CN112503115A

CN112503115A - Double-clutch starting control method, device, equipment and storage medium

Info

Publication number: CN112503115A
Application number: CN202011367350.3A
Authority: CN
Inventors: 洪洁; 汪哲; 姚飞翔; 温敏; 吴全军; 张建伟
Original assignee: Anhui Jianghuai Automobile Group Corp
Current assignee: Anhui Jianghuai Automobile Group Corp
Priority date: 2020-11-26
Filing date: 2020-11-26
Publication date: 2021-03-16
Anticipated expiration: 2040-11-26
Also published as: CN112503115B

Abstract

The invention discloses a double-clutch starting control method, a double-clutch starting control device, double-clutch starting control equipment and a storage medium. The method comprises the following steps: acquiring an expected engine rotating speed and a current engine rotating speed corresponding to a current vehicle; carrying out torque control on a clutch corresponding to the current vehicle according to the expected rotating speed of the engine and the current rotating speed of the engine to obtain the torque of the current clutch and the torque of a flywheel end of the engine; and carrying out torque control on the clutch according to the current clutch torque and the engine flywheel end torque so as to realize starting control on the current vehicle. Through the mode, the torque of the clutch is controlled for multiple times in the vehicle starting process, the torque is controlled according to the current rotating speed and the expected rotating speed, the rotating speed of the engine is quickly increased to the expected rotating speed, the torque is controlled according to the current torque of the clutch and the torque of the flywheel end of the engine, the torque of the clutch is corrected by referring to different engine torques in different starting stages, and the starting power responsiveness and the starting acceleration smoothness are improved.

Description

Double-clutch starting control method, device, equipment and storage medium

Technical Field

The invention relates to the technical field of double-clutch transmissions, in particular to a double-clutch starting control method, a double-clutch starting control device, double-clutch starting control equipment and a storage medium.

Background

Dual Clutch Transmission (DCT) is a kind of mechanical automatic Transmission that has appeared in recent years, and the advantages of fast shift speed, high Transmission efficiency, and the like are increasingly emphasized.

At present, the existing starting control technology of the double-clutch automatic transmission mainly has the following problems: 1. the vehicle starting response is too slow in the initial starting stage, and the starting dynamic property is not strong; 2. the clutch is worn due to the fact that the sliding friction time of the clutch is too long in the starting process; 3. the clutch engaging speed and the engine torque are unreasonably matched in the starting process, the difficulty in the calibration process is increased, the starting unsmooth phenomenon of the vehicle can be caused in the starting process, and the driving feeling of the whole vehicle in the starting process is influenced. Therefore, starting control of the dual-clutch automatic transmission is always a technical problem, and a dual-clutch starting control method is urgently required to be developed.

The prior art has the following defects for the starting control of the double-clutch automatic gearbox:

when starting, the torque of the engine is smaller, and at the moment, in order to increase the rotating speed of the engine, the torque of the clutch must be kept in a lower state, so that the acceleration responsiveness is poorer when starting; then when the engine speed reaches the target speed, in order to make the engine speed steady, the clutch needs to be combined fast, thus causes starting acceleration unsmooth, can lead to the starting impact seriously, influences the whole car drivability.

The above is only for the purpose of assisting understanding of the technical aspects of the present invention, and does not represent an admission that the above is prior art.

Disclosure of Invention

The invention mainly aims to provide a double-clutch starting control method, a double-clutch starting control device, double-clutch starting control equipment and a double-clutch starting control storage medium, and aims to solve the technical problems of improving starting power responsiveness and starting acceleration smoothness.

In order to achieve the purpose, the invention provides a double-clutch starting control method, which comprises the following steps:

acquiring an expected engine rotating speed and a current engine rotating speed corresponding to a current vehicle;

performing torque control on a clutch corresponding to the current vehicle according to the expected rotating speed of the engine and the current rotating speed of the engine to obtain the torque of the current clutch and the torque of a flywheel end of the engine;

and carrying out torque control on the clutch according to the current clutch torque and the engine flywheel end torque so as to realize starting control on the current vehicle.

Optionally, the performing torque control on the clutch corresponding to the current vehicle according to the desired engine speed and the current engine speed to obtain a current clutch torque and an engine flywheel end torque includes:

judging whether the difference between the expected rotating speed of the engine and the current rotating speed of the engine is smaller than a preset rotating speed difference value or not;

and when the difference between the expected rotating speed of the engine and the current rotating speed of the engine is smaller than the preset rotating speed difference value, performing second-stage torque control on a clutch corresponding to the current vehicle to obtain the torque of the current clutch and the torque of the flywheel end of the engine.

Optionally, after determining whether the difference between the desired engine speed and the current engine speed is smaller than a preset speed difference value, the method further includes:

when the difference between the expected rotating speed of the engine and the current rotating speed of the engine is larger than or equal to the preset rotating speed difference value, performing torque increasing control on the engine, and performing first-stage torque control on a clutch corresponding to the current vehicle to obtain the adjusted current rotating speed of the engine;

and executing the step of judging whether the difference between the expected rotating speed of the engine and the current rotating speed of the engine is smaller than a preset rotating speed difference value according to the adjusted current rotating speed of the engine.

Optionally, the performing torque control on the clutch according to the current clutch torque and the engine flywheel end torque to realize starting control on the current vehicle includes:

judging whether the ratio of the torque of the current clutch to the torque of the flywheel end of the engine is larger than a preset torque ratio or not;

when the ratio of the torque of the current clutch to the torque of the flywheel end of the engine is larger than the preset torque ratio, performing third-stage torque control on the clutch to obtain a target engine rotating speed and an input shaft rotating speed corresponding to the current gear of the gearbox;

judging whether the difference between the target engine rotating speed and the rotating speed of the input shaft is smaller than a preset difference value or not;

and when the difference between the target engine rotating speed and the input shaft rotating speed is smaller than the preset difference value, judging that the starting of the current vehicle is finished.

Optionally, after determining whether the ratio of the current clutch torque to the engine flywheel end torque is greater than a preset torque ratio, the method further comprises:

and when the ratio of the current clutch torque to the engine flywheel end torque is smaller than or equal to the preset torque ratio, performing second-stage torque control on the clutch.

Optionally, after determining whether the difference between the target engine speed and the input shaft speed is less than a preset difference value, the method further comprises:

and when the difference between the target engine rotating speed and the input shaft rotating speed is larger than or equal to the preset difference value, performing third-stage torque control on the clutch.

Optionally, the obtaining of the desired engine speed and the current engine speed corresponding to the current vehicle includes:

acquiring the current rotating speed of an engine corresponding to the current vehicle;

acquiring the actual gear, the opening degree of an accelerator pedal, the oil temperature of a gearbox and the ramp load of the current vehicle;

and determining the expected engine rotating speed corresponding to the current vehicle according to the actual gear, the opening degree of the accelerator pedal, the oil temperature of the gearbox and the ramp load.

In order to achieve the above object, the present invention also provides a dual clutch start control device including:

the acquisition module is used for acquiring the expected rotating speed of the engine and the current rotating speed of the engine corresponding to the current vehicle;

the torque control module is used for carrying out torque control on a clutch corresponding to the current vehicle according to the expected rotating speed of the engine and the current rotating speed of the engine to obtain the torque of the current clutch and the torque of a flywheel end of the engine;

and the torque control module is also used for carrying out torque control on the clutch according to the current clutch torque and the engine flywheel end torque so as to realize starting control on the current vehicle.

In addition, to achieve the above object, the present invention also provides a dual clutch start control apparatus including: the dual-clutch start control system comprises a memory, a processor and a dual-clutch start control program stored on the memory and operable on the processor, wherein the dual-clutch start control program is configured to implement the steps of the dual-clutch start control method.

In order to achieve the above object, the present invention further provides a storage medium having a dual clutch start control program stored thereon, wherein the dual clutch start control program, when executed by a processor, implements the steps of the dual clutch start control method described above.

The method includes the steps that the expected rotating speed of an engine and the current rotating speed of the engine corresponding to the current vehicle are obtained; carrying out torque control on a clutch corresponding to the current vehicle according to the expected rotating speed of the engine and the current rotating speed of the engine to obtain the torque of the current clutch and the torque of a flywheel end of the engine; and carrying out torque control on the clutch according to the current clutch torque and the engine flywheel end torque so as to realize starting control on the current vehicle. Through the mode, the torque of the clutch is controlled for multiple times in the vehicle starting process, the torque is controlled according to the current rotating speed and the expected rotating speed, the rotating speed of the engine is quickly increased to the expected rotating speed, the torque is controlled according to the current torque of the clutch and the torque of the flywheel end of the engine, the torque of the clutch is corrected by referring to different engine torques in different starting stages, and the starting power responsiveness and the starting acceleration smoothness are improved.

Drawings

Fig. 1 is a schematic structural diagram of a dual-clutch starting control device in a hardware operating environment according to an embodiment of the invention;

FIG. 2 is a schematic flow chart illustrating a first embodiment of a dual clutch launch control method according to the present invention;

FIG. 3 is a flowchart illustrating a dual clutch launch control method according to a second embodiment of the present invention;

FIG. 4 is a schematic flow chart illustrating a dual clutch launch control method according to a third embodiment of the present invention;

fig. 5 is a block diagram showing the structure of the first embodiment of the dual clutch start control apparatus according to 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.

Referring to fig. 1, fig. 1 is a schematic structural diagram of a dual-clutch start control device in a hardware operating environment according to an embodiment of the present invention.

As shown in fig. 1, the dual clutch start control apparatus may include: a processor 1001, such as a Central Processing Unit (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 a Display screen (Display), an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a WIreless interface (e.g., a WIreless-FIdelity (WI-FI) interface). The Memory 1005 may be a Random Access Memory (RAM) Memory, or may be a Non-Volatile Memory (NVM), such as a 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 configuration shown in FIG. 1 does not constitute a limitation of a dual clutch launch control apparatus and may include more or fewer components than shown, or some components in combination, or a different arrangement of components.

As shown in fig. 1, the memory 1005, which is a storage medium, may include an operating system, a network communication module, a user interface module, and a dual clutch launch control program.

In the dual clutch start control apparatus shown in fig. 1, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the dual-clutch start control device according to the present invention may be provided in the dual-clutch start control device, and the dual-clutch start control device calls the dual-clutch start control program stored in the memory 1005 through the processor 1001 and executes the dual-clutch start control method according to the embodiment of the present invention.

The embodiment of the invention provides a double-clutch starting control method, and referring to fig. 2, fig. 2 is a schematic flow diagram of a first embodiment of the double-clutch starting control method.

In this embodiment, the dual-clutch start control method includes the following steps:

step S10: and acquiring the expected rotating speed of the engine and the current rotating speed of the engine corresponding to the current vehicle.

It CAN be understood that the main execution body of this embodiment is a dual clutch start Control device, where the dual clutch start Control device may be an automatic Transmission Control Unit (TCU), the TCU communicates with an ECU and a sensor mounted on a vehicle through a CAN bus, obtains vehicle related parameters through the sensor, and processes the related parameters through a preset processing mode to obtain an engine expected rotation speed and an engine current rotation speed corresponding to the current vehicle. The rotating speed data acquired by the rotating speed sensor is acquired, and the rotating speed of the engine is measured corresponding to the signal teeth on the flywheel.

Further, to determine the desired engine speed, step S10 includes: acquiring the current rotating speed of an engine corresponding to the current vehicle; acquiring the actual gear, the opening degree of an accelerator pedal, the oil temperature of a gearbox and the ramp load of the current vehicle; and determining the expected engine rotating speed corresponding to the current vehicle according to the actual gear, the opening degree of the accelerator pedal, the oil temperature of the gearbox and the ramp load.

It should be noted that the actual gear of the current vehicle is determined according to the data collected by the gear sensor mounted on the current vehicle, the accelerator pedal opening is determined according to the data collected by the accelerator pedal position sensor mounted on the current vehicle, the gearbox oil temperature is determined according to the data collected by the temperature sensor mounted on the current vehicle, the ramp load is determined according to the data collected by the gradient sensor mounted on the current vehicle, and the expected engine speed is determined by calculating the data collected by these sensors. And determining a target rotating speed according to the actual gear, the opening degree of the accelerator pedal and the oil temperature of the gearbox, determining a gradient gain coefficient according to the ramp load, and multiplying the target rotating speed by the gradient gain coefficient to obtain the expected rotating speed of the engine.

In the specific implementation, a first corresponding relation among the oil temperature of the transmission, the opening degree of an accelerator pedal, an actual gear and a target rotating speed and a second corresponding relation between a ramp load and a ramp gain coefficient are determined by calibrating a vehicle, the first corresponding relation and the second corresponding relation are stored in a storage unit, when the TCU obtains the actual gear, the opening degree of the accelerator pedal, the oil temperature of the transmission and the ramp load of the current vehicle, the corresponding target rotating speed is searched from the first corresponding relation, and the corresponding ramp gain coefficient is searched from the second relation.

It is understood that, before step S10, the method further includes: judging whether the vehicle meets a starting condition or not, and executing step S10 when the vehicle meets the starting condition; the judging whether the vehicle meets the starting condition comprises the following steps: acquiring an accelerator pedal opening and a current engine speed, and judging whether the accelerator pedal opening is greater than a preset accelerator pedal opening threshold value and whether the current engine speed is less than a preset starting speed threshold value; accordingly, when the starting condition is satisfied, step S10 is executed, including: and executing the step S10 when the accelerator pedal opening is larger than the preset accelerator pedal opening threshold value and the current engine speed is smaller than the preset starting speed threshold value.

It should be noted that the vehicle can start only when both the condition that the accelerator pedal opening is greater than the preset accelerator pedal opening threshold and the condition that the current engine speed is less than the preset starting speed threshold are met. The preset accelerator pedal opening threshold and the preset starting rotation speed threshold may be set by the TCU according to vehicle characteristics, or may be determined according to experimental data obtained in a calibration process, for example, the preset accelerator pedal opening threshold is set to 1.5%, and the preset starting rotation speed threshold is set to 15 km/h.

Step S20: and carrying out torque control on the clutch corresponding to the current vehicle according to the expected rotating speed of the engine and the current rotating speed of the engine to obtain the torque of the current clutch and the torque of the flywheel end of the engine.

It can be understood that torque control is performed on the clutch according to the expected rotating speed of the engine and the current rotating speed of the engine, so that the current rotating speed of the engine is rapidly increased to the expected rotating speed, and when the difference value between the current rotating speed of the engine and the expected rotating speed reaches a preset calibration difference value, it is determined that the next-stage torque control can be performed, at this time, the current clutch torque and the engine flywheel end torque are obtained.

Step S30: and carrying out torque control on the clutch according to the current clutch torque and the engine flywheel end torque so as to realize starting control on the current vehicle.

It should be noted that, torque control is performed on the clutch according to the current clutch torque and the engine flywheel end torque, so that the clutch torque is rapidly increased along with the engine torque, and when the ratio between the current clutch torque and the engine flywheel end torque reaches a preset calibration ratio and it is determined that the next-stage torque control can be performed, it is ensured that the difference between the engine rotation speed and the input shaft rotation speed is smaller than a preset difference value, so as to achieve starting control of the current vehicle.

The method comprises the steps of obtaining the expected rotating speed of an engine and the current rotating speed of the engine corresponding to the current vehicle; carrying out torque control on a clutch corresponding to the current vehicle according to the expected rotating speed of the engine and the current rotating speed of the engine to obtain the torque of the current clutch and the torque of a flywheel end of the engine; and carrying out torque control on the clutch according to the current clutch torque and the engine flywheel end torque so as to realize starting control on the current vehicle. Through the mode, the torque of the clutch is controlled for multiple times in the vehicle starting process, the torque is controlled according to the current rotating speed and the expected rotating speed, the rotating speed of the engine is quickly increased to the expected rotating speed, the torque is controlled according to the current torque of the clutch and the torque of the flywheel end of the engine, the torque of the clutch is corrected by referring to different engine torques in different starting stages, and the starting power responsiveness and the starting acceleration smoothness are improved.

Referring to fig. 3, fig. 3 is a flowchart illustrating a dual-clutch start control method according to a second embodiment of the present invention.

Based on the first embodiment, step S20 of the dual clutch start control method according to the present embodiment includes:

step S201: and judging whether the difference between the expected rotating speed of the engine and the current rotating speed of the engine is smaller than a preset rotating speed difference value or not.

It can be understood that the preset rotation speed difference value is determined through calibration, the target rotation speed is determined through an actual gear, the opening degree of an accelerator pedal and the oil temperature of a gearbox, the gradient gain coefficient is determined according to the ramp load, and the target rotation speed is multiplied by the gradient gain coefficient to obtain the expected rotation speed of the engine. The current rotating speed of the engine is measured by acquiring rotating speed data acquired by the rotating speed sensor and corresponding to the signal teeth on the flywheel.

Step S202: and when the difference between the expected rotating speed of the engine and the current rotating speed of the engine is smaller than the preset rotating speed difference value, performing second-stage torque control on a clutch corresponding to the current vehicle to obtain the torque of the current clutch and the torque of the flywheel end of the engine.

It should be noted that when the difference between the expected rotational speed of the engine and the current rotational speed of the engine is smaller than the preset rotational speed difference, it is determined that the first stage is completed, that is, the process of increasing the rotational speed of the engine to the expected rotational speed is completed, and then the second stage torque control is performed on the clutch, and when the second stage torque control is completed, the current clutch torque and the torque at the flywheel end of the engine are obtained.

It can be understood that the step of performing the second stage torque control on the clutch corresponding to the current vehicle comprises the following steps: acquiring a first engine torque and a second engine torque corresponding to the last sampling moment, and determining an engine torque gradient value according to the first engine torque and the second engine torque; acquiring a first speed difference between the expected speed and the current speed of the first engine; acquiring the current rotating speed of a first engine and the current rotating speed of a second engine corresponding to the last sampling moment, and determining a first rotating speed increment according to the current rotating speed of the first engine and the rotating speed of the second engine; searching a corresponding first torque increment value from a first preset relation table according to the first rotation speed increment and the first rotation speed difference; determining a first torque increment value according to the engine torque gradient value and the first torque increment value; and carrying out second-stage torque control on the clutch corresponding to the current vehicle through the first torque increasing value.

It should be noted that the first preset relationship table includes a corresponding relationship between the rotation speed increment, the rotation speed difference, and the torque increment value, and the first preset relationship table is determined by calibration. The sampling time is a preset value, the TCU collects current data every sampling time, for example, the TCU collects current engine speed every 10 milliseconds, and the process of determining the first torque increasing value according to the engine torque gradient value and the first torque increasing value may include multiplying the engine torque gradient value and the first torque increasing value to obtain the first torque increasing value.

In a specific implementation, at each sampling time, the TCU performs a second-stage torque-increasing control on the clutch until the ratio of the current clutch torque to the engine flywheel-end torque is greater than a preset torque ratio. By way of example, the following are illustrated: when the difference between the expected rotating speed of the engine and the current rotating speed of the engine is smaller than the preset rotating speed difference value, acquiring a torque increasing parameter at the current sampling moment so as to determine a current torque increasing value, performing second-stage torque control on the clutch through the current torque increasing value, determining the current clutch torque and the engine flywheel end torque corresponding to the current moment, acquiring the torque increasing parameter again after 10 milliseconds when the ratio of the current clutch torque to the engine flywheel end torque is smaller than or equal to a preset torque ratio, determining the current torque increasing value again, and performing second-stage torque control on the clutch through the current torque increasing value again until the ratio of the current clutch torque to the engine flywheel end torque is larger than the preset torque ratio.

After the step S201, the method further includes:

step S203: and when the difference between the expected rotating speed of the engine and the current rotating speed of the engine is greater than or equal to the preset rotating speed difference value, performing torque increasing control on the engine, and performing first-stage torque control on a clutch corresponding to the current vehicle to obtain the adjusted current rotating speed of the engine.

It can be understood that when the difference between the desired engine speed and the current engine speed is greater than or equal to the difference, the second-stage torque control of the clutch is not performed, and in order to reduce the difference between the desired engine speed and the current engine speed, the first-stage torque control of the clutch is performed and the torque of the engine is increased, so that the engine speed is rapidly increased to the target speed by the increase of the engine torque.

It should be noted that, whether the difference between the expected engine rotation speed and the current engine rotation speed is smaller than a preset rotation speed difference value is judged, if yes, the clutch is subjected to second-stage torque control until the ratio of the current clutch torque to the engine flywheel end torque is larger than a preset torque ratio, and if not, the clutch is subjected to first-stage torque control and the engine is subjected to torque increasing control until the difference between the expected engine rotation speed and the current engine rotation speed is smaller than the preset rotation speed difference value.

It can be appreciated that the step of torque up controlling the engine comprises: acquiring a second rotation speed difference between the expected rotation speed and the current rotation speed of the second engine; acquiring the current rotating speed of a third engine and the current rotating speed of a fourth engine corresponding to the last sampling moment, and determining a second rotating speed increment according to the current rotating speed of the third engine and the rotating speed of the fourth engine; searching a corresponding second torque increment value from a first preset relation table according to the second rotating speed increment and the second rotating speed difference; acquiring the current clutch torque, and determining an engine torque increasing value according to the second torque increment value and the current clutch torque; and carrying out torque increasing control on the engine through the torque increasing value of the engine.

In a specific implementation, the step of determining an engine torque increase value based on the second torque increase value and the current clutch torque includes: and adding the second torque increment value and the current clutch torque to obtain an engine torque increment value.

The step of performing the first-stage torque control on the clutch corresponding to the current vehicle includes: acquiring the opening degree of an accelerator pedal and the oil temperature of a gearbox, searching a corresponding third torque increment value from a second preset relation table according to the opening degree of the accelerator pedal and the oil temperature of the gearbox, searching a gradient gain coefficient from a third preset relation table according to ramp load, and determining a clutch torque increment value according to the third torque increment value and the gradient gain coefficient; acquiring the torque of the clutch in the previous stage; and determining a second torque increasing value according to the clutch torque increasing value and the clutch torque, and performing first-stage torque control on the clutch corresponding to the current vehicle according to the second torque increasing value.

In a specific implementation, the step of determining a clutch torque increase value according to the third torque increase value and the gradient gain coefficient may include: and multiplying the third torque increment value by the gradient gain coefficient to obtain a clutch torque increment value. The second preset relation table comprises the corresponding relation among the accelerator pedal opening, the gearbox oil temperature and the third torque increment value, the second preset relation table comprises the relation between the ramp load and the gradient gain coefficient, and the second preset relation table and the third preset relation table are determined through calibration.

Step S204: and executing step S201 according to the adjusted current rotating speed of the engine.

It should be noted that, it is determined whether the difference between the desired engine speed and the adjusted current engine speed is smaller than a preset speed difference, if so, the second-stage torque control is performed on the clutch, and if not, the first-stage torque control is performed on the clutch, so that the engine speed quickly reaches the desired engine speed at this stage.

Whether the difference between the expected engine speed and the current engine speed is smaller than a preset speed difference value or not is judged, whether first-stage torque control or second-stage torque control is conducted on the clutch is determined, torque control is conducted on the clutch in the first stage and torque increasing control is conducted on the engine, the torque of the engine is instantly improved when starting is started, starting responsiveness of the whole vehicle is guaranteed, matching of the torque of the clutch is increased in the torque increasing process, starting power performance is improved, the engine speed can quickly reach the expected engine speed, the situation that acceleration responsiveness is poor due to the fact that the engine torque is small and the clutch torque is small when starting is conducted is avoided, and starting power responsiveness and starting acceleration smoothness are improved.

Referring to fig. 4, fig. 4 is a flowchart illustrating a dual-clutch start control method according to a third embodiment of the present invention.

Based on the first embodiment, step S30 of the dual clutch start control method according to the present embodiment includes:

step S301: and judging whether the ratio of the current clutch torque to the engine flywheel end torque is larger than a preset torque ratio or not.

It will be appreciated that the preset torque ratio is determined by calibration and the current clutch torque may be determined by a pressure sensor or position sensor mounted on the vehicle.

Step S302: and when the ratio of the torque of the current clutch to the torque of the flywheel end of the engine is larger than the preset torque ratio, performing third-stage torque control on the clutch to obtain a target engine rotating speed and an input shaft rotating speed corresponding to the current gear of the gearbox.

It should be noted that, after the third stage torque control is performed on the clutch, the target engine speed is determined by acquiring the speed data installed on the vehicle and corresponding to the signal teeth on the flywheel, and the TCU determines the current gear according to the gear sensor, so as to determine the input shaft speed.

It will be appreciated that the specific process of third phase torque control of the clutch may include: acquiring the torque of the flywheel end of the engine, the current gear, the oil temperature of a gearbox, the expected rotating speed and the current rotating speed of the engine in real time; determining the torque increment of the flywheel end according to the torque of the flywheel end of the first engine and the torque of the flywheel end of the second engine corresponding to the previous sampling moment; determining a proportional term coefficient and an integral term coefficient according to the current gear and the oil temperature of the gearbox; determining a third speed difference according to the expected speed and the current speed of the third engine; multiplying the proportional term coefficient and the third rotation speed difference to obtain a proportional term torque; acquiring a fourth rotation speed difference corresponding to the last sampling moment, and determining the rotation speed difference change rate according to the third rotation speed difference and the fourth rotation speed difference; multiplying the rotating speed difference change rate by the integral term coefficient to obtain integral term torque; and determining a third torque increasing value according to the increased torque of the free end, the proportional term torque and the integral term torque, and performing third-stage torque control on the clutch through the third torque increasing value.

In a specific implementation, the step of determining a third torque increase value according to the increase value of the freewheel end torque, the proportional term torque and the integral term torque may include: and adding the torque increment of the free end, the torque of the proportional term and the torque of the integral term to obtain a third torque increment value. The step of determining a proportional term coefficient and an integral term coefficient according to the current gear and the transmission oil temperature may include: searching a proportional coefficient from a proportional coefficient table according to the current gear and the oil temperature of the gearbox; and searching an integral term coefficient from an integral coefficient table according to the current gear and the oil temperature of the gearbox. And the proportional coefficient table and the integral coefficient table are determined by calibration.

After step S301, the method further includes:

step S305: and when the ratio of the current clutch torque to the engine flywheel end torque is smaller than or equal to the preset torque ratio, performing second-stage torque control on the clutch.

It should be noted that when the ratio of the current clutch torque to the engine flywheel end torque is smaller than or equal to the preset torque ratio, it is indicated that the second-stage torque control does not reach the expected effect, the second-stage torque control is performed on the clutch again to obtain the adjusted current clutch torque and the adjusted engine flywheel end torque, whether the ratio of the adjusted current clutch torque to the adjusted engine flywheel end torque is larger than the preset torque ratio is judged, if yes, the third-stage torque control is performed on the clutch, and if not, the second-stage torque control is performed on the clutch.

Step S303: and judging whether the difference between the target engine rotating speed and the rotating speed of the input shaft is smaller than a preset difference value.

It should be noted that the preset difference is determined by calibration, and the target engine speed is the engine speed after the third-stage torque control is performed on the clutch, and the target engine speed and the input shaft speed are used as criteria for judging whether starting is completed.

Step S304: and when the difference between the target engine rotating speed and the input shaft rotating speed is smaller than the preset difference value, judging that the starting of the current vehicle is finished.

After step S303, the method further includes:

step S306: and when the difference between the target engine rotating speed and the input shaft rotating speed is larger than or equal to the preset difference value, performing third-stage torque control on the clutch.

It can be understood that when the difference between the target engine speed and the input shaft speed is greater than or equal to a preset difference, the third-stage torque control is performed on the clutch to obtain the adjusted target engine speed and the adjusted input shaft speed, whether the difference between the adjusted target engine speed and the adjusted input shaft speed is smaller than the preset difference is judged, if yes, the current vehicle is judged to be started, and if not, the third-stage torque control is performed on the clutch.

In the embodiment, whether the ratio of the current clutch torque to the engine flywheel end torque is larger than a preset torque ratio or not is judged, whether the second-stage torque control or the third-stage torque control is carried out on the clutch is determined, when the difference between the target engine rotating speed and the input shaft rotating speed is smaller than a preset difference value, the current vehicle is judged to be started, the torque of the clutch is controlled for multiple times, the clutch torque is corrected by referring to different engine torques in different starting stages, the clutch torque is ensured to stably rise in the starting process, and the starting power responsiveness and the starting acceleration smoothness are improved.

Furthermore, an embodiment of the present invention further provides a storage medium, where a dual-clutch start control program is stored on the storage medium, and the dual-clutch start control program, when executed by a processor, implements the steps of the dual-clutch start control method described above.

Referring to fig. 5, fig. 5 is a block diagram showing the structure of the dual clutch start control apparatus according to the first embodiment of the present invention.

As shown in fig. 5, a dual clutch start control device according to an embodiment of the present invention includes:

the acquiring module 10 is used for acquiring an expected engine speed and a current engine speed corresponding to a current vehicle;

it can be understood that the obtaining module 10 obtains vehicle related parameters through a sensor mounted on a vehicle, and processes the related parameters through a preset processing mode to obtain an engine expected rotation speed and an engine current rotation speed corresponding to a current vehicle. The rotating speed data acquired by the rotating speed sensor is acquired, and the rotating speed of the engine is measured corresponding to the signal teeth on the flywheel.

Further, in order to determine the desired engine speed, the obtaining module 10 is further configured to obtain a current engine speed corresponding to the current vehicle; acquiring the actual gear, the opening degree of an accelerator pedal, the oil temperature of a gearbox and the ramp load of the current vehicle; and determining the expected engine rotating speed corresponding to the current vehicle according to the actual gear, the opening degree of the accelerator pedal, the oil temperature of the gearbox and the ramp load.

In the concrete implementation, a first corresponding relation among the oil temperature of the transmission, the opening degree of an accelerator pedal, an actual gear and a target rotating speed and a second corresponding relation between a ramp load and a ramp gain coefficient are determined by calibrating a vehicle, the first corresponding relation and the second corresponding relation are stored in a storage unit, when the actual gear, the opening degree of the accelerator pedal, the oil temperature of the transmission and the ramp load of the current vehicle are obtained by the obtaining module 10, the corresponding target rotating speed is searched from the first corresponding relation, and the corresponding ramp gain coefficient is searched from the second relation.

It can be understood that the obtaining module 10 is further configured to determine whether the vehicle meets a starting condition, and when the starting condition is met, execute the step of obtaining the desired engine speed and the current engine speed corresponding to the current vehicle; the judging whether the vehicle meets the starting condition comprises the following steps: acquiring an accelerator pedal opening and a current engine speed, and judging whether the accelerator pedal opening is greater than a preset accelerator pedal opening threshold value and whether the current engine speed is less than a preset starting speed threshold value; correspondingly, when the starting condition is met, the step of obtaining the expected engine speed and the current engine speed corresponding to the current vehicle is executed, and the step comprises the following steps: and when the opening degree of the accelerator pedal is greater than the preset opening degree threshold value of the accelerator pedal and the current engine speed is less than the preset starting speed threshold value, executing the step of acquiring the expected engine speed and the current engine speed corresponding to the current vehicle.

It should be noted that the vehicle can start only when both the condition that the accelerator pedal opening is greater than the preset accelerator pedal opening threshold and the condition that the current engine speed is less than the preset starting speed threshold are met. The preset accelerator pedal opening threshold and the preset starting rotation speed threshold may be set by the obtaining module 10 according to vehicle characteristics, or may be determined according to experimental data obtained in a calibration process, for example, the preset accelerator pedal opening threshold is set to 1.5%, and the preset starting rotation speed threshold is set to 15 km/h.

The torque control module 20 is configured to perform torque control on a clutch corresponding to the current vehicle according to the expected engine speed and the current engine speed to obtain a current clutch torque and an engine flywheel end torque;

The torque control module 20 is further configured to perform torque control on the clutch according to the current clutch torque and the engine flywheel end torque, so as to implement starting control on the current vehicle.

It should be understood that the above is only an example, and the technical solution of the present invention is not limited in any way, and in a specific application, a person skilled in the art may set the technical solution as needed, and the present invention is not limited thereto.

It should be noted that the above-described work flows are only exemplary, and do not limit the scope of the present invention, and in practical applications, a person skilled in the art may select some or all of them to achieve the purpose of the solution of the embodiment according to actual needs, and the present invention is not limited herein.

In addition, technical details that are not described in detail in this embodiment may be referred to a dual clutch starting control method provided in any embodiment of the present invention, and are not described herein again.

In one embodiment, the torque control module 20 is further configured to determine whether a difference between the desired engine speed and the current engine speed is less than a preset speed difference;

In an embodiment, the torque control module 20 is further configured to, when a difference between the desired engine speed and the current engine speed is greater than or equal to the preset speed difference, perform torque increasing control on the engine, and perform first-stage torque control on a clutch corresponding to the current vehicle to obtain an adjusted current engine speed;

In one embodiment, the torque control module 20 is further configured to determine whether a ratio between the current clutch torque and the engine flywheel end torque is greater than a predetermined torque ratio;

In one embodiment, the torque control module 20 is further configured to perform a second stage torque control on the clutch when a ratio of the current clutch torque to the engine flywheel end torque is less than or equal to the predetermined torque ratio.

In one embodiment, the torque control module 20 is further configured to perform a third stage torque control on the clutch when the difference between the target engine speed and the input shaft speed is greater than or equal to the predetermined difference.

Further, it is to 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 or portions thereof that contribute to the prior art may be embodied in the form of a software product, where the computer software product is stored in a storage medium (e.g. Read Only Memory (ROM)/RAM, magnetic disk, optical disk), and includes several instructions for enabling a terminal device (e.g. a mobile phone, a computer, a server, or a network device) 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

1. A dual clutch launch control method, characterized by comprising:

2. The dual-clutch start control method as claimed in claim 1, wherein the performing torque control on the clutch corresponding to the current vehicle according to the desired engine speed and the current engine speed to obtain a current clutch torque and an engine flywheel end torque comprises:

3. The dual-clutch launch control method of claim 2, wherein after determining whether the difference between the desired engine speed and the current engine speed is less than a preset speed differential value, the method further comprises:

4. The dual clutch launch control method of claim 2, wherein said torque controlling the clutch based on the current clutch torque and the engine flywheel end torque to effect launch control of the current vehicle comprises:

5. The dual clutch launch control method of claim 4, wherein after determining whether the ratio of the current clutch torque to the engine flywheel end torque is greater than a predetermined torque ratio value, the method further comprises:

6. The dual-clutch launch control method according to claim 4, wherein after determining whether the difference between the target engine speed and the input shaft speed is less than a preset difference value, the method further comprises:

7. The dual-clutch launch control method according to any one of claims 1-6, wherein said obtaining a desired engine speed and a current engine speed for the current vehicle comprises:

8. A dual clutch start control device, characterized by comprising:

9. A dual clutch launch control apparatus, characterized in that the apparatus comprises: a memory, a processor, and a dual clutch launch control program stored on the memory and executable on the processor, the dual clutch launch control program configured to implement the steps of a dual clutch launch control method as claimed in any one of claims 1 to 7.

10. A storage medium having a dual clutch launch control program stored thereon, the dual clutch launch control program when executed by a processor implementing the steps of a dual clutch launch control method as claimed in any one of claims 1 to 7.