CN113565933A - Reverse gear control method of eight-gear double-clutch transmission - Google Patents
Reverse gear control method of eight-gear double-clutch transmission Download PDFInfo
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- CN113565933A CN113565933A CN202110857082.1A CN202110857082A CN113565933A CN 113565933 A CN113565933 A CN 113565933A CN 202110857082 A CN202110857082 A CN 202110857082A CN 113565933 A CN113565933 A CN 113565933A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 36
- 238000000034 method Methods 0.000 title claims abstract description 29
- 230000009977 dual effect Effects 0.000 claims description 15
- 230000007935 neutral effect Effects 0.000 claims description 3
- 230000005236 sound signal Effects 0.000 claims description 3
- 238000010009 beating Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
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- 230000006641 stabilisation Effects 0.000 description 1
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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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0202—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 characterised by the signals used the signals being electric
- F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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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
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention discloses a reverse gear control method of an eight-gear double-clutch transmission, which belongs to the technical field of automobiles, wherein the current speed of an automobile is not zero, and the reverse gear control method of the eight-gear double-clutch transmission comprises the following steps: s1, executing the reverse gear pre-engaging operation; s2, judging whether the current vehicle speed is greater than the set vehicle speed; if yes, the pre-reverse gear operation is invalid; if not, go to step S3; s3, controlling the rotating speed of the reverse gear driven gear to be reduced to zero; s4, controlling the rotating speed of the reverse gear driving gear to be reduced to zero; and S5, executing the reverse gear operation. The invention can avoid gear noise during reverse gear.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a reverse gear control method of an eight-gear double-clutch transmission.
Background
Eight speed, dual clutch transmissions are one of the common transmissions. The driver shifts gears of the automobile by operating the eight-gear double-clutch transmission. The driver has the demand of reverse gear during the driving process of the automobile. When the driver performs the reverse operation, gear rattling noise may be generated when the reverse gear is engaged.
Tooth hitting noise affects the driving feeling of the driver and passengers; and gear noise is generated due to hard collision of gears in the transmission, and multiple collisions inevitably cause gear abrasion, so that the service life of the eight-gear double-clutch transmission is influenced.
Therefore, a reverse gear control method for an eight-gear dual clutch transmission is needed to solve the above problems.
Disclosure of Invention
The invention aims to provide a reverse gear control method of an eight-gear double-clutch transmission, which aims to solve the technical problem that gear beating noise is generated when the eight-gear double-clutch transmission is in reverse gear in the prior art.
As the conception, the technical scheme adopted by the invention is as follows:
a reverse gear control method of an eight-gear double-clutch transmission is characterized in that the current speed of an automobile is not zero, and the reverse gear control method of the eight-gear double-clutch transmission comprises the following steps:
s1, executing the reverse gear pre-engaging operation;
s2, judging whether the current vehicle speed is greater than the set vehicle speed; if yes, the pre-reverse gear operation is invalid; if not, go to step S3;
s3, controlling the rotating speed of the reverse gear driven gear to be reduced to zero;
s4, controlling the rotating speed of the reverse gear driving gear to be reduced to zero;
and S5, executing the reverse gear operation.
Alternatively,
the eight speed dual clutch transmission comprises:
the first input shaft is fixedly sleeved with a fifth-seventh gear driving gear, a first-gear driving gear and a third-gear driving gear;
the second input shaft and the first input shaft are of a coaxial nested structure, and a second-gear driving gear, a fourth-gear driving gear, a reverse-gear driving gear and a sixth-eight-gear driving gear are fixedly sleeved on the second input shaft;
the first output shaft is rotatably sleeved with a second-gear driven gear, a sixth-gear driven gear, a fifth-gear driven gear and a first-gear driven gear, and the first output shaft is fixedly sleeved with the reverse-gear driven gear and a first output gear;
the second output shaft is arranged in parallel with the first output shaft at intervals, and a fourth-gear driven gear, an eighth-gear driven gear, a seventh-gear driven gear, a third-gear driven gear and a second output gear are rotatably sleeved on the second output shaft;
the reverse gear idler shaft is arranged in parallel with the first output shaft at intervals, a reverse gear idler is fixedly sleeved on the reverse gear idler shaft and can reciprocate along the axis direction of the reverse gear idler shaft so as to control the reverse gear idler to be simultaneously combined with or separated from the reverse gear driven gear and the reverse gear driving gear;
the step S3 includes: and carrying out light braking operation, controlling the forward gear clutch to control the pressure to be reduced to a half meshing point or reduced to zero, controlling the automobile speed to be uniformly reduced to zero, and reducing the rotating speed of the reverse gear driven gear to zero after the automobile speed is reduced to zero.
Optionally, the reverse driven gear is synchronously connected with the first output shaft through a first synchronizer, the first output shaft is connected with a fixed speed ratio of wheels of an automobile, and after the automobile speed is zero, the rotating speed of the reverse driven gear is reduced to zero.
Optionally, the step S4 includes:
and controlling the three-gear driven gear to be synchronously connected with the second output shaft through a fourth synchronizer, so that the rotating speed of the three-gear driven gear is reduced to zero at the moment, and the rotating speed of the three-gear driving gear which is normally meshed with the three-gear driven gear is also reduced to zero, so that the rotating speed of the first output shaft is also reduced to zero.
Optionally, the step S5 includes: and when the rotating speed of the first input shaft is detected to be zero, controlling a synchronizer gear sleeve of the fourth synchronizer to return to a neutral position, and simultaneously controlling the reverse gear idler shaft to move to a gear engaging position along the axis of the reverse gear idler shaft.
Optionally, the reverse idler shaft is reciprocated along the axis direction of the reverse idler shaft through hydraulic control.
Optionally, both ends of the reverse gear idler shaft are provided with hydraulic piston cavities.
Alternatively, in the step S2, when the reverse pre-shift operation is invalid, a warning message is issued to prompt the invalidation of the reverse pre-shift operation.
Optionally, the alarm information is a sound signal and/or a light signal emitted by an automobile instrument panel.
Alternatively, in the step S2, when the pre-reverse operation is disabled, the vehicle is controlled to decelerate to not more than the set vehicle speed, and then the step S3 is executed.
The reverse gear control method of the eight-gear double-clutch transmission is used for controlling the reverse gear operation in the driving process. If the speed of a vehicle is high in the driving process, gear hitting noise is inevitably generated when the reverse gear is directly engaged, and when the current speed of the vehicle is judged to be larger than the set speed of the vehicle, the pre-engagement reverse gear operation is invalid, so that the gear hitting noise generated when the reverse gear is directly engaged by the vehicle in a high-speed state is avoided. When the current speed of a motor vehicle was not more than the settlement speed of a motor vehicle, the rotational speed through control driven gear that reverses gear and the rotational speed of the driving gear that reverses gear all drop to zero for there is not the reduction of speed difference between driven gear that reverses gear and the driving gear that reverses gear, the operation of reversing gear is hung in the execution this moment, can not produce and beat the tooth noise, avoids the reduction gear internal gear to take place hard collision.
Drawings
FIG. 1 is a flowchart of a reverse control method for an eight speed dual clutch transmission provided in accordance with an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of an eight speed dual clutch transmission provided by an embodiment of the present invention.
In the figure:
1. a first input shaft; 2. a second input shaft; 3. a first output shaft; 4. a second output shaft; 5. a reverse gear idler shaft;
11. a first gear driving gear; 12. a first-gear driven gear;
21. a second gear driving gear; 22. a second driven gear;
31. a third gear drive gear; 32. a third-gear driven gear;
41. a fourth gear drive gear; 42. a fourth-gear driven gear;
51. a fifth-seventh gear driving gear; 52. a fifth-gear driven gear;
61. a six-eight gear driving gear; 62. a six-gear driven gear;
72. a seven-speed driven gear;
82. an eight-gear driven gear;
91. a reverse drive gear; 92. a reverse driven gear; 93. a reverse gear idler wheel;
301. a first output gear; 401. a second output gear;
101. a first synchronizer; 102. a second synchronizer; 103. a third synchronizer; 104. and a fourth synchronizer.
Detailed Description
In order to make the technical problems solved, the technical solutions adopted and the technical effects achieved by the present invention clearer, the technical solutions of the present invention are further described below by way of specific embodiments with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some but not all of the elements associated with the present invention are shown in the drawings.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Referring to fig. 1 and 2, the present embodiment provides a reverse gear control method for an eight-gear dual clutch transmission, which can prevent gear rattling noise from occurring during a reverse gear engagement operation and avoid reducing the service life of the transmission.
Specifically, before the reverse gear operation is carried out, the current speed of the automobile is not zero, and the reverse gear control method of the eight-gear double-clutch transmission comprises the following steps:
s1, executing the reverse gear pre-engaging operation;
s2, judging whether the current vehicle speed is greater than the set vehicle speed; if yes, the pre-gear reversing operation is invalid and an alarm is given; if not, go to step S3;
s3, controlling the rotating speed of the reverse gear driven gear 92 to be reduced to zero;
s4, controlling the rotation speed of the reverse drive gear 91 to decrease to zero;
and S5, executing the reverse gear operation.
The reverse gear control method of the eight-gear double-clutch transmission is used for controlling the reverse gear operation in the driving process. If the speed of a vehicle is high in the driving process, gear hitting noise is inevitably generated when the reverse gear is directly engaged, and when the current speed of the vehicle is judged to be larger than the set speed of the vehicle, the pre-engagement reverse gear operation is invalid, so that the gear hitting noise generated when the reverse gear is directly engaged by the vehicle in a high-speed state is avoided. When the present speed of a motor vehicle was not more than the settlement speed of a motor vehicle, the rotational speed through control driven gear 92 that reverses gear and the rotational speed of reverse gear driving gear 91 all drop to zero for there is not the reduction of speed difference between driven gear 92 that reverses gear and the reverse gear driving gear 91, and the operation of reversing gear is hung in the execution this moment, can not produce the noise of beating the teeth, avoids the reduction gear internal gear to take place hard collision.
Preferably, in step S2, when the reverse pre-shift operation is disabled, a warning message is issued to prompt the disabling of the reverse pre-shift operation. Specifically, in step S2, the alarm information is a sound signal and/or a light signal emitted from an automobile instrument panel.
Specifically, in step S2, when the pre-reverse operation is disabled, the vehicle is controlled to decelerate to not more than the set vehicle speed, followed by execution of step S3.
Specifically, in the present embodiment, the eight-speed dual clutch transmission includes a first input shaft 1, a second input shaft 2, a first output shaft 3, a second output shaft 4, and a reverse idler shaft 5.
The first input shaft 1 is fixedly sleeved with a fifth-seventh gear driving gear 51, a first gear driving gear 11 and a third gear driving gear 31.
The second input shaft 2 and the first input shaft 1 are of a coaxial nested structure, and the second input shaft 2 is fixedly sleeved with a second-gear driving gear 21, a fourth-gear driving gear 41, a reverse-gear driving gear 91 and a sixth-eight-gear driving gear 61.
The second-gear driven gear 22, the sixth-gear driven gear 62, the fifth-gear driven gear 52 and the first-gear driven gear 12 are rotatably sleeved on the first output shaft 3, and the reverse-gear driven gear 92 and the first output gear 301 are fixedly sleeved on the first output shaft 3.
The first output shaft 3 is further provided with a first synchronizer 101 and a second synchronizer 102, and the first synchronizer 101 controls the second-gear driven gear 22 or the sixth-gear driven gear 62 to be synchronously connected with the first output shaft 3. The second synchronizer 102 controls the fifth-gear driven gear 52 or the first-gear driven gear 12 to be synchronously connected with the first output shaft 3. The reverse driven gear 92 is connected to the first synchronizer 101.
The second output shaft 4 is arranged in parallel with the first output shaft 3 at an interval, and the fourth-gear driven gear 42, the eighth-gear driven gear 82, the seventh-gear driven gear 72, the third-gear driven gear 32 and the second output gear 401 are rotatably sleeved on the second output shaft 4.
The second output shaft 4 is also provided with a third synchronizer 103 and a fourth synchronizer 104. The third synchronizer 103 controls the fourth-gear driven gear 42 or the eighth-gear driven gear 82 to be synchronously connected with the second output shaft 4, and the fourth synchronizer 104 controls the seventh-gear driven gear 72 or the third-gear driven gear 32 to be synchronously connected with the second output shaft 4.
The reverse gear idler shaft 5 and the first output shaft 3 are arranged in parallel at intervals, a reverse gear idler 93 is fixedly sleeved on the reverse gear idler shaft 5, and the reverse gear idler shaft 5 can reciprocate along the axis direction of the reverse gear idler shaft to control the reverse gear idler 93 to be combined with or separated from the reverse gear driven gear 92 and the reverse gear driving gear 91 at the same time; that is, the reverse idler shaft 5 can move in a first direction parallel to its axis, and the reverse idler gear 93 is controlled to be simultaneously engaged with the reverse driven gear 92 and the reverse driving gear 91, or the reverse idler shaft 5 can move in a second direction parallel to its axis, and the reverse idler gear 93 is controlled to be simultaneously disengaged from the reverse driven gear 92 and the reverse driving gear 91, the second direction being opposite to the first direction.
Alternatively, the reverse idler shaft 5 is reciprocated in its own axial direction by hydraulic control. Specifically, hydraulic piston cavities are arranged at two ends of the reverse gear idler shaft 5, and the reverse gear idler shaft 5 can reciprocate along the axis direction of the reverse gear idler shaft by adjusting pressure changes of the two hydraulic piston cavities.
Step S3 includes: and performing light braking operation, controlling the pressure of the forward gear clutch to be reduced to a half meshing point or reduced to zero, controlling the speed of the automobile to be uniformly reduced to zero, and reducing the rotating speed of the reverse gear driven gear 92 to zero after the speed of the automobile is reduced to zero.
Specifically, in step S3, the ESC vehicle body stabilization system or the EPB electronic handbrake performs the light braking operation.
Specifically, in step S3, the reverse driven gear 92 is synchronously connected to the first output shaft 3 through the first synchronizer 101, the first output shaft 3 is connected to the wheels of the automobile at a fixed speed ratio, and after the automobile speed is zero, the rotation speed of the reverse driven gear 92 is reduced to zero.
The engine is in idle state, and clutch driving end rotational speed is the same with engine idle speed, because there is the dragging action in the driving end and the driven end of clutch, the clutch driven end of being connected with the first input shaft 1 that reverse gear driving gear 91 place can be by certain rotational speed of driving end pull-up, leads to having the difference in rotational speed between reverse gear driving gear 91 and the reverse gear driven gear 92, if reverse gear idler 93 removes to engage with the gear and meshes simultaneously with reverse gear driven gear 92 and reverse gear driving gear 91 this moment, then can take place to beat the tooth condition. At this time, step S4 is executed.
Specifically, step S4 includes:
the third-gear driven gear 32 is controlled to be synchronously connected with the second output shaft 4 through the fourth synchronizer 104, so that the rotation speed of the third-gear driven gear 32 is reduced to zero at this time, and the rotation speed of the third-gear driving gear 31 which is normally meshed with the third-gear driven gear 32 is also reduced to zero, so that the rotation speed of the first output shaft 3 is also reduced to zero.
Specifically, step S5 includes: when the rotating speed of the first input shaft 1 is detected to be zero, the synchronizer gear sleeve of the fourth synchronizer 104 is controlled to return to the neutral position, and meanwhile, the reverse gear idler shaft 5 is controlled to move to the gear engaging position along the axis of the reverse gear idler shaft.
The foregoing embodiments are merely illustrative of the principles and features of this invention, which is not limited to the above-described embodiments, but rather is susceptible to various changes and modifications without departing from the spirit and scope of the invention, which changes and modifications are within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (10)
1. A reverse gear control method of an eight-gear double-clutch transmission is characterized in that the current speed of an automobile is not zero, and comprises the following steps:
s1, executing the reverse gear pre-engaging operation;
s2, judging whether the current vehicle speed is greater than the set vehicle speed; if yes, the pre-reverse gear operation is invalid; if not, go to step S3;
s3, controlling the rotating speed of the reverse gear driven gear (92) to be reduced to zero;
s4, controlling the rotating speed of the reverse gear driving gear (91) to be reduced to zero;
and S5, executing the reverse gear operation.
2. The reverse gear control method of an eight speed dual clutch transmission according to claim 1,
the eight speed dual clutch transmission comprises:
the transmission device comprises a first input shaft (1), wherein a fifth-seventh gear driving gear (51), a first gear driving gear (11) and a third gear driving gear (31) are fixedly sleeved on the first input shaft (1);
the second input shaft (2) and the first input shaft (1) are of a coaxial nested structure, and a second-gear driving gear (21), a fourth-gear driving gear (41), a reverse-gear driving gear (91) and a sixth-eight-gear driving gear (61) are fixedly sleeved on the second input shaft (2);
the first output shaft (3) is rotatably sleeved with a second-gear driven gear (22), a sixth-gear driven gear (62), a fifth-gear driven gear (52) and a first-gear driven gear (12), and the first output shaft (3) is fixedly sleeved with the reverse-gear driven gear (92) and a first output gear (301);
the second output shaft (4) is arranged in parallel with the first output shaft (3) at intervals, and the fourth-gear driven gear (42), the eight-gear driven gear (82), the seven-gear driven gear (72), the third-gear driven gear (32) and the second output gear (401) are rotatably sleeved on the second output shaft (4);
the reverse gear idler shaft (5) is arranged in parallel with the first output shaft (3) at intervals, a reverse gear idler wheel (93) is fixedly sleeved on the reverse gear idler shaft (5), and the reverse gear idler shaft (5) can reciprocate along the axis direction of the reverse gear idler shaft to control the reverse gear idler wheel (93), the reverse gear driven gear (92) and the reverse gear driving gear (91) to be combined or separated simultaneously;
the step S3 includes: and performing light braking operation, controlling the pressure of the forward gear clutch to be reduced to a half meshing point or reduced to zero, controlling the speed of the automobile to be uniformly reduced to zero, and reducing the rotating speed of the reverse gear driven gear (92) to zero after the speed of the automobile is reduced to zero.
3. The reverse gear control method of an eight-gear double-clutch transmission according to claim 2, characterized in that the reverse gear driven gear (92) is synchronously connected with the first output shaft (3) through a first synchronizer (101), the first output shaft (3) is connected with a fixed speed ratio of wheels of an automobile, and after the automobile speed is zero, the rotation speed of the reverse gear driven gear (92) is reduced to zero.
4. The reverse gear control method of an eight speed dual clutch transmission according to claim 2, wherein said step S4 includes:
and controlling the three-gear driven gear (32) to be synchronously connected with the second output shaft (4) through a fourth synchronizer (104), so that the rotating speed of the three-gear driven gear (32) is reduced to zero at the moment, and the rotating speed of a three-gear driving gear (31) which is normally meshed with the three-gear driven gear (32) is also reduced to zero, thereby reducing the rotating speed of the first output shaft (3) to zero.
5. The reverse gear control method of an eight speed dual clutch transmission according to claim 4, wherein said step S5 includes: and when the rotating speed of the first input shaft (1) is detected to be zero, controlling a synchronizer gear sleeve of the fourth synchronizer (104) to return to a neutral position, and simultaneously controlling the reverse gear idler shaft (5) to move to a gear engaging position along the axis of the reverse gear idler shaft.
6. The reverse gear control method of an eight-gear double clutch transmission according to claim 2, characterized in that the reverse gear idler shaft (5) is reciprocated in its axial direction by hydraulic control.
7. The reverse gear control method of an eight speed dual clutch transmission according to claim 6, characterized in that both ends of the reverse idler shaft (5) are provided with hydraulic piston chambers.
8. The reverse control method of an eight-speed dual clutch transmission according to any one of claims 1 to 7, characterized in that in said step S2, when the pre-reverse operation is disabled, a warning message is issued to prompt the disabling of the pre-reverse operation.
9. The reverse gear control method of an eight-gear dual clutch transmission according to claim 8, characterized in that the warning message is a sound signal and/or a light signal emitted by an automobile instrument panel.
10. The reverse control method of an eight speed dual clutch transmission according to any one of claims 1 to 7, characterized in that in said step S2, when the pre-reverse operation is disabled, the vehicle is controlled to decelerate to not more than said set vehicle speed, and then said step S3 is executed.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110857082.1A CN113565933B (en) | 2021-07-28 | 2021-07-28 | Reverse gear control method of eight-gear double-clutch transmission |
| PCT/CN2022/108289 WO2023005982A1 (en) | 2021-07-28 | 2022-07-27 | Reverse gear control method for eight-speed dual-clutch transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110857082.1A CN113565933B (en) | 2021-07-28 | 2021-07-28 | Reverse gear control method of eight-gear double-clutch transmission |
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| Publication Number | Publication Date |
|---|---|
| CN113565933A true CN113565933A (en) | 2021-10-29 |
| CN113565933B CN113565933B (en) | 2023-11-28 |
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| CN202110857082.1A Active CN113565933B (en) | 2021-07-28 | 2021-07-28 | Reverse gear control method of eight-gear double-clutch transmission |
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| CN (1) | CN113565933B (en) |
| WO (1) | WO2023005982A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114704626A (en) * | 2022-04-02 | 2022-07-05 | 中国第一汽车股份有限公司 | Double-clutch gear shifting noise reduction method, automobile and storage medium |
| CN115355313A (en) * | 2022-08-31 | 2022-11-18 | 东风商用车有限公司 | Reverse gear vehicle speed adjusting method, device and equipment and readable storage medium |
| WO2023005982A1 (en) * | 2021-07-28 | 2023-02-02 | 中国第一汽车股份有限公司 | Reverse gear control method for eight-speed dual-clutch transmission |
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| WO2023005982A1 (en) * | 2021-07-28 | 2023-02-02 | 中国第一汽车股份有限公司 | Reverse gear control method for eight-speed dual-clutch transmission |
| CN114704626A (en) * | 2022-04-02 | 2022-07-05 | 中国第一汽车股份有限公司 | Double-clutch gear shifting noise reduction method, automobile and storage medium |
| CN114704626B (en) * | 2022-04-02 | 2023-10-24 | 中国第一汽车股份有限公司 | Dual-clutch gear shifting noise reduction method, automobile and storage medium |
| CN115355313A (en) * | 2022-08-31 | 2022-11-18 | 东风商用车有限公司 | Reverse gear vehicle speed adjusting method, device and equipment and readable storage medium |
| CN115355313B (en) * | 2022-08-31 | 2023-07-07 | 东风商用车有限公司 | Reverse gear vehicle speed adjusting method, device and equipment and readable storage medium |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113565933B (en) | 2023-11-28 |
| WO2023005982A1 (en) | 2023-02-02 |
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