preparation stage, wherein feedforward information in the closed-loop control is engine drag torque, so that the transmission torque of the clutch to be separated is equal to the calculated torque of the closed-loop control, and the difference value between the engine rotating speed and the rotating speed of an input shaft connected with the clutch to be separated is smaller than a first preset rotating speed;
s1022: and in the clutch interaction stage, the clutch to be separated and the clutch to be combined are sequentially subjected to closed-loop control, so that the rotating speed of an engine is lower than that of an input shaft connected with the clutch to be separated.
It should be noted that the first preset rotation speed is a preset threshold of a rotation speed difference, and different values may be set according to different dual clutch transmissions, which is not limited in the present application.
In step S1022, in the clutch interaction phase, the process of performing closed-loop control on the off-going clutch and the on-coming clutch in sequence is more specifically: and in the clutch interaction stage, performing closed-loop control on the clutch to be separated, and performing closed-loop control on the clutch to be combined when a preset condition is met.
Optionally, with reference to fig. 4, after the clutch preparation phase of the off-going clutch and the on-coming clutch is completed, controlling the off-going clutch and the on-coming clutch to enter a clutch interaction phase, and in the clutch interaction phase, performing closed-loop control on the off-going clutch and the on-coming clutch in sequence so that the engine rotation speed is lower than the rotation speed of the input shaft to which the off-going clutch is connected includes:
the clutch interaction phase comprises: a first interaction phase and a second interaction phase;
s10221: controlling the transmission torque of the to-be-engaged clutch to increase at a first preset slope at the first interaction stage; controlling the transmission torque of the clutch to be separated to change according to a first preset formula;
the first preset formula is as follows: t isc＝Te-Ts-Tpk(ii) a Wherein, TeRepresenting engine drag torque, TcRepresenting the torque transmitted, T, of the offgoing clutch at the present momentsRepresenting the torque transmitted, T, of the oncoming clutch at the present momentpkA calculated torque representing a current time of the closed loop control; at the first interaction stage, Tpk＜Tpk-1，Tpk-1A calculated torque representing a time immediately before closed loop control;
s10222: when the difference value between the rotating speed of the engine and the rotating speed of the input shaft connected with the clutch to be separated is smaller than a second preset rotating speed, entering a second interaction stage;
s10223: controlling the transmission torque of the clutch to be disconnected to be reduced at a second preset slope in the second interaction stage; and performing closed-loop control on the clutch to be combined, wherein in the second interaction stage, the calculated torque of the closed-loop control at the current moment is larger than the calculated torque of the closed-loop control at the previous moment.
In this embodiment, the preset conditions are: when the difference value between the engine speed and the input shaft speed connected with the clutch to be separated is smaller than a second preset speed.
Similarly, the second preset rotating speed is a preset threshold of the rotating speed difference, and different values can be set according to different dual-clutch transmissions, which is not limited in the present application.
Optionally, the calculated torque of the closed-loop control satisfies a second preset formula;
the second preset formula is as follows:
Figure BDA0002065526770000091
wherein, TpA calculated torque representing the closed loop control; err (t) represents the difference between the actual rotational speed of the input shaft and the target rotational speed; kp、Ki、KdRespectively representing a proportional regulation coefficient, an integral regulation coefficient and a differential regulation coefficient.
When the closed-loop control object is a clutch to be separated, the actual rotating speed of the input shaft refers to the actual rotating speed of the input shaft connected with the clutch to be separated, and the target rotating speed is the target rotating speed of the clutch to be separated in the clutch interaction stage; when the closed-loop control corresponds to the clutch to be combined, the actual rotating speed of the input shaft refers to the actual rotating speed of the input shaft connected with the clutch to be combined, and the target rotating speed is the target rotating speed of the clutch to be combined in the clutch interaction stage.
In addition to the above embodiments, in another embodiment of the present application, as shown in fig. 5, after the off-going clutch is initialized, the closed-loop controlling the off-going clutch or the on-coming clutch so that the engine speed is lower than the input shaft speed to which the off-going clutch is connected in the clutch preparation phase and the clutch interaction phase of the coasting downshift further includes:
s103: and judging whether the rotating speed of an engine is greater than the rotating speed of an input shaft connected with the clutch to be separated or whether the clutch interaction stage is overtime in the clutch interaction stage, and if so, controlling the dual-clutch transmission to enter the clutch speed regulation stage.
When the rotating speed of an engine is greater than the rotating speed of an input shaft connected with the clutch to be separated in a clutch interaction phase in the coasting downshift process, the clutch interaction phase is considered to be finished; or when the clutch interaction phase is over time, the clutch interaction phase is also completed by default, and the clutch speed regulation phase is started. The control logic of the clutch speed regulation stage may be the same as that of the clutch speed regulation stage in the clutch control method in the prior art, and details are not repeated herein.
Referring to fig. 6, fig. 6 is a schematic diagram of an interactive control logic for a coasting downshift performed by applying the transmission control method according to the embodiment of the present application.
The following describes a clutch control system provided in an embodiment of the present application, and the clutch control system described below may be referred to in correspondence with the clutch control method described above.
Accordingly, an embodiment of the present application provides a clutch control system for a coasting shift-down process of a dual clutch transmission, the clutch control system including:
the initialization module is used for controlling the clutch to be combined to enter a clutch preparation stage and initializing the clutch to be separated after receiving a sliding downshift control instruction;
and the closed-loop control module is used for carrying out closed-loop control on the clutch to be separated or the clutch to be combined after the initialization of the clutch to be separated is completed, so that the rotating speed of an engine is lower than the rotating speed of an input shaft connected with the clutch to be separated in a clutch preparation phase and a clutch interaction phase of the coasting downshift.
Optionally, the closed-loop control module includes:
the device comprises a preparation control unit, a clutch preparation stage and a clutch preparation stage, wherein the preparation control unit is used for controlling the clutch to be separated to enter the clutch preparation stage after the initialization of the clutch to be separated is completed, and performing closed-loop control on the clutch to be separated in the clutch preparation stage, and feed-forward information in the closed-loop control is engine drag torque so as to enable the transmission torque of the clutch to be separated to be equal to the calculated torque of the closed-loop control and enable the difference value between the engine rotating speed and the rotating speed of an input shaft connected with the clutch to be separated to be smaller than a first preset rotating speed;
and the interaction control unit is used for controlling the clutch to be separated and the clutch to be combined to enter a clutch interaction stage after the clutch preparation stage of the clutch to be separated and the clutch to be combined is completed, and performing closed-loop control on the clutch to be separated and the clutch to be combined in sequence in the clutch interaction stage so as to enable the rotating speed of an engine to be lower than the rotating speed of an input shaft connected with the clutch to be separated.
Optionally, the interaction control unit is specifically configured to, in the clutch interaction phase, include: a first interaction phase and a second interaction phase;
controlling the transmission torque of the to-be-engaged clutch to increase at a first preset slope at the first interaction stage; controlling the transmission torque of the clutch to be separated to change according to a first preset formula;
the first preset formula is as follows: t isc＝Te-Ts-Tpk(ii) a Wherein, TeRepresenting engine drag torque, TcRepresenting the torque transmitted, T, of the offgoing clutch at the present momentsRepresenting the torque transmitted, T, of the oncoming clutch at the present momentpkA calculated torque representing a current time of the closed loop control; at the first interaction stage, Tpk＜Tpk-1，Tpk-1A calculated torque representing a time immediately before closed loop control;
when the difference value between the rotating speed of the engine and the rotating speed of the input shaft connected with the clutch to be separated is smaller than a second preset rotating speed, entering a second interaction stage;
controlling the transmission torque of the clutch to be disconnected to be reduced at a second preset slope in the second interaction stage; and performing closed-loop control on the clutch to be combined, wherein in the second interaction stage, the calculated torque of the closed-loop control at the current moment is larger than the calculated torque of the closed-loop control at the previous moment.
Optionally, the calculated torque of the closed-loop control satisfies a second preset formula;
the second preset formula is as follows:
Figure BDA0002065526770000111
wherein, TpA calculated torque representing the closed loop control; err (t) represents the difference between the actual rotational speed of the input shaft and the target rotational speed; kp、Ki、KdRespectively representing a proportional regulation coefficient, an integral regulation coefficient and a differential regulation coefficient.
Optionally, the clutch control system further includes:
and the speed regulation control module is used for judging whether the rotating speed of an engine is greater than the rotating speed of an input shaft connected with the clutch to be separated or whether the clutch interaction stage is overtime in the clutch interaction stage, and controlling the dual-clutch transmission to enter the clutch speed regulation stage if the rotating speed of the engine is greater than the rotating speed of the input shaft connected with the clutch to be separated or the clutch interaction stage is overtime.
In summary, the present invention provides a clutch control method and a clutch control system, and the inventor researches and discovers that if a total torque (total torque transmitted by a dual clutch transmission) transmitted by a clutch to be separated and a clutch to be combined is controlled to be smaller than an absolute value of a drag torque of an engine during a coasting shift-down process, a situation that the clutch to be separated transmits a forward torque during the coasting shift-down process can be avoided. The balance relationship between the total torque transmitted by the dual clutch transmission and the engine drag torque affects the engine speed and therefore the relative relationship between the engine speed and the speed of the input shaft to which the clutch is connected.
Through further research, whether the positive torque or the negative torque is transmitted by the clutch to be separated is related to the rotating speed of an input shaft connected with the engine and the clutch, and when the rotating speed of the engine is higher than the rotating speed of the input shaft connected with the clutch to be separated, the clutch to be separated transmits the positive torque; and when the rotating speed of the engine is lower than the rotating speed of the input shaft connected with the clutch to be separated, the clutch to be separated transmits negative torque.
Therefore, in the clutch control method provided by the embodiment of the application, in the clutch preparation stage and the clutch interaction stage, the clutch to be disengaged or the clutch to be combined is subjected to closed-loop control, so that the engine speed is always lower than the input shaft speed connected with the clutch to be disengaged in the clutch preparation stage and the clutch interaction stage of the coasting downshift, the purpose of avoiding the situation that the clutch to be disengaged transmits the forward torque in the coasting downshift process is achieved, the disturbance or noise of a dual-clutch transmission shaft system caused by the fact that the clutch to be disengaged transmits the forward torque is avoided, the fluctuation of the transmission input shaft speed and the fluctuation of the vehicle deceleration are avoided, and the driving experience of a user is optimized.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A clutch control method applied to a coasting shift-down process of a twin clutch transmission, the clutch control method comprising:
after a coasting and downshifting control instruction is received, controlling a clutch to be combined to enter a clutch preparation stage, and initializing the clutch to be separated;
and after the initialization of the clutch to be separated is finished, carrying out closed-loop control on the clutch to be separated or the clutch to be combined so that the rotating speed of an engine is lower than the rotating speed of an input shaft connected with the clutch to be separated in a clutch preparation phase and a clutch interaction phase of the coasting downshift.
2. The method of claim 1, wherein closed-loop controlling the offgoing clutch or the oncoming clutch after the offgoing clutch initialization is complete such that engine speed is less than an input shaft speed at which the offgoing clutch is connected during a clutch preparation phase and a clutch interaction phase of the coast downshift comprises:
after the initialization of the clutch to be separated is finished, controlling the clutch to be separated to enter a clutch preparation stage, and performing closed-loop control on the clutch to be separated in the clutch preparation stage, wherein feedforward information in the closed-loop control is engine drag torque, so that the transmission torque of the clutch to be separated is equal to the calculated torque of the closed-loop control, and the difference value between the engine rotating speed and the rotating speed of an input shaft connected with the clutch to be separated is smaller than a first preset rotating speed;
and in the clutch interaction stage, the clutch to be separated and the clutch to be combined are sequentially subjected to closed-loop control, so that the rotating speed of an engine is lower than that of an input shaft connected with the clutch to be separated.
3. The method of claim 2, wherein controlling the offgoing clutch and the oncoming clutch to enter a clutch interaction phase after a clutch preparation phase of the offgoing clutch and the oncoming clutch is completed, wherein closed-loop controlling the offgoing clutch and the oncoming clutch in sequence to bring an engine speed below an input shaft speed at which the offgoing clutch is connected, comprises:
the clutch interaction phase comprises: a first interaction phase and a second interaction phase;
controlling the transmission torque of the to-be-engaged clutch to increase at a first preset slope at the first interaction stage; controlling the transmission torque of the clutch to be separated to change according to a first preset formula;
the first preset formula is as follows: t isc＝Te-Ts-Tpk(ii) a Wherein, TeRepresenting engine drag torque, TcRepresenting the torque transmitted, T, of the offgoing clutch at the present momentsRepresenting the torque transmitted, T, of the oncoming clutch at the present momentpkA calculated torque representing a current time of the closed loop control; at the first interaction stage, Tpk＜Tpk-1，Tpk-1A calculated torque representing a time immediately before closed loop control;
when the difference value between the rotating speed of the engine and the rotating speed of the input shaft connected with the clutch to be separated is smaller than a second preset rotating speed, entering a second interaction stage;
controlling the transmission torque of the clutch to be disconnected to be reduced at a second preset slope in the second interaction stage; and performing closed-loop control on the clutch to be combined, wherein in the second interaction stage, the calculated torque of the closed-loop control at the current moment is larger than the calculated torque of the closed-loop control at the previous moment.
4. The method of claim 3, wherein the calculated torque of the closed-loop control satisfies a second predetermined formula;
the second preset formula is as follows:
Figure FDA0002065526760000021
wherein, TpA calculated torque representing the closed loop control; err (t) represents the difference between the actual rotational speed of the input shaft and the target rotational speed; kp、Ki、KdRespectively representing a proportional regulation coefficient, an integral regulation coefficient and a differential regulation coefficient.
5. The method of claim 1, wherein closed-loop controlling the off-going clutch or the on-coming clutch after the off-going clutch initialization is completed such that engine speed is less than an input shaft speed to which the off-going clutch is connected during a clutch preparation phase and a clutch interaction phase of the coasting downshift further comprises:
and judging whether the rotating speed of an engine is greater than the rotating speed of an input shaft connected with the clutch to be separated or whether the clutch interaction stage is overtime in the clutch interaction stage, and if so, controlling the dual-clutch transmission to enter the clutch speed regulation stage.
6. A clutch control system for a coasting downshift procedure of a twin clutch transmission, the clutch control system comprising:
the initialization module is used for controlling the clutch to be combined to enter a clutch preparation stage and initializing the clutch to be separated after receiving a sliding downshift control instruction;
and the closed-loop control module is used for carrying out closed-loop control on the clutch to be separated or the clutch to be combined after the initialization of the clutch to be separated is completed, so that the rotating speed of an engine is lower than the rotating speed of an input shaft connected with the clutch to be separated in a clutch preparation phase and a clutch interaction phase of the coasting downshift.
7. The system of claim 6, wherein the closed-loop control module comprises:
the device comprises a preparation control unit, a clutch preparation stage and a clutch preparation stage, wherein the preparation control unit is used for controlling the clutch to be separated to enter the clutch preparation stage after the initialization of the clutch to be separated is completed, and performing closed-loop control on the clutch to be separated in the clutch preparation stage, and feed-forward information in the closed-loop control is engine drag torque so as to enable the transmission torque of the clutch to be separated to be equal to the calculated torque of the closed-loop control and enable the difference value between the engine rotating speed and the rotating speed of an input shaft connected with the clutch to be separated to be smaller than a first preset rotating speed;
and the interaction control unit is used for controlling the clutch to be separated and the clutch to be combined to enter a clutch interaction stage after the clutch preparation stage of the clutch to be separated and the clutch to be combined is completed, and performing closed-loop control on the clutch to be separated and the clutch to be combined in sequence in the clutch interaction stage so as to enable the rotating speed of an engine to be lower than the rotating speed of an input shaft connected with the clutch to be separated.
8. The system according to claim 7, characterized in that said interaction control unit, in particular for said clutch interaction phase, comprises: a first interaction phase and a second interaction phase;
controlling the transmission torque of the to-be-engaged clutch to increase at a first preset slope at the first interaction stage; controlling the transmission torque of the clutch to be separated to change according to a first preset formula;
the first preset formula is as follows: t isc＝Te-Ts-Tpk(ii) a Wherein, TeRepresenting engine drag torque, TcRepresenting the torque transmitted, T, of the offgoing clutch at the present momentsRepresenting the torque transmitted, T, of the oncoming clutch at the present momentpkA calculated torque representing a current time of the closed loop control; at the first interaction stage, Tpk＜Tpk-1，Tpk-1A calculated torque representing a time immediately before closed loop control;
when the difference value between the rotating speed of the engine and the rotating speed of the input shaft connected with the clutch to be separated is smaller than a second preset rotating speed, entering a second interaction stage;
controlling the transmission torque of the clutch to be disconnected to be reduced at a second preset slope in the second interaction stage; and performing closed-loop control on the clutch to be combined, wherein in the second interaction stage, the calculated torque of the closed-loop control at the current moment is larger than the calculated torque of the closed-loop control at the previous moment.
9. The system of claim 8, wherein the calculated torque of the closed-loop control satisfies a second predetermined formula;
the second preset formula is as follows:
Figure FDA0002065526760000041
wherein, TpA calculated torque representing the closed loop control; err (t) represents the difference between the actual rotational speed of the input shaft and the target rotational speed; kp、Ki、KdRespectively representing a proportional regulation coefficient, an integral regulation coefficient and a differential regulation coefficient.
10. The system of claim 6, further comprising:
and the speed regulation control module is used for judging whether the rotating speed of an engine is greater than the rotating speed of an input shaft connected with the clutch to be separated or whether the clutch interaction stage is overtime in the clutch interaction stage, and controlling the dual-clutch transmission to enter the clutch speed regulation stage if the rotating speed of the engine is greater than the rotating speed of the input shaft connected with the clutch to be separated or the clutch interaction stage is overtime.
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