CN112392872B - Double-clutch control method, vehicle and readable storage medium - Google Patents
Double-clutch control method, vehicle and readable storage medium Download PDFInfo
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- CN112392872B CN112392872B CN202011426233.XA CN202011426233A CN112392872B CN 112392872 B CN112392872 B CN 112392872B CN 202011426233 A CN202011426233 A CN 202011426233A CN 112392872 B CN112392872 B CN 112392872B
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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
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
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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
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
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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
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/4008—Control of circuit pressure
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Abstract
The invention discloses a double-clutch control method, which is used for a single-pressure-source double clutch and comprises the following steps: receiving a gear shifting instruction, and detecting the pressure value of the current clutch oil path; when the pressure value of the oil way is lower than the half-combination point of the second clutch, increasing the pressure value of the clutch pressure source until the pressure value of the oil way is higher than the half-combination point of the first clutch, and controlling the second clutch to transmit torque to the load end of the clutch; and when the pressure value of the oil path is higher than the half-joint point of the first clutch, reducing the pressure value of the clutch pressure source until the pressure value of the oil path is smaller than the half-joint point of the second clutch, and controlling the first clutch to transmit torque to the load end of the clutch, wherein the half-joint point of the second clutch is smaller than the half-joint point of the first clutch. The invention also discloses a vehicle and a readable storage medium. The invention aims to control a double clutch through a single oil path.
Description
Technical Field
The invention relates to the field of automobile control, in particular to a double-clutch control method, a vehicle and a readable storage medium.
Background
With the continuous development of the domestic automobile market, the development of the double-clutch automatic gearbox of the automatic transmission automobile becomes a trend, and based on the fact that the existing double clutches are separately and independently controlled, such as a wet double clutch controlled by hydraulic pressure, the clutch corresponding to the current gear is engaged by giving specific hydraulic pressure to transmit torque; the other clutch may be in a Kp (kisspeint) point state, ready for shifting. When the double clutch switching is needed, the hydraulic pressure can be independently changed, so that the stability of torque transmission in the switching process is ensured. Based on the existing double-clutch control method adopting two oil paths, two pressure controllers and two oil paths which are not interfered with each other are needed in a physical structure, and more arrangement space and cost are needed; in terms of the control method, because two pressure values need to be controlled independently, the complexity is high, and therefore, providing a dual-clutch control method which is more convenient to operate is an urgent problem to be solved at present.
Disclosure of Invention
The invention mainly aims to provide a double-clutch control method, a vehicle and a readable storage medium, and aims to solve the problem that the existing double-clutch double-oil-way control is complex.
In order to achieve the above object, the present invention provides a dual clutch control method for a single-pressure-source dual clutch, the method comprising the steps of:
receiving a gear shifting instruction, and detecting the pressure value of the current clutch oil path;
when the pressure value of the oil way is lower than the half-combination point of the second clutch, increasing the pressure value of the clutch pressure source until the pressure value of the oil way is higher than the half-combination point of the first clutch, and controlling the second clutch to transmit torque to the load end of the clutch;
and when the pressure value of the oil path is higher than the half-joint point of the first clutch, reducing the pressure value of the clutch pressure source until the pressure value of the oil path is smaller than the half-joint point of the second clutch, and controlling the first clutch to transmit torque to the load end of the clutch, wherein the half-joint point of the second clutch is smaller than the half-joint point of the first clutch.
Optionally, the step of increasing the pressure value of the pressure source of the clutch until the pressure value of the oil path is higher than a half-engagement point of the first clutch, and the step of controlling the second clutch to transmit the torque to the load end of the clutch includes:
increasing the pressure value of the oil path to a half-joint point of the second clutch;
controlling a second clutch in the double clutches to transmit torque, and increasing the pressure value of the oil way to a half-joint point of the first clutch;
and increasing the pressure value of the oil path until the torque transmission capacity of the second clutch is matched with the torque demand of the load end of the clutch.
Optionally, the step of controlling the second clutch in the dual clutch to transmit torque and increasing the pressure value of the oil path to the half-junction point of the first clutch includes:
when the torque transmission capacity corresponding to the pressure value of the current clutch oil path is larger than the actual torque transmission value of the clutch, controlling the driving end to lift the output torque so as to enable the torque of the load end to be unchanged;
and when the torque transmission capacity corresponding to the pressure value of the current clutch oil path is equal to the actual torque transmission value of the clutch, the torque output by the driving end is equal to the sum of the torques output by the first clutch and the second clutch.
Optionally, the step of controlling the driving end to lift the output torque so that the torque of the load end is constant comprises:
the variable quantity of the output torque of the driving end is controlled to meet the formula:
dT0＝dT1+dT2＝(1-i2/i1)dT2；
wherein i1、i2The speed ratios from the first clutch and the second clutch to the load end, dT1、dT2The torque value change amount, dT, of the first clutch and the second clutch respectively0Is the torque value variation of the driving end.
Optionally, after the step of increasing the pressure value of the oil path until the torque transmission capacity of the second clutch matches the torque demand of the load end of the clutch, the method further includes:
and controlling the driving end to reduce the rotating speed until the output rotating speed of the driving end is the same as the output rotating speed of the second clutch.
Optionally, the step of reducing the pressure value of the pressure source of the clutch until the pressure value of the oil path is smaller than a half-engagement point of the second clutch, and the step of controlling the first clutch to transmit the torque to the load end of the clutch includes:
reducing the pressure value in the oil path to a half-engagement point of the first clutch;
controlling a first clutch in the double clutches to transmit torque, and reducing the pressure value in the oil way to a half-joint point of a second clutch;
and reducing the oil path pressure value until the torque transmission capacity of the first clutch is increased to the target load torque.
Optionally, the step of reducing the pressure value in the oil path to the half-engagement point of the first clutch includes:
and when the torque transmission capacity corresponding to the pressure value of the current clutch oil path is equal to the actual torque transmission value of the clutch, controlling the driving end to increase the rotating speed until the rotating speed of the driving end is the same as the output rotating speed of the first clutch.
Optionally, the step of controlling the first clutch in the dual clutch to transmit torque and reducing the pressure value in the oil path to the half-junction point of the second clutch includes:
before the torque transmission capacity corresponding to the pressure value of the current clutch oil path is larger than the actual torque transmission value of the clutch, controlling the torque output by the driving end to be equal to the sum of the torques output by the first clutch and the second clutch so as to maintain the stability of the rotating speed of the driving end;
and when the torque transmission capacity corresponding to the pressure value of the current clutch oil path is larger than the actual torque transmission value of the clutch, controlling the driving end to reduce the output torque so as to maintain the torque of the load end unchanged.
Further, to achieve the above object, the present invention also provides a vehicle including: the double-clutch control method comprises a driving end, a clutch, a load end, a memory, a processor and a double-clutch control program which is stored in the memory and can run on the processor, wherein the clutch is a single-pressure-source double clutch, and the steps of the double-clutch control method are realized when the double-clutch switching program is executed by the processor.
In addition, to achieve the above object, the present invention further provides a readable storage medium, wherein the readable storage medium stores a dual clutch switching program, and the dual clutch switching program, when executed by a processor, implements the steps of the dual clutch control method as described above.
According to the double-clutch control method provided by the embodiment of the invention, the pressure value of the current clutch oil path is detected by receiving a gear shifting instruction; when the pressure value of the oil way is lower than the half-combination point of the second clutch, increasing the pressure value of the clutch pressure source until the pressure value of the oil way is higher than the half-combination point of the first clutch, and controlling the second clutch to transmit torque to the load end of the clutch; when the pressure value of the oil path is higher than the half-combination point of the first clutch, the pressure value of the pressure source of the clutch is reduced until the pressure value of the oil path is smaller than the half-combination point of the second clutch, and the first clutch is controlled to transmit torque to the load end of the clutch, wherein the half-combination point of the second clutch is smaller than the half-combination point of the first clutch, so that the double clutches are controlled through a single oil path, unpowered interruption of the double clutches in the gear shifting process is further realized, and the torque stability of the load end of the double clutches in the switching process is effectively maintained.
Drawings
Fig. 1 is a schematic structural view of a vehicle according to an embodiment of the present invention;
fig. 2 is a flowchart illustrating a dual clutch control method according to a first embodiment of the present invention.
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
The main solution of the embodiment of the invention is as follows:
because the prior art adopts a double-clutch control method with two oil paths, two pressure controllers and two oil paths which are not interfered with each other are needed in physical structure, and more arrangement space and cost are needed; from the control method, the complexity is high because two pressure values need to be controlled independently.
The invention provides a solution, which is characterized in that the pressure value of the current clutch oil path is detected by receiving a gear shifting command; when the pressure value of the oil way is lower than the half-combination point of the second clutch, increasing the pressure value of the clutch pressure source until the pressure value of the oil way is higher than the half-combination point of the first clutch, and controlling the second clutch to transmit torque to the load end of the clutch; when the pressure value of the oil path is higher than the half-combination point of the first clutch, the pressure value of the pressure source of the clutch is reduced until the pressure value of the oil path is smaller than the half-combination point of the second clutch, and the first clutch is controlled to transmit torque to the load end of the clutch, wherein the half-combination point of the second clutch is smaller than the half-combination point of the first clutch, so that the double clutches are controlled through a single oil path, unpowered interruption of the double clutches in the gear shifting process is further realized, and the torque stability of the load end of the double clutches in the switching process is effectively maintained.
As shown in fig. 1, fig. 1 is a schematic structural diagram of a vehicle according to an embodiment of the present invention.
The terminal of the embodiment of the invention is a vehicle, and the vehicle comprises a driving end, a clutch and a load end which are sequentially connected. Wherein the drive end is used for outputting the source of the power, generally the engine; the clutch is used for transmitting the power of the driving end to a load end; the load end is used for receiving power transmitted by the clutch, and generally comprises load equipment such as a gearbox, wheels and the like. In the embodiment, a single power source double clutch is adopted, namely the first clutch and the second clutch share one oil path and one power source. The first clutch and the second clutch may be connected in series or in parallel by an oil passage.
As shown in fig. 1, the vehicle may include: a processor 1001, such as a CPU, a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Wherein a communication bus 1002 is used to enable connective communication between these components. The user interface 1003 may include an infrared receiving module for receiving a control command triggered by a user through a remote controller, and the optional user interface 1003 may further include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface). The memory 1005 may be a high-speed RAM memory or a non-volatile memory (e.g., a magnetic disk memory). The memory 1005 may alternatively be a storage device separate from the processor 1001.
Those skilled in the art will appreciate that the vehicle configuration shown in FIG. 1 does not constitute a limitation of the vehicle, and may include more or fewer components than shown, or some components in combination, or a different arrangement of components.
The specific embodiment of the vehicle of the invention is basically the same as the following embodiments of the dual clutch control method, and is not described herein again.
Referring to fig. 2, a flow diagram of a first embodiment of the dual clutch control method of the present invention for a single pressure source dual clutch includes the steps of:
and step S10, receiving a gear shifting command, and detecting the pressure value of the current clutch oil path.
In this embodiment, the vehicle for implementing the present invention controls the dual clutches through a single-pressure-source oil path, where the dual clutches include a first clutch and a second clutch, and a Kp point (half-junction point) of the second clutch is smaller than a Kp point (half-junction point) of the first clutch, and generally, the first clutch is set in the clutches as a normally-closed clutch, and the second clutch is set in the clutches as a normally-open clutch; therefore, when the information receiving module in the dual-clutch oil circuit in the vehicle receives the shifting conversion information, the pressure value in the oil circuit in the clutch is detected in real time, and the corresponding operation is executed according to the current pressure value in the oil circuit, wherein the received shifting information can be used for detecting the speed change, the accelerator opening and closing condition, the power end power output condition and the like of the current vehicle installed in the vehicle, and generating the corresponding shifting instruction. For example, the speed of the first operation interval preset by the vehicle factory is [ V ]1，V2) And the second operation interval speed is (V)2，V3]When the vehicle starts to run and is in the first running region and one of the double clutches is connected with the load end to transmit torque, if the running speed of the vehicle is continuously increased and when the running speed of the vehicle is more than V, the torque is transmitted2When the vehicle is in use, the other of the double clutches needs to be controlled to be connected with the load end to carry out torque transmission switching, so that the matching between the current speed of the vehicle and the running clutch is realized. In addition, shift information may also be availableThe method comprises the steps that the vehicle is installed and used for monitoring the change of the vehicle distance between a current vehicle and a front vehicle, when the vehicle distance between the current vehicle and the front vehicle is monitored to be smaller than a first preset distance, the torque can be transmitted through the clutch at the low gear in the double clutch by reducing the vehicle speed, and when the vehicle distance between the current vehicle and the front vehicle is monitored to be larger than a second preset distance, the vehicle speed can be increased according to needs at the moment, the torque can be transmitted through the clutch at the high gear in the double clutch, wherein the first preset distance is far smaller than the second preset distance.
Step S20, when the pressure value of the oil path is lower than the half-joint point of the second clutch, increasing the pressure value of the clutch pressure source until the pressure value of the oil path is higher than the half-joint point of the first clutch, and controlling the second clutch to transmit torque to the load end of the clutch;
in this embodiment, according to the shift command received in step S10, the current pressure value in the clutch oil path is detected, and if the current pressure value in the clutch oil path is lower than the Kp point pressure value of the second clutch, the current vehicle is configured to transmit torque by the first clutch, and the pressure value in the clutch oil path is increased until the pressure value in the oil path is higher than the Kp point pressure value of the first clutch, at which time, the second clutch is switched to transmit torque to the load side.
And step S30, when the pressure value of the oil path is higher than the half joint point of the first clutch, reducing the pressure value of the pressure source of the clutch until the pressure value of the oil path is smaller than the half joint point of the second clutch, and controlling the first clutch to transmit torque to the load end of the clutch, wherein the half joint point of the second clutch is smaller than the half joint point of the first clutch.
In this embodiment, according to the shift command received in step S10, the pressure value in the current clutch oil path is detected, and if the pressure value in the current clutch oil path is higher than the half-engagement point of the first clutch, and the current vehicle is transmitting torque by the second clutch, the pressure value in the clutch oil path is decreased until the pressure value is decreased to the Kp point of the second clutch, and at this time, the first clutch is switched to transmit torque to the load side.
In the embodiment, the pressure value of the current clutch oil path is detected by receiving a gear shifting command; when the pressure value of the oil way is lower than the half-combination point of the second clutch, increasing the pressure value of the clutch pressure source until the pressure value of the oil way is higher than the half-combination point of the first clutch, and controlling the second clutch to transmit torque to the load end of the clutch; when the pressure value of the oil path is higher than the half-joint point of the first clutch, the pressure value of the pressure source of the clutch is reduced until the pressure value of the oil path is smaller than the half-joint point of the second clutch, the first clutch is controlled to transmit torque to the load end of the clutch, the double clutches are controlled through a single oil path, further the double clutches are controlled to be in power-free interruption in the gear shifting process, and the stability of the torque of the load end of the double clutches in the switching process is effectively maintained.
In addition, the connection modes of the clutches can be connected in series or in parallel, and the switching of the double clutches is controlled by a single pressure source without being influenced by the connection modes of the clutches in the double clutches.
Further, based on the above-mentioned embodiment shown in fig. 2, step S20 includes:
step S21, increasing the pressure value of the oil way to the half-joint point of the second clutch;
and step S22, controlling a second clutch in the double clutches to transmit torque, and increasing the pressure value of the oil way to the half-joint point of the first clutch.
In this embodiment, a process of switching from the first clutch to the second clutch, that is, a process of switching from the normally closed clutch to the normally open clutch, is mainly described, and the normally closed clutch is generally set to be in a low gear, and the normally open clutch is set to be in a high gear, so a method of switching from the low gear to the high gear will be described in this embodiment; specifically, when the pressure value of the oil path of the clutch is lower than the pressure value of the Kp point of the normally-open clutch, the vehicle transmits the torque of the driving end to the load end through the normally-closed clutch, when the vehicle receives a gear shifting command, the pressure source of the clutch is controlled to increase by the vehicle, the capacity of the normally-open clutch for transmitting the torque is gradually weakened along with the increase of the pressure value of the pressure source to the pressure value of the Kp point of the normally-open clutch, until the pressure value of the oil path of the clutch is increased to the pressure value of the Kp point of the normally-closed clutch, the normally-closed clutch is prepared for finishing transmitting the torque, and the normally-open clutch transmits the torque subsequently.
And step S23, increasing the pressure value of the oil path until the torque transmission capacity of the second clutch is matched with the torque demand of the load end of the clutch.
After step S22, the normally open clutch has an increased ability to transmit torque as the pressure value of the clutch oil path increases until the normally open clutch transmits torque equal to the torque required for the load side to receive.
In the embodiment, the normally closed clutch is switched to the normally open clutch, so that the double clutches are controlled by the single-pressure-source oil path to enable the current vehicle to be switched from a low gear to a high gear, and the condition that torques of the double clutches interfere with each other is avoided.
Further, in the process of executing step S22, when the pressure value of the clutch oil path is greater than the pressure value of the half-engaging point of the normally-open clutch, the torque transmission capability of the normally-open clutch is gradually enhanced, the torque transmission capability of the clutch of the normally-closed clutch is gradually reduced, and as the pressure value in the clutch oil path is continuously increased, when the torque transmission capability corresponding to the pressure value of the clutch oil path is greater than the actual torque transmission value of the clutch, that is, the clutch is in the torque phase, the reduction rate of the normally-closed clutch is greater than the increase rate of the normally-open clutch, and in order to ensure that the torque at the load end is not changed, the drive end needs to be controlled to increase the output torque; with the further increase of the pressure value, the torque transmission capacity of the normally closed clutch is reduced to the extent that the expected torque cannot be transmitted, and when the torque transmission capacity corresponding to the pressure value of the current clutch oil path is equal to the actual torque transmission value of the clutch, namely the clutch enters an inertia phase, in order to maintain the stability of the rotating speed of the driving end, the vehicle controls the driving end to transmit the rotating speed of the driving end at the momentThe output torque is the sum of the torque transmission capacities of the first clutch and the second clutch; specifically, in the process of torque transmission switching of the double clutches, the torque transmission value of the normally open clutch is determined by the pressure value of the pressure source, and within the time dT, the torque transmission value variation of the normally closed clutch and the torque transmission value variation of the normally open clutch are dT respectively1、dT2The load end torque value changes by an amount dT3And satisfies the following formula:
dT3＝dT1·i1+dT2·i2；
wherein i1、i2The speed ratios from the normally closed clutch to the normally open clutch to the load end are respectively;
meanwhile, maintaining the torque at the load end constant requires:
dT3＝0；
the amount of change dT in the drive end torque0Satisfies the following formula:
dT0＝dT1+dT2＝(1-i2/i1)dT2。
in general, there are i1>i2I.e. has 0<dT0<dT2。
Further, after step S23 is executed, the vehicle will control the driving end to reduce the rotation speed until the output rotation speed of the driving end is the same as the output rotation speed of the normally open clutch, thereby completing the switching from the normally closed clutch to the normally open clutch.
Further, based on the above-mentioned embodiment shown in fig. 2, step S30 further includes:
step S31, reducing the pressure value in the oil path to the half-joint point of the first clutch;
and step S32, controlling the first clutch in the double clutches to transmit torque, and reducing the pressure value in the oil way to the half-joint point of the second clutch.
In this embodiment, a process of switching from the second clutch to the first clutch, that is, a process of switching from the normally open clutch to the normally closed clutch, is mainly described, and based on a general arrangement, the normally closed clutch is in a low gear, and the normally open clutch is in a high gear, therefore, a method of switching from a high gear to a low gear will be described in this embodiment; specifically, when the pressure value of the oil path of the clutch is higher than the pressure value of the Kp point of the normally-closed clutch, the current vehicle transmits the torque of the driving end to the load end through the normally-open clutch, when the vehicle receives a gear shifting command, the pressure source of the clutch is reduced by the vehicle, the pressure source reduces along with the pressure value of the oil path of the clutch, the pressure value of the oil path of the clutch is reduced to the pressure value of the Kp point of the normally-open clutch, the normally-closed clutch starts to prepare for transmitting the torque, the capacity of the normally-open clutch for transmitting the torque is gradually reduced along with the continuous reduction of the pressure value of the pressure source, and the normally-open clutch finishes preparing for transmitting the torque until the pressure value of the oil path of the clutch is reduced to the pressure value of the Kp point of the normally-open clutch, and the normally-closed clutch transmits the torque subsequently.
And step S33, reducing the oil path pressure value until the torque transmission capacity of the first clutch is increased to the target load torque.
In the present embodiment, after step S32, as the pressure value of the clutch oil path is continuously decreased, the capability of the normally closed clutch to transmit torque is gradually increased until the transmitted torque of the normally closed clutch is the same as the target load torque required for the load end to receive.
In the embodiment, the switching of the double clutches from the high gear to the low gear is controlled by the single-pressure-source oil path through the switching from the normally-open clutch to the normally-closed clutch, so that the condition that the torques of the double clutches are mutually interfered is avoided.
Further, when the pressure value in the clutch oil path is reduced to the pressure value corresponding to the half-engaging point of the normally closed clutch while step S31 is executed, the normally closed clutch starts to prepare to transmit torque, and when the torque transmission capacity corresponding to the current pressure value of the clutch oil path is equal to the actual torque transmission value of the clutch, that is, the clutch is in the inertia phase, the vehicle controls the driving end to raise the rotation speed until the rotation speed of the driving end is the same as the output rotation speed of the normally closed clutch, that is, in the process of switching the normally open clutch to the normally closed clutch, the rotation speed of the driving end is made to be the same as the rotation speed of the normally closed clutch by raising the rotation speed of the driving end.
Further, while step S32 is executed, the normally closed clutch is gradually increasing in torque transmission capacity, the normally open clutch is gradually decreasing in torque transmission capacity, and before the torque transmission capacity corresponding to the current pressure value of the clutch oil path is greater than the actual torque transmission value of the clutch, that is, before the clutch enters the torque phase, in order to maintain the stability of the rotation speed of the drive end, the vehicle will control the output torque of the drive end, and the output torque of the drive end is equal to the sum of the torques output by the first clutch and the second clutch; when the torque transmission capacity corresponding to the pressure value of the current clutch oil path is larger than the actual torque transmission value of the clutch, namely the clutch is in a torque phase, in order to maintain the torque of the load end unchanged, the vehicle control driving end reduces the output torque, namely when the vehicle is switched to a normally closed clutch, the reduction of the output torque of the driving end needs to be controlled, so that the torque of the load end is maintained unchanged in the downshift process, and the double clutch is further subjected to unpowered interruption in the gear shifting process.
In addition, the embodiment of the invention also provides a readable storage medium, wherein the readable storage medium stores a double-clutch control program, and the double-clutch control program realizes the operation of the double-clutch control method when being executed by a processor.
The specific embodiment of the readable storage medium of the present invention is substantially the same as the embodiments of the dual clutch control method described above, and will not be described herein again.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system 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 system. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present invention essentially or contributing to the prior art can be embodied in the form of a software product, which is stored in a storage medium (e.g. ROM/RAM, magnetic disk, optical disk) as described above and includes several instructions for causing a terminal device (which may be a vehicle, etc.) to execute the method according to the embodiments of the present invention.
The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (10)
1. A dual clutch control method for a single pressure source dual clutch, comprising the steps of:
receiving a gear shifting instruction, and detecting the pressure value of the current clutch oil path;
when the pressure value of the oil way is lower than the half-combination point of the second clutch, increasing the pressure value of the clutch pressure source until the pressure value of the oil way is higher than the half-combination point of the first clutch, and controlling the second clutch to transmit torque to the load end of the clutch;
and when the pressure value of the oil path is higher than the half-joint point of the first clutch, reducing the pressure value of the clutch pressure source until the pressure value of the oil path is smaller than the half-joint point of the second clutch, and controlling the first clutch to transmit torque to the load end of the clutch, wherein the half-joint point of the second clutch is smaller than the half-joint point of the first clutch.
2. The dual clutch control method as claimed in claim 1, wherein the step of increasing the pressure value of the pressure source of the clutch until the pressure value of the oil path is higher than a half-engagement point of the first clutch, the step of controlling the second clutch to transmit the torque to the load side of the clutch comprises:
increasing the pressure value of the oil path to a half-joint point of the second clutch;
controlling a second clutch in the double clutches to transmit torque, and increasing the pressure value of the oil way to a half-joint point of the first clutch;
and increasing the pressure value of the oil path until the torque transmission capacity of the second clutch is matched with the torque demand of the load end of the clutch.
3. The double clutch control method according to claim 2, wherein the step of controlling the second clutch in the double clutch to transmit torque and increasing the pressure value of the oil path to the half-engagement point of the first clutch, simultaneously includes:
when the torque transmission capacity corresponding to the pressure value of the current clutch oil path is larger than the actual torque transmission value of the clutch, controlling the driving end to lift the output torque so as to enable the torque of the load end to be unchanged;
and when the torque transmission capacity corresponding to the pressure value of the current clutch oil path is equal to the actual torque transmission value of the clutch, controlling the output torque of the driving end to be equal to the sum of the torques output by the first clutch and the second clutch.
4. The dual clutch control method as claimed in claim 3, wherein the step of controlling the driving side to boost the output torque so that the torque of the load side is constant includes:
the variable quantity of the output torque of the driving end is controlled to meet the formula:
dT0＝dT1+dT2＝(1-i2/i1)dT2；
wherein i1、i2Respectively being a first clutch and a second clutchSpeed ratio of two clutches to load side, dT1、dT2The torque value change amount, dT, of the first clutch and the second clutch respectively0Is the torque value variation of the driving end.
5. The dual clutch control method as claimed in claim 2, wherein the step of increasing the pressure value of the oil passage until the torque capacity of the second clutch matches the torque demand of the load side of the clutch is followed by further comprising:
and controlling the driving end to reduce the rotating speed until the output rotating speed of the driving end is the same as the output rotating speed of the second clutch.
6. The dual clutch control method as claimed in claim 1, wherein the step of reducing the pressure value of the pressure source of the clutch until the pressure value of the oil path is less than a half-engagement point of the second clutch, the step of controlling the first clutch to transmit the torque to the load side of the clutch comprises:
reducing the pressure value in the oil path to a half-engagement point of the first clutch;
controlling a first clutch in the double clutches to transmit torque, and reducing the pressure value in the oil way to a half-joint point of a second clutch;
and reducing the oil path pressure value until the torque transmission capacity of the first clutch is increased to the target load torque.
7. The double clutch control method according to claim 6, wherein the step of reducing the pressure value in the oil passage to the half-engagement point of the first clutch, simultaneously, comprises:
and when the torque transmission capacity corresponding to the pressure value of the current clutch oil path is equal to the actual torque transmission value of the clutch, controlling the driving end to increase the rotating speed until the rotating speed of the driving end is the same as the output rotating speed of the first clutch.
8. The dual clutch control method as claimed in claim 6, wherein the step of controlling the first clutch in the dual clutch to transmit torque and reducing the pressure value in the oil path to the half-engagement point of the second clutch, simultaneously comprises:
before the torque transmission capacity corresponding to the pressure value of the current clutch oil path is larger than the actual torque transmission value of the clutch, controlling the torque output by the driving end to be equal to the sum of the torques output by the first clutch and the second clutch so as to maintain the stability of the rotating speed of the driving end;
and when the torque transmission capacity corresponding to the pressure value of the current clutch oil path is larger than the actual torque transmission value of the clutch, controlling the driving end to reduce the output torque so as to maintain the torque of the load end unchanged.
9. A vehicle, characterized in that the vehicle comprises: the control method comprises a driving end, a clutch, a load end, a memory, a processor and a double-clutch control program which is stored on the memory and can run on the processor, wherein the clutch is a single-pressure-source double clutch, and the double-clutch control program realizes the steps of the double-clutch control method according to any one of claims 1 to 8 when being executed by the processor.
10. Readable storage medium, characterized in that it has stored thereon a double clutch control program which, when executed by a processor, implements the steps of a double clutch control method according to any one of claims 1 to 8.
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| CN202011426233.XA CN112392872B (en) | 2020-12-08 | 2020-12-08 | Double-clutch control method, vehicle and readable storage medium |
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| CN104763805A (en) * | 2015-03-26 | 2015-07-08 | 沃新动力系统（上海）有限公司 | Double-clutch hydraulic control device |
| CN105822733A (en) * | 2016-05-30 | 2016-08-03 | 重庆青山工业有限责任公司 | Dual-clutch type two-gear pure electric transmission |
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