CN113565933B - 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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- CN113565933B CN113565933B CN202110857082.1A CN202110857082A CN113565933B CN 113565933 B CN113565933 B CN 113565933B CN 202110857082 A CN202110857082 A CN 202110857082A CN 113565933 B CN113565933 B CN 113565933B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 35
- 238000000034 method Methods 0.000 title claims abstract description 28
- 230000009977 dual effect Effects 0.000 claims description 15
- 230000007935 neutral effect Effects 0.000 claims description 3
- 230000003287 optical effect Effects 0.000 claims description 3
- 238000010009 beating Methods 0.000 abstract description 2
- 239000003638 chemical reducing agent Substances 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005236 sound signal Effects 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
Classifications
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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 the automobile is not zero, and the reverse gear control method of the eight-gear double-clutch transmission comprises the following steps: s1, executing pre-engaged reverse gear operation; s2, judging whether the current vehicle speed is greater than a set vehicle speed or not; if yes, the pre-engaged reverse gear operation is invalid; if not, executing step S3; s3, controlling the rotation speed of the reverse gear driven gear to be reduced to zero; s4, controlling the rotation speed of the reverse gear driving gear to be reduced to zero; s5, executing a reverse gear engaging operation. The invention can avoid tooth-beating noise generated 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 realizes the gear shifting of the automobile by operating the eight-gear double-clutch transmission. The driver may have a reverse gear demand during the driving of the vehicle. When the driver performs the reverse gear operation, a tooth-striking noise may be generated when the reverse gear is engaged.
Tooth-striking noise can affect the driving experience of drivers and passengers; and tooth-striking noise is generated due to hard collision of gears in the transmission, and multiple collisions inevitably lead to gear abrasion, so that the service life of the eight-gear double-clutch transmission is influenced.
Therefore, a reverse control method of an eight speed dual clutch transmission is needed to solve the above-mentioned 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 rattle noise is generated when the eight-gear double-clutch transmission is in reverse gear in the prior art.
The technical scheme adopted by the invention is as follows:
the reverse gear control method of the eight-gear double-clutch transmission comprises the following steps of:
s1, executing pre-engaged reverse gear operation;
s2, judging whether the current vehicle speed is greater than a set vehicle speed or not; if yes, the pre-engaged reverse gear operation is invalid; if not, executing step S3;
s3, controlling the rotation speed of the reverse gear driven gear to be reduced to zero;
s4, controlling the rotation speed of the reverse gear driving gear to be reduced to zero;
s5, executing a reverse gear engaging operation.
Alternatively, the process may be carried out in a single-stage,
the eight speed dual clutch transmission includes:
the first input shaft is fixedly sleeved with a five-seven-gear driving gear, a first-gear driving gear and a three-gear driving gear;
the second input shaft and the first input shaft are in a coaxial nested structure, and a second-gear driving gear, a fourth-gear driving gear, the reverse gear driving gear and a six-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 six-gear driven gear, a five-gear driven gear and a first-gear driven gear, and the first output shaft is fixedly sleeved with the reverse-gear driven gear and the first output gear;
the second output shaft is arranged at intervals in parallel with the first output shaft, and a four-gear driven gear, an eight-gear driven gear, a seven-gear driven gear, a three-gear driven gear and a second output gear are rotatably sleeved on the second output shaft;
the reverse gear idler shaft is arranged at intervals in parallel with the first output shaft, a reverse gear idler is fixedly sleeved on the reverse gear idler shaft, and the reverse gear idler shaft can reciprocate along the axis direction of the reverse gear idler shaft so as to control the reverse gear idler to be combined with the reverse gear driven gear and the reverse gear driving gear simultaneously or separated from the reverse gear driven gear simultaneously;
the step S3 includes: and (3) performing light braking operation, controlling the control pressure of the forward clutch to be reduced to a half engagement 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 driven gear to zero after the speed of the automobile 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 speed of the automobile 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, wherein 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 the synchronizer gear sleeve of the fourth synchronizer to retract to a neutral gear position, and simultaneously controlling the reverse gear idler shaft to move to a gear position along the axis of the reverse gear idler shaft.
Optionally, the reverse gear idler shaft can reciprocate along the axis direction of the reverse gear idler shaft through hydraulic control.
Optionally, hydraulic piston cavities are arranged at two ends of the reverse gear idler shaft.
Optionally, in the step S2, when the pre-engaged reverse gear operation is invalid, an alarm message is sent to prompt that the pre-engaged reverse gear operation is invalid.
Optionally, the alarm information is an acoustic signal and/or an optical signal sent by an automobile instrument panel.
Alternatively, in the step S2, when the pre-shift reverse operation is not effective, the vehicle is controlled to be decelerated to not more than the set vehicle speed, and then the step S3 is performed.
The reverse gear control method of the eight-gear double-clutch transmission is used for controlling reverse gear operation in the driving process. If the speed of the automobile is higher in the driving process, the gear-shifting noise can be necessarily generated when the automobile is directly shifted in the reverse gear, and when the current speed is judged to be larger than the set speed, the gear-shifting noise generated when the automobile is directly shifted in the reverse gear in the higher speed state is avoided due to the fact that the pre-shifting reverse gear operation is invalid. When the current speed is not greater than the set speed, the rotation speed of the reverse driven gear and the rotation speed of the reverse driving gear are controlled to be reduced to zero, so that no reduction difference exists between the reverse driven gear and the reverse driving gear, reverse gear engaging operation is performed at the moment, tooth striking noise is not generated, and hard collision of an internal gear of the speed reducer is avoided.
Drawings
FIG. 1 is a flow chart of a reverse control method for an eight speed dual clutch transmission provided by an embodiment of the present invention;
fig. 2 is a schematic structural view of an eight speed dual clutch transmission according to 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 idler shaft;
11. a first gear driving gear; 12. a first-gear driven gear;
21. a second gear driving gear; 22. a second-gear driven gear;
31. a three-gear drive gear; 32. a three-gear driven gear;
41. a fourth gear driving gear; 42. a fourth-gear driven gear;
51. five-seven gear driving gear; 52. a fifth-gear driven gear;
61. a six-eighth gear driving gear; 62. a six-gear driven gear;
72. seven-gear driven gear;
82. eight-gear driven gear;
91. a reverse gear driving gear; 92. a reverse driven gear; 93. a reverse idler;
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 scheme adopted and the technical effects achieved by the invention more clear, the technical scheme of the invention is further described below by a specific embodiment in combination with the attached drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the drawings related to the present invention are shown.
In the description of the present invention, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific 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 explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixed or removable, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Referring to fig. 1 and 2, the present embodiment provides a reverse gear control method of an eight-gear dual clutch transmission, which can realize that no tooth-striking noise is generated when a reverse gear is engaged, so as to avoid reducing the service life of the transmission.
Specifically, before the reverse gear shifting operation is performed, 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 pre-engaged reverse gear operation;
s2, judging whether the current vehicle speed is greater than a set vehicle speed or not; if yes, the pre-engaged reverse gear operation is invalid and an alarm is sent; if not, executing step S3;
s3, controlling the rotation speed of the reverse gear driven gear 92 to be reduced to zero;
s4, controlling the rotation speed of the reverse gear driving gear 91 to be reduced to zero;
s5, executing a reverse gear engaging operation.
The reverse gear control method of the eight-gear double-clutch transmission is used for controlling reverse gear operation in the driving process. If the speed of the automobile is higher in the driving process, the gear-shifting noise can be necessarily generated when the automobile is directly shifted in the reverse gear, and when the current speed is judged to be larger than the set speed, the gear-shifting noise generated when the automobile is directly shifted in the reverse gear in the higher speed state is avoided due to the fact that the pre-shifting reverse gear operation is invalid. When the current vehicle speed is not greater than the set vehicle speed, the rotation speed of the reverse driven gear 92 and the rotation speed of the reverse driving gear 91 are controlled to be reduced to zero, so that no reduction difference exists between the reverse driven gear 92 and the reverse driving gear 91, the reverse gear engaging operation is performed at the moment, tooth striking noise is not generated, and hard collision of the internal gear of the speed reducer is avoided.
Preferably, in step S2, when the pre-reverse gear operation is not effective, an alarm message is sent to prompt that the pre-reverse gear operation is not effective. Specifically, in step S2, the alarm information is an audio signal and/or an optical signal sent by the dashboard of the automobile.
Specifically, in step S2, when the pre-shift reverse operation is not effective, the vehicle is controlled to be decelerated to not more than the set vehicle speed, and then step S3 is performed.
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 five-seven-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 in 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-eighth 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 a reverse-gear driven gear 92 and a first output gear 301.
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 five-speed driven gear 52 or the first-speed driven gear 12 to be synchronously connected with the first output shaft 3. The reverse driven gear 92 is connected to a first synchronizer 101.
The second output shaft 4 is arranged parallel to the first output shaft 3 at intervals, and a four-gear driven gear 42, an eight-gear driven gear 82, a seven-gear driven gear 72, a three-gear driven gear 32 and a second output gear 401 are rotatably sleeved on the second output shaft 4.
The second output shaft 4 is further provided with a third synchronizer 103 and a fourth synchronizer 104. The third synchronizer 103 controls the four-gear driven gear 42 or the eight-gear driven gear 82 to be synchronously connected with the second output shaft 4, and the fourth synchronizer 104 controls the seven-gear driven gear 72 or the three-gear driven gear 32 to be synchronously connected with 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 gear 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 gear 93 to be combined with the reverse gear driven gear 92 and the reverse gear driving gear 91 or separated from the reverse gear driven gear 92 and the reverse gear driving gear 91 simultaneously; that is, the reverse idle gear shaft 5 can move in a first direction parallel to the axis of the reverse idle gear shaft, the reverse idle gear 93 is controlled to be simultaneously combined with the reverse driven gear 92 and the reverse driving gear 91, or the reverse idle gear shaft 5 can move in a second direction parallel to the axis of the reverse idle gear shaft 5, the reverse idle gear 93 is controlled to be simultaneously separated from the reverse driven gear 92 and the reverse driving gear 91, and the second direction is opposite to the first direction.
Alternatively, the reverse idle gear shaft 5 is reciprocally moved in the direction of its own axis by hydraulic control. Specifically, both ends of the reverse gear idler shaft 5 are provided with hydraulic piston cavities, and the reverse gear idler shaft 5 can reciprocate along the axis direction of the reverse gear idler shaft by adjusting the pressure change of the two hydraulic piston cavities.
The step S3 comprises the following steps: the light braking operation is performed, the forward clutch control pressure is controlled to be reduced to the half engagement point or reduced to zero, the vehicle speed is controlled to be uniformly reduced to zero, and after the vehicle speed is reduced to zero, the rotational speed of the reverse driven gear 92 is reduced to zero.
Specifically, in step S3, the ESC body stabilization system or the EPB electronic handbrake performs a light braking operation.
Specifically, in step S3, the reverse driven gear 92 is synchronously connected to the first output shaft 3 via the first synchronizer 101, the first output shaft 3 is connected to a fixed wheel speed ratio of the vehicle, and after the vehicle speed is zero, the rotational speed of the reverse driven gear 92 is reduced to zero.
The engine is in an idle state, the rotation speed of the driving end of the clutch is the same as the idle rotation speed of the engine, and as the driving end and the driven end of the clutch have dragging action, the driven end of the clutch connected with the first input shaft 1 where the reverse gear driving gear 91 is located can be pulled up by the driving end to have a certain rotation speed, so that a rotation speed difference exists between the reverse gear driving gear 91 and the reverse gear driven gear 92, and if the reverse gear idle gear 93 moves to shift and is meshed with the reverse gear driven gear 92 and the reverse gear driving gear 91 at the same time, a gear-beating condition can occur. At this time, step S4 is performed.
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, and at this time, the rotational speed of the third-gear driven gear 32 is reduced to zero, and the rotational speed of the third-gear driving gear 31 normally meshed with the third-gear driven gear 32 is also reduced to zero, so that the rotational speed of the first output shaft 3 is also reduced to zero.
Specifically, step S5 includes: when the rotation speed of the first input shaft 1 is detected to be zero, the synchronizer gear sleeve of the fourth synchronizer 104 is controlled to retract to the neutral position, and the reverse idler shaft 5 is controlled to move to the engaged position along the axis of the reverse idler shaft.
The above embodiments merely illustrate the basic principle and features of the present invention, and the present invention is not limited to the above embodiments, but may be varied and altered without departing from the spirit and scope of the present invention. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (9)
1. The reverse gear control method of the 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 pre-engaged reverse gear operation;
s2, judging whether the current vehicle speed is greater than a set vehicle speed or not; if yes, the pre-engaged reverse gear operation is invalid; if not, executing step S3;
s3, controlling the rotation speed of the reverse gear driven gear (92) to be reduced to zero;
s4, controlling the rotation speed of the reverse gear driving gear (91) to be reduced to zero;
s5, executing a reverse gear engaging operation;
the eight speed dual clutch transmission includes:
the gear transmission device comprises a first input shaft (1), wherein a five-seven-gear driving gear (51), a first-gear driving gear (11) and a three-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 six-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 six-gear driven gear (62), a five-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 the first output gear (301);
the second output shaft (4) is arranged at intervals in parallel with the first output shaft (3), and a four-gear driven gear (42), an eight-gear driven gear (82), a seven-gear driven gear (72), a three-gear driven gear (32) and a 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 so as to control the reverse gear idler wheel (93) to be combined with or separated from the reverse gear driven gear (92) and the reverse gear driving gear (91) simultaneously;
the step S3 includes: and (3) performing light braking operation, controlling the forward clutch to be reduced to a half engagement point or reduced to zero, controlling the vehicle speed to be uniformly reduced to zero, and reducing the rotating speed of the reverse driven gear (92) to zero after the vehicle speed is reduced to zero.
2. The reverse gear control method of the eight speed dual clutch transmission according to claim 1, wherein 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 a wheel of an automobile, and after the speed of the automobile is zero, the rotational speed of the reverse gear driven gear (92) is reduced to zero.
3. The reverse gear control method of an eight speed dual clutch transmission according to claim 1, 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), wherein 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, so that the rotating speed of the first output shaft (3) is also reduced to zero.
4. The reverse gear control method of an eight speed dual clutch transmission according to claim 3, wherein said 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 retract to a neutral gear position, and meanwhile, the reverse gear idler shaft (5) is controlled to move to a gear position along the axis of the reverse gear idler shaft.
5. The reverse gear control method of an eight speed dual clutch transmission according to claim 1, wherein the reverse gear idler shaft (5) is reciprocally moved in the direction of its own axis by hydraulic control.
6. The reverse gear control method of the eight-gear double-clutch transmission according to claim 5, wherein hydraulic piston cavities are arranged at two ends of the reverse gear idler shaft (5).
7. The reverse gear control method of an eight speed dual clutch transmission according to any one of claims 1 to 6, wherein in said step S2, when the pre-shift reverse gear operation is not effective, an alarm message is issued to prompt that the pre-shift reverse gear operation is not effective.
8. The reverse gear control method of the eight speed dual clutch transmission according to claim 7, wherein the alarm information is an acoustic signal and/or an optical signal emitted from an instrument panel of the automobile.
9. The reverse control method of an eight speed dual clutch transmission according to any one of claims 1 to 6, wherein in said step S2, when a pre-shift reverse operation is not effective, the vehicle is controlled to be decelerated to not more than said set vehicle speed, and then said step S3 is performed.
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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| CN113565933A CN113565933A (en) | 2021-10-29 |
| CN113565933B true 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) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113565933B (en) * | 2021-07-28 | 2023-11-28 | 中国第一汽车股份有限公司 | Reverse gear control method of eight-gear double-clutch transmission |
| 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 |
| 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 |
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| CN113565933B (en) * | 2021-07-28 | 2023-11-28 | 中国第一汽车股份有限公司 | Reverse gear control method of eight-gear double-clutch transmission |
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Also Published As
| Publication number | Publication date |
|---|---|
| WO2023005982A1 (en) | 2023-02-02 |
| CN113565933A (en) | 2021-10-29 |
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