CN113048234B - Coaxial gear shifting control method of DCT (discrete cosine transformation) transmission - Google Patents

Coaxial gear shifting control method of DCT (discrete cosine transformation) transmission Download PDF

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Publication number
CN113048234B
CN113048234B CN202110222217.7A CN202110222217A CN113048234B CN 113048234 B CN113048234 B CN 113048234B CN 202110222217 A CN202110222217 A CN 202110222217A CN 113048234 B CN113048234 B CN 113048234B
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clutch
gear
shifting
torque
shifting fork
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CN113048234A (en
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方世杰
刘德财
李益华
银联作
刘宏
王丁
袁桃
李江华
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Chongqing Tsingshan Industrial Co Ltd
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Chongqing Tsingshan Industrial Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14—Control of torque converter lock-up clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0407—Synchronisation before shifting by control of clutch in parallel torque path
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • F16H2061/0425—Bridging torque interruption

Abstract

The invention relates to the field of DCT (discrete cosine transformation) transmissions, in particular to a coaxial gear-shifting control method of a DCT, which is a brand new control time sequence of a DCT actuating mechanism.

Description

Coaxial gear shifting control method of DCT (discrete cosine transformation) transmission
Technical Field
The invention relates to the field of DCT (discrete cosine transformation) transmissions, in particular to a coaxial gear shifting control method of a DCT.
Background
A DCT variator can be considered to combine the functions of two manual gearboxes into one and built into a single system. The two manual gearboxes respectively comprise an odd/even clutch controlled by an odd/even shaft, have no hydraulic torque converter or planetary gear set, are directly driven by electronic control and hydraulic pressure to control the operation of the odd/even clutch, namely, the gears of the DCT are separately arranged according to odd number and even number, the odd gears and the even gears respectively correspond to the odd/even shaft, the odd/even shaft is respectively connected with the odd/even clutch, and the gear shifting action can be completed by switching the working states of the two clutches.
During the shifting process when the vehicle runs, one gear on the odd-numbered shaft and one gear on the even-numbered shaft are necessarily in the gear, for example, the gear is 1 gear, and the corresponding gear is an odd-numbered clutch; the gear R corresponds to an even clutch. When the DCT transmission operates, one group of gears are engaged, and when the DCT transmission is close to shifting, the TCU judges the shifting intention of a driver according to the speed of the vehicle and the speed of the engine, and predictably controls the other clutch to be connected with the corresponding gear set, but only in a preparation state and not connected with the power of the engine; when shifting gears, the odd/even clutch separates the gear in use, and at the same time, the other clutch is meshed with the corresponding gear set to start transmitting the engine power, namely, the condition that a minimum group of gears output power can be ensured during the whole shifting period, so that the power interruption condition can not occur.
In the control of the DCT, both the clutch control and the shifting fork control are very important, the precision of the clutch control directly influences the response speed of the power output of the whole vehicle and the gear shifting quality, and the precision of the shifting fork control directly influences the NVH quality of the whole vehicle.
At present, when a DCT transmission is performing coaxial gear shifting, if a gear corresponding to an odd-numbered shaft is switched to another gear corresponding to the odd-numbered shaft, a gear corresponding to an even-numbered shaft is generally used as a transition gear, that is, the gear corresponding to the odd-numbered shaft is switched to the gear corresponding to the even-numbered shaft, and then the gear corresponding to the even-numbered shaft is switched to another gear corresponding to the odd-numbered shaft.
Disclosure of Invention
The invention aims to provide a coaxial gear shifting control method of a DCT (discrete cosine transformation) transmission, aiming at the corresponding defects of the prior art, under the condition that the action time of a shifting fork and the combination time of a clutch are fixed, the shifting fork and the clutch are reasonably overlapped, the power output response delay phenomenon is optimized, and the gear shifting time of coaxial gear shifting is shortened as far as possible in the control process.
The purpose of the invention is realized by adopting the following scheme: a method of coaxial shift control for a DCT transmission, comprising the steps of:
1) acquiring a transmission oil temperature threshold range, an engine water temperature threshold range and an accelerator opening degree threshold range through a whole vehicle experiment, and storing the ranges in a TCU (transmission control unit);
2) when carrying out coaxial gear shift among the vehicle operation process, if satisfy following condition, when then the shift fork presynchronization, the clutch is synchronous to be combined in advance, if unsatisfied, then the shift fork is put into gear and just begins to combine after accomplishing the clutch:
firstly, real-time transmission oil temperature belongs to a range of transmission oil temperature threshold values;
secondly, the real-time engine water temperature belongs to the range of the engine water temperature threshold;
thirdly, real-time accelerator opening belongs to the range of accelerator opening threshold values;
3) calculating the equivalent initial moment T of the synchronizer according to the following formulaisyn：
Figure GDA0003456382570000031
In the formula, FisynThe initial shifting force of a shifting fork, mu is a dynamic friction coefficient of a conical surface of the synchronizer, k is a conversion coefficient of an angle of the conical surface of the synchronizer, R is the radius of an outer ring of the conical surface of the synchronizer, and R is the radius of an inner ring of the conical surface of the synchronizer;
4) calculating the final request synchronous torque T of the synchronizer according to the following formulasyn：
Tsyn＝Tisyn+K*TΔ
In the formula, TsynFinal request for synchronizing torque, T, for the synchronizerisynFor synchronizer equivalent initial moment, TΔThe clutch binding torque is K, and the total transmission ratio from the clutch end to the synchronizer end is K;
5) calculating the final shifting force F of the shifting fork according to the following formulasyn：
Figure GDA0003456382570000032
In the formula, TsynMu is the dynamic friction coefficient of the conical surface of the synchronizer, k is the conversion coefficient of the conical surface angle of the synchronizer, R is the radius of the outer ring of the conical surface of the synchronizer, and R is the half of the inner ring of the conical surface of the synchronizerDiameter;
6) the shifting fork is according to the final gear shifting force FsynDuring synchronous action, the clutch is engaged by torque T according to the clutchΔSynchronously performs the combination action and maintains the clutch combination torque T when the shifting fork is lockedΔThe clutch still maintains the clutch combining force moment T until the shifting fork is successfully lockedΔ。
The clutch engaging torque TΔObtained according to the following steps:
2-1) the initial request pressure of the combined clutch is 0, the request combined pressure is gradually increased according to a fixed slope, and when the actual transmission torque of the clutch is greater than 0, the current clutch request pressure value is recorded;
2-2) when the combined clutch is completely combined, gradually reducing the required combination pressure according to a fixed slope, and recording the current clutch required pressure value when the actual transmission torque of the clutch is equal to 0;
2-3) repeating the step 2-1) and the step 2-2) for N times, wherein N is more than or equal to 50, the larger N is, namely the more times of repetition are, the more accurate the obtained clutch request pressure value is, and the obtained clutch binding torque T isΔThe higher the accuracy of (c).
2-4) averaging a plurality of clutch request pressure values obtained in the step 2-3) to obtain clutch request pressure values, and obtaining clutch binding torque T through a pressure-torque characteristic relation curveΔ。
Initial shifting force F of shifting forkisynThe corresponding relation with the gear engaging synchronous time is obtained according to the following steps:
3-1) setting the highest rotating speed of the whole vehicle engine as A, and dividing A into n parts, wherein n is more than or equal to 10;
3-2) setting the maximum torque which can be borne by the shifting fork as B, and dividing the B into m parts, wherein m is more than or equal to 100;
3-3) setting the rotating speed of a rack driving motor to be A/n rpm;
3-4) setting the initial engaging force F of the shifting forkisynB/m N m, the initial shift force F of the shifting forkisynEvery time B/m N m is increased, the DCT performs a gear engaging action, and records the current initial shifting fork engaging force FisynAndcorresponding gear engaging synchronization time till gear engaging noise occurs;
3-5) repeating the step 3-4 once when the rotating speed of the rack driving motor is increased by A/n rpm until the rotating speed of the rack driving motor is equal to the highest rotating speed A of the whole vehicle engine;
3-6) obtaining the initial shifting force F of the shifting fork in the steps from 3-4) to 3-5)isynAnd fitting the corresponding gear engaging synchronous time to obtain the initial gear engaging force F of the shifting fork under each rotating speed and each torqueisynCorresponding relation with the synchronous gear engaging time, namely, under the condition of certain torque, according to the initial gear engaging force F of the shifting fork at the current rotating speedisynCorresponding to the gear engaging synchronous time, and the initial gear engaging force F of the shifting fork can be obtained according to the gear engaging synchronous timeisyn。
When the clutch is synchronously pre-combined, the pre-combination torque of the clutch is smaller than the combination torque T of the clutchΔ。
Set up shift fork in TCU and put in gear the time threshold, when the coaxial gear shifting of vehicle operation in-process, when the shift fork that transition gear corresponded puts in gear the time threshold of time is greater than shift fork and puts in gear, then the clutch separates at once, and the clutch just begins to combine after the shift fork put in gear the completion.
The shifting fork gear engaging time threshold value, the transmission oil temperature threshold value range, the engine water temperature threshold value range and the accelerator opening degree threshold value range can be obtained according to the shifting fork gear engaging success rate in a plurality of times of whole vehicle tests.
In the step 2), when the shifting forks are presynchronized, after the clutches are synchronously presynchronized, whether the presynchronization of the shifting forks is successful or not is judged, if so, the shifting forks start to be synchronized, the clutches are combined, and if not, the clutches start to be combined after the shifting forks are put into gear.
In step 6), the shifting fork is used for shifting according to the final gear force FsynAnd during synchronous action, after the clutch is combined, judging whether the shifting fork is successfully synchronized, if so, locking the shifting fork, maintaining the combined state of the clutch, and if not, immediately separating the clutch, and after the shifting fork is put into gear, starting to combine the clutch.
And 6), judging whether the shifting fork is successfully locked or not after the shifting fork is locked, if so, successfully shifting, maintaining the clutch in a combined state, and if not, immediately separating the clutch, and only combining the clutch again after the shifting fork is put into gear.
The invention has the following beneficial effects: when coaxial gear shifting is carried out in the running process of a vehicle, under the condition that the shifting fork action time and the clutch action time are kept unchanged, equivalent conversion is carried out on the clutch binding force and the synchronizer synchronizing force, then the shifting fork action and the clutch combination action are started simultaneously, the time required by the shifting fork action and the clutch combination action is managed comprehensively, the coaxial gear shifting time is shortened, a brand-new control method is provided for optimizing the problem of delayed power response of coaxial gear shifting of the whole vehicle, the delayed power response time is greatly reduced, the accuracy of judgment of a driver on the vehicle condition is greatly improved, and accidents caused by the problem of overlong delayed power response time in the running process of the vehicle can be avoided.
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FIG. 1 is a flow chart of the present invention.
Detailed Description
As shown in fig. 1, a coaxial shift control method of a DCT transmission includes the steps of:
1) acquiring a transmission oil temperature threshold range, an engine water temperature threshold range and an accelerator opening degree threshold range through a whole vehicle experiment, and storing the ranges in a TCU (transmission control unit);
2) when carrying out coaxial gear shift among the vehicle operation process, if satisfy following condition, when then the shift fork presynchronization, the clutch is synchronous to be combined in advance, if unsatisfied, then the shift fork is put into gear and just begins to combine after accomplishing the clutch:
firstly, real-time transmission oil temperature belongs to a range of transmission oil temperature threshold values;
secondly, the real-time engine water temperature belongs to the range of the engine water temperature threshold;
thirdly, real-time accelerator opening belongs to the range of accelerator opening threshold values;
when the clutch is synchronously pre-combined, the pre-combination torque of the clutch is smaller than the combination torque T of the clutchΔ。
Set up shift fork in TCU and put in gear the time threshold, when the coaxial gear shifting of vehicle operation in-process, when the shift fork that transition gear corresponded puts in gear the time threshold of time is greater than shift fork and puts in gear, then the clutch separates at once, and the clutch just begins to combine after the shift fork put in gear the completion.
The shifting fork gear engaging time threshold value, the transmission oil temperature threshold value range, the engine water temperature threshold value range and the accelerator opening degree threshold value range can be obtained according to the shifting fork gear engaging success rate in a plurality of times of whole vehicle tests.
And after the shifting fork is shifted for multiple times, recording corresponding transmission oil temperature, engine water temperature, accelerator opening and shifting fork shifting time, and finally integrating the recorded data into a transmission oil temperature threshold range, an engine water temperature threshold range, an accelerator opening threshold range and a shifting fork shifting time threshold, wherein the data outside the transmission oil temperature threshold range, the engine water temperature threshold range, the accelerator opening threshold range and the shifting fork shifting time threshold are regarded as unsuccessful shifting fork shifting.
In the step 2), when the shifting forks are presynchronized, after the clutches are synchronously presynchronized, whether the presynchronization of the shifting forks is successful or not is judged, if so, the shifting forks start to be synchronized, the clutches are combined, and if not, the clutches start to be combined after the shifting forks are put into gear.
3) Calculating the equivalent initial moment T of the synchronizer according to the following formulaisyn：
Figure GDA0003456382570000061
In the formula, FisynThe initial shifting force of a shifting fork, mu is a dynamic friction coefficient of a conical surface of the synchronizer, k is a conversion coefficient of an angle of the conical surface of the synchronizer, R is the radius of an outer ring of the conical surface of the synchronizer, and R is the radius of an inner ring of the conical surface of the synchronizer;
initial shifting force F of shifting forkisynThe corresponding relation with the gear engaging synchronous time is obtained according to the following steps:
3-1) setting the highest rotating speed of the whole vehicle engine as A, and dividing A into n parts, wherein n is more than or equal to 10;
3-2) setting the maximum torque which can be borne by the shifting fork as B, and dividing the B into m parts, wherein m is more than or equal to 100;
3-3) setting the rotating speed of a rack driving motor to be A/n rpm;
3-4) setting the initial engaging force F of the shifting forkisynB/m N m, the initial shift force F of the shifting forkisynEvery time B/m N m is increased, the DCT performs a gear engaging action, and records the current initial shifting fork engaging force FisynAnd corresponding gear engaging synchronization time until gear engaging noise occurs;
3-5) repeating the step 3-4 once when the rotating speed of the rack driving motor is increased by A/n rpm until the rotating speed of the rack driving motor is equal to the highest rotating speed A of the whole vehicle engine;
3-6) obtaining the initial shifting force F of the shifting fork in the steps from 3-4) to 3-5)isynAnd fitting the corresponding gear engaging synchronous time to obtain the initial gear engaging force F of the shifting fork under each rotating speed and each torqueisynCorresponding relation with the synchronous gear engaging time, namely, under the condition of certain torque, according to the initial gear engaging force F of the shifting fork at the current rotating speedisynCorresponding to the gear engaging synchronous time, and the initial gear engaging force F of the shifting fork can be obtained according to the gear engaging synchronous timeisyn。
In the embodiment, the maximum rotating speed of the whole vehicle engine is 6500rpm, the maximum torque borne by the shifting fork is 500 N.m, and the initial gear shifting force F of the shifting forkisynThe corresponding relation with the gear engaging synchronous time is obtained by testing according to the following steps by using a rack in a finished automobile test:
3-1) setting the highest rotating speed of the whole vehicle engine as A (6500 rpm), and dividing A into 10 parts;
3-2) setting the maximum torque which can be borne by the shifting fork to be 500 N.m, and dividing B into 100 parts;
3-3) setting the rotating speed of a rack driving motor to be 650 rpm;
3-4) setting the initial engaging force F of the shifting forkisynIs 5 N.m, the initial gear engaging force F of the shifting forkisynEvery time the gear is increased by 5 N.m, the DCT performs gear engaging action, and records the current initial shifting fork gear engaging force FisynAnd corresponding gear engaging synchronization time until gear engaging noise occurs;
3-5) repeating the step 3-4 once when the rotating speed of the rack driving motor is increased by 650rpm until the rotating speed of the rack driving motor is equal to the highest rotating speed 6500rpm of the whole vehicle engine;
3-6) obtaining the initial shifting force F of the shifting fork in the steps from 3-4) to 3-5)isynAnd fitting the corresponding gear engaging synchronous time to obtain the initial gear engaging force F of the shifting fork under each rotating speed and each torqueisynCorresponding relation with the synchronous gear engaging time, namely, under the condition of certain torque, according to the initial gear engaging force F of the shifting fork at the current rotating speedisynCorresponding to the gear engaging synchronous time, and the initial gear engaging force F of the shifting fork can be obtained according to the gear engaging synchronous timeisyn。
At this time, the shifting fork initial gear engaging force FisynIn inverse proportion to the corresponding relation of the synchronous gear engaging time, and the initial gear engaging force F of the shifting forkisynThe larger the gear engaging synchronous time is, the shorter the gear engaging synchronous time is, and the initial gear engaging force F of the shifting fork can be obtained according to the gear engaging synchronous timeisynAnd calculating the equivalent initial moment T of the synchronizerisyn。
4) Calculating the final request synchronous torque T of the synchronizer according to the following formulasyn：
Tsyn＝Tisyn+K*TΔ
In the formula, TsynFinal request for synchronizing torque, T, for the synchronizerisynFor synchronizer equivalent initial moment, TΔThe clutch binding torque is K, and the total transmission ratio from the clutch end to the synchronizer end is K;
the clutch engaging torque TΔObtained according to the following steps:
2-1) the initial request pressure of the combined clutch is 0, the request combined pressure is gradually increased according to a fixed slope, the fixed slope is small so as to ensure that the request combined pressure of the clutch can slowly rise, and when the actual transmission torque of the clutch is greater than 0, the current request pressure value of the clutch is recorded;
2-2) when the combined clutch is completely combined, gradually reducing the required combination pressure according to a fixed slope, wherein the fixed slope is small so as to ensure that the required combination pressure of the clutch can slowly rise, and recording the current clutch required pressure value when the actual transmission torque of the clutch is equal to 0;
2-3) repeating the step 2-1) and the step 2-2) for N times, wherein N is more than or equal to 50, the larger N is, namely the more times of repetition are, the more accurate the obtained clutch request pressure value is, and the obtained clutch binding torque T isΔThe higher the accuracy of (c).
2-4) averaging a plurality of clutch request pressure values obtained in the step 2-3) to obtain clutch request pressure values, and obtaining clutch binding torque T through a pressure-torque characteristic relation curveΔ。
5) Calculating the final shifting force F of the shifting fork according to the following formulasyn：
Figure GDA0003456382570000081
In the formula, TsynThe method comprises the steps that synchronous torque is finally requested for a synchronizer, mu is a dynamic friction coefficient of a conical surface of the synchronizer, k is a conversion coefficient of an angle of the conical surface of the synchronizer, R is the radius of an outer ring of the conical surface of the synchronizer, and R is the radius of an inner ring of the conical surface of the synchronizer;
6) the shifting fork is according to the final gear shifting force FsynDuring synchronous action, the clutch is engaged by torque T according to the clutchΔSynchronously performs the combination action and maintains the clutch combination torque T when the shifting fork is lockedΔThe clutch still maintains the clutch combining force moment T until the shifting fork is successfully lockedΔ。
In step 6), the shifting fork is used for shifting according to the final gear force FsynAnd during synchronous action, after the clutch is combined, judging whether the shifting fork is successfully synchronized, if so, locking the shifting fork, maintaining the combined state of the clutch, and if not, immediately separating the clutch, and after the shifting fork is put into gear, starting to combine the clutch.
And 6), judging whether the shifting fork is successfully locked or not after the shifting fork is locked, if so, successfully shifting, maintaining the clutch in a combined state, and if not, immediately separating the clutch, and only combining the clutch again after the shifting fork is put into gear.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and those skilled in the art can make modifications without departing from the spirit of the present invention.

Claims (8)

1. A method of coaxial shift control for a DCT transmission, comprising the steps of:
1) acquiring a transmission oil temperature threshold range, an engine water temperature threshold range and an accelerator opening degree threshold range through a whole vehicle experiment, and storing the ranges in a TCU (transmission control unit);
2) when carrying out coaxial gear shift among the vehicle operation process, if satisfy following condition, when then the shift fork presynchronization, the clutch is synchronous to be combined in advance, if unsatisfied, then the shift fork is put into gear and just begins to combine after accomplishing the clutch:
firstly, real-time transmission oil temperature belongs to a range of transmission oil temperature threshold values;
secondly, the real-time engine water temperature belongs to the range of the engine water temperature threshold;
thirdly, real-time accelerator opening belongs to the range of accelerator opening threshold values;
3) calculating the equivalent initial moment T of the synchronizer according to the following formulaisyn：
Figure FDA0003456382560000011
In the formula, FisynThe initial shifting force of a shifting fork, mu is a dynamic friction coefficient of a conical surface of the synchronizer, k is a conversion coefficient of an angle of the conical surface of the synchronizer, R is the radius of an outer ring of the conical surface of the synchronizer, and R is the radius of an inner ring of the conical surface of the synchronizer;
4) calculating the final request synchronous torque T of the synchronizer according to the following formulasyn：
Tsyn＝Tisyn+K*TΔ
In the formula, TsynFinal request for synchronizing torque, T, for the synchronizerisynFor synchronizer equivalent initial moment, TΔThe clutch binding torque is K, and the total transmission ratio from the clutch end to the synchronizer end is K;
5) calculating the dial according to the following formulaFinal fork engagement force Fsyn：
Figure FDA0003456382560000012
In the formula, TsynThe method comprises the steps that synchronous torque is finally requested for a synchronizer, mu is a dynamic friction coefficient of a conical surface of the synchronizer, k is a conversion coefficient of an angle of the conical surface of the synchronizer, R is the radius of an outer ring of the conical surface of the synchronizer, and R is the radius of an inner ring of the conical surface of the synchronizer;
6) the shifting fork is according to the final gear shifting force FsynDuring synchronous action, the clutch is engaged by torque T according to the clutchΔSynchronously performs the combination action and maintains the clutch combination torque T when the shifting fork is lockedΔThe clutch still maintains the clutch combining force moment T until the shifting fork is successfully lockedΔ。
2. The coaxial shift control method according to claim 1, characterized in that: the clutch engaging torque TΔObtained according to the following steps:
2-1) the initial request pressure of the combined clutch is 0, the request combined pressure is gradually increased according to a fixed slope, and when the actual transmission torque of the clutch is greater than 0, the current clutch request pressure value is recorded;
2-2) when the combined clutch is completely combined, gradually reducing the required combination pressure according to a fixed slope, and recording the current clutch required pressure value when the actual transmission torque of the clutch is equal to 0;
2-3) repeating the step 2-1) and the step 2-2) for N times, wherein N is more than or equal to 50;
2-4) averaging a plurality of clutch request pressure values obtained in the step 2-3) to obtain clutch request pressure values, and obtaining clutch binding torque T through a pressure-torque characteristic relation curveΔ。
3. The coaxial shift control method according to claim 1, characterized in that: initial shifting force F of shifting forkisynThe corresponding relation with the gear engaging synchronous time is obtained according to the following steps：
3-1) setting the highest rotating speed of the whole vehicle engine as A, and dividing A into n parts, wherein n is more than or equal to 10;
3-2) setting the maximum torque which can be borne by the shifting fork as B, and dividing the B into m parts, wherein m is more than or equal to 100;
3-3) setting the rotating speed of a rack driving motor to be A/n rpm;
3-4) setting the initial engaging force F of the shifting forkisynB/m N m, the initial shift force F of the shifting forkisynEvery time B/m N m is increased, the DCT performs a gear engaging action, and records the current initial shifting fork engaging force FisynAnd corresponding gear engaging synchronization time until gear engaging noise occurs;
3-5) repeating the step 3-4 once when the rotating speed of the rack driving motor is increased by A/n rpm until the rotating speed of the rack driving motor is equal to the highest rotating speed A of the whole vehicle engine;
3-6) obtaining the initial shifting force F of the shifting fork in the steps from 3-4) to 3-5)isynAnd fitting the corresponding gear engaging synchronous time to obtain the initial gear engaging force F of the shifting fork under each rotating speed and each torqueisynAnd the corresponding relation of the gear engaging synchronous time.
4. The coaxial shift control method according to claim 1, characterized in that: when the clutch is synchronously pre-combined, the pre-combination torque of the clutch is smaller than the combination torque T of the clutchΔ。
5. The coaxial shift control method according to claim 1, characterized in that: set up shift fork in TCU and put in gear the time threshold, when the coaxial gear shifting of vehicle operation in-process, when the shift fork that transition gear corresponded puts in gear the time threshold of time is greater than shift fork and puts in gear, then the clutch separates at once, and the clutch just begins to combine after the shift fork put in gear the completion.
6. The coaxial shift control method according to claim 1, characterized in that: in the step 2), when the shifting forks are presynchronized, after the clutches are synchronously presynchronized, whether the presynchronization of the shifting forks is successful or not is judged, if so, the shifting forks start to be synchronized, the clutches are combined, and if not, the clutches start to be combined after the shifting forks are put into gear.
7. The coaxial shift control method according to claim 1, characterized in that: in step 6), the shifting fork is used for shifting according to the final gear force FsynAnd during synchronous action, after the clutch is combined, judging whether the shifting fork is successfully synchronized, if so, locking the shifting fork, maintaining the combined state of the clutch, and if not, immediately separating the clutch, and after the shifting fork is put into gear, starting to combine the clutch.
8. The coaxial shift control method according to claim 1, characterized in that: and 6), judging whether the shifting fork is successfully locked or not after the shifting fork is locked, if so, successfully shifting, maintaining the clutch in a combined state, and if not, immediately separating the clutch, and only combining the clutch again after the shifting fork is put into gear.
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CN113803456B (en) * 2021-07-30 2023-01-13 重庆青山工业有限责任公司 Control method for gear engaging reversing valve of double-clutch automatic transmission
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