CN115143277A - Gear shifting control method, shifting fork control method and system for double-clutch transmission, double-clutch transmission and automobile with double-clutch transmission - Google Patents

Gear shifting control method, shifting fork control method and system for double-clutch transmission, double-clutch transmission and automobile with double-clutch transmission Download PDF

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Publication number
CN115143277A
CN115143277A CN202210690589.7A CN202210690589A CN115143277A CN 115143277 A CN115143277 A CN 115143277A CN 202210690589 A CN202210690589 A CN 202210690589A CN 115143277 A CN115143277 A CN 115143277A
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China
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transmission
gear
shifting
downshift
fork
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CN202210690589.7A
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CN115143277B (en
Inventor
王明玉
宁甲奎
李长洲
曾云鹏
孙鹏远
张振威
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FAW Group Corp
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FAW Group Corp
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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
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

Abstract

The invention discloses a gear shifting control method of a double-clutch transmission, a shifting fork control method, a control system, the double-clutch transmission and an automobile thereof. In the process of braking and downshifting of the transmission, the rotating speed of the clutch of the non-control shaft can not be higher than the rotating speed of the engine after gear shifting, and the aim of reducing the gear shifting noise of the transmission is fulfilled and the driving stability of the vehicle is improved by dynamically adjusting a gear shifting line of the braking condition of the transmission.

Description

Gear shifting control method and shifting fork control method and system for dual-clutch transmission, dual-clutch transmission and automobile
Technical Field
The invention relates to a control method and a control system, a double clutch and an automobile, in particular to a gear shifting control method of a double-clutch transmission, a shifting fork control method, a control system, a double-clutch transmission and an automobile.
Background
The double-clutch transmission is widely applied to passenger vehicles and is characterized by comprising two clutches which are respectively arranged on odd and even shafts of the transmission, odd shaft clutches are matched with gear speed ratios of the odd shafts of the corresponding transmission, and even shaft clutches are matched with gear speed ratios of the even shafts of the corresponding transmission. In the running process of the vehicle, the TCU selects a gear suitable for the current vehicle working condition to run according to the accelerator, the brake and the vehicle speed of a driver.
The downshift noise of a vehicle with a double-clutch transmission in the sliding and braking processes comes from the shifting fork gear engaging noise of different gears in the gear disengaging and engaging process, the transmission torque clearance of a driving gear and a driven gear and the repeated change of the power transmission direction of the transmission in the rotating speed increasing process of the downshift clutch.
At present, vehicles matched with the double-clutch transmission provide various gear shifting modes including an economic gear shifting mode, a comfortable gear shifting mode and a sport gear shifting mode in order to meet the requirements of different users on the driving performance of the vehicles. The gear shifting mode is realized, different driving modes of the vehicle are achieved through different gear shifting lines of the transmission and torque change routine combination of the engine, and different driving experiences of the vehicle are brought to a driver so as to meet the requirements of more users on vehicle driving. However, in the use process of the double-clutch transmission, due to differences in various aspects such as the vehicle use environment, the double-clutch hydraulic valve body, transmission lubricating oil, the driving mileage and the like and different gear shifting modes, the gear shifting lines of the transmission have certain differences. Under the non-power of derailleur the operating mode that downshifts, non-control shaft clutch rotational speed is higher than engine speed, easily produces derailleur noise of shifting, especially under the light braking operating mode, produces even and downshifts and erects the phenomenon, influences user's driving experience, needs to solve urgently.
Disclosure of Invention
The invention aims to provide a control method and a control system for reducing gear shifting noise of a double-clutch transmission, the double-clutch transmission and an automobile thereof.
The invention provides the following scheme:
a gear shifting control method of a dual clutch transmission capable of reducing gear shifting noise specifically comprises the following steps:
detecting whether the vehicle meets the brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
calculating the lost output shaft rotating speed deviation, the lost target clutch rotating speed and the clutch rotating speed corresponding to the target gear of the transmission non-controlled shaft in the shifting fork gear engaging process, calculating the target gear braking and downshift rotating speed difference of the transmission by utilizing the constraint relation, and determining the downshift line adjustment deviation of the transmission braking and downshift working condition;
and dynamically updating the gear-down line of the transmission braking gear-down working condition according to the gear-down line adjustment deviation and the gear-down line of the transmission under the transmission sliding working condition.
Further, the braking downshift condition specifically includes: the gear shifting line for the reduction of the sliding working condition of the speed changer is as follows: the opening degree of an accelerator pedal is zero, a brake pedal switch signal is in a non-enabling state, and a downshift line corresponding to the output shaft of the transmission when the vehicle slides and decelerates from a high vehicle speed is arranged according to the inertia effect of the vehicle, or: the opening degree of an accelerator pedal is zero, a brake pedal switch signal is in an enabling state, the pressure of a brake master cylinder is larger than a set threshold value, an engine recovers an oil supply state, and a target gear is smaller than a brake gear threshold value.
Further, under the change rate of the current output shaft speed, the calculation process of the lost output shaft speed deviation in the shifting fork gear engaging process specifically comprises the following steps: and checking the rotating speed of the output shaft of the transmission at the current moment and the change rate of the rotating speed of the output shaft, and calculating the lost rotating speed deviation of the output shaft in the shifting fork gear engaging process by combining the average shifting time of a shifting fork of the transmission shaft.
Further, the calculation process of the target clutch rotating speed lost in the shifting fork gear engaging process specifically comprises the following steps: and calculating the product of the output shaft speed deviation and the gear speed ratio of the target gear of the non-controlled shaft of the transmission to obtain the target clutch speed lost in the shifting fork gear engaging process.
And further, calculating the product of the gear speed ratio of the target gear of the transmission shaft which is not controlled and the rotation speed of the output shaft to obtain the rotation speed of the clutch corresponding to the target gear of the transmission shaft which is not controlled.
Further, the calculation process of the braking and gear-reducing speed difference of the target gear of the transmission specifically comprises the following steps:
calculating a target gear braking and downshift rotation speed difference of the transmission by utilizing a constraint relation, and calculating the target gear braking and downshift rotation speed difference of the transmission according to the actual rotation speed of an engine, the target clutch rotation speed lost in the shifting fork gear engaging process, the clutch rotation speed corresponding to the target gear of a non-controlled shaft of the transmission and the target clutch rotation speed deviation, wherein the constraint relation is as follows:
and the transmission target gear braking downshift rotation speed difference is = the actual rotation speed of the engine plus the target clutch rotation speed lost in the shifting fork engaging process-the clutch rotation speed corresponding to the target gear of the non-controlled shaft of the transmission plus the target clutch rotation speed deviation.
Further, the gear reduction line adjustment deviation for determining the gear reduction working condition of the transmission brake specifically comprises the following steps: and dividing the braking and downshifting speed difference of the target gear of the transmission by the gear speed ratio of the target gear of the non-controlled shaft of the transmission.
A shifting fork control method for calculating the average shifting time of a shifting fork of a transmission shaft specifically comprises the following steps:
detecting whether the vehicle meets the brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
setting a calculation condition of shifting time of a shifting fork of a transmission shaft;
checking whether shifting of a shifting fork under a brake downshift working condition of the transmission is normal or not;
calculating the arithmetic mean value of the new shifting fork shifting time, and conforming to the range of the shifting fork shifting time;
obtaining the average gear shifting time of a shifting fork of the transmission shaft;
the average time to shift the transmission shaft fork is stored in the transmission control unit.
Further, the calculation condition of the shifting time of the transmission shaft shifting fork specifically includes: checking a transmission oil temperature condition, a vehicle deceleration condition and a transmission oil temperature within a set temperature threshold range, and a vehicle deceleration within a set threshold range;
and when the transmission control unit is electrified again, the average time of shifting the shifting fork of the transmission shaft is automatically read into the cache.
A control system for reducing gear shifting noise of a dual clutch transmission specifically comprises:
the brake downshift condition detection module is used for detecting whether the vehicle meets the brake downshift condition of the transmission;
the gear reduction line deviation adjusting module is used for calculating the lost output shaft rotating speed deviation, the lost target clutch rotating speed and the clutch rotating speed corresponding to the target gear of the transmission non-controlled shaft in the shifting fork gear engaging process, solving the transmission target gear braking gear reduction rotating speed difference by utilizing the constraint relation and determining the gear reduction line adjusting deviation of the transmission braking gear reduction working condition;
and the downshift line dynamic updating module is used for dynamically updating the downshift line of the transmission braking downshift working condition according to the downshift line adjustment deviation and the downshift line of the transmission under the transmission sliding working condition, and determining the updated transmission braking downshift shift line.
A fork control system for calculating a mean shift time of a transmission shaft fork specifically includes:
the brake downshift condition detection module is used for detecting whether the vehicle meets the brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
the shifting fork shifting time setting module is used for setting a shifting fork shifting time calculation condition of the transmission shaft;
the shifting fork gear-shifting function checking module is used for checking whether shifting fork gear shifting under the working condition of brake downshift of the transmission is normal or not;
the shifting fork shifting time calculation module is used for calculating the arithmetic mean value of the new shifting fork shifting time, solving the mean time of shifting the shifting fork of the transmission shaft and conforming to the range of the shifting fork shifting time;
a storage module for storing an average time to shift the transmission shaft fork in the transmission control unit.
An electronic device, comprising: the system comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus; the memory has stored therein a computer program which, when executed by the processor, causes the processor to perform the steps of a dual clutch transmission shift control method capable of reducing shift noise, and/or: causing the processor to execute a fork control method for calculating a transmission shaft fork shift average time.
A computer-readable storage medium storing a computer program executable by an electronic device, which when run on the electronic device, causes the electronic device to perform steps of a dual clutch transmission shift control method capable of reducing shift noise, and/or: causing the electronic device to perform the steps of a fork control method for calculating a transmission shaft fork shift average time.
A dual clutch transmission is connected with a control system for reducing gear shifting noise of the dual clutch transmission and/or with a shifting fork control system for calculating average shifting time of a shifting fork of a transmission shaft, and the dual clutch transmission can reduce the noise during braking downshift and/or calculate the average shifting time of the shifting fork of the transmission shaft according to the steps of the method.
An automobile is provided with a double-clutch transmission and further comprises:
an in-vehicle electronic device for implementing the steps of the method;
a processor running a program, the steps of the method being performed by data output from the in-vehicle electronic device when the program is running;
a storage medium for storing a program which, when executed, performs the steps of the method on data output from an in-vehicle electronic device.
Compared with the prior art, the invention has the following advantages:
the invention dynamically calculates the downshift line of the transmission braking downshift working condition on the basis of the transmission sliding downshift rotating speed line by judging the vehicle braking downshift working condition according to the rotating speed of the output shaft of the transmission and the change rate of the rotating speed of the output shaft, the newly set gear shifting line of the transmission braking downshift working condition accords with the change standard of the consistency of the torque transmission directions of two power transmission shafts of the double-clutch transmission, the rotating speed of a clutch of a non-control shaft after gear shifting can not be higher than the rotating speed of an engine in the process of the transmission braking downshift, and the aim of reducing the gear shifting noise of the transmission is realized by dynamically adjusting the gear shifting line of the transmission braking working condition.
Compared with the prior art, the method does not change the condition of the gear shifting line of the transmission under the vehicle sliding working condition, identifies the braking downshift working condition of the transmission of the vehicle, and dynamically updates and calculates the gear shifting line of the braking downshift working condition of the transmission under the working condition that a driver has clear driving intention to brake and decelerate the vehicle, so that the transmission shifts according to the newly set braking downshift line of the transmission. The condition that the rotating speed of the transmission which is not controlled by the shaft clutch is higher than the rotating speed of the engine due to gear reduction and speed increase under the braking working condition is avoided, the gear shifting noise of the double-clutch transmission is further reduced, and the driving stability of the vehicle is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a flow chart of a control method of the present invention for reducing shift noise in a dual clutch transmission.
FIG. 2 is an architecture diagram of a control system for reducing shift noise in a dual clutch transmission according to the present invention.
FIG. 3 is a flow chart of a fork control method for calculating the average time to shift a transmission shaft fork.
FIG. 4 is an architecture diagram of a shift fork control system for calculating the mean time to shift a transmission shaft shift fork.
Fig. 5 is a flowchart of an embodiment of the present invention in a specific application scenario.
FIG. 6 is a graphical illustration of a dual clutch transmission downshift control method of the present invention.
FIG. 7 is a schematic illustration of dynamic adjustment of the downshift line for a dual clutch transmission brake downshift event.
FIG. 8 is a flow chart of a method of calculating an average time to shift a dual clutch transmission fork.
Fig. 9 is a schematic view of the overall structure of a vehicle mounted with the double clutch transmission of the invention and its control system.
Fig. 10 is an architecture diagram of an electronic device.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The control method for reducing the gear shifting noise of the dual clutch transmission shown in fig. 1 specifically comprises the following steps:
step S1, detecting vehicle braking downshift conditions: detecting whether the vehicle meets the brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
step S2, determining the adjustment deviation of the downshift line: calculating lost output shaft rotating speed deviation DetalOsSpd, lost target clutch rotating speed DetalTargetClutch and clutch rotating speed TargetClutSpd corresponding to a target gear of a transmission non-controlled shaft in the shifting fork gear engaging process, calculating a target gear braking and gear-reducing rotating speed difference TargetDetalRpm of the transmission by utilizing a constraint relation, and determining gear-reducing line adjustment deviation DetalLine of a transmission braking and gear-reducing working condition;
step S3, dynamically updating a downshift line of a transmission braking downshift working condition: and dynamically updating the gear reduction line of the transmission braking gear reduction working condition according to the gear reduction line adjustment deviation DetalLine and the gear reduction line CostingShiftLine under the transmission sliding working condition.
In this embodiment, the significance of dynamically calculating the downshift line for the transmission brake downshift condition is: on the basis of a sliding downshift line of the transmission, a brake downshift working condition of the transmission is identified, a downshift line adjustment deviation DetalLine of the brake downshift working condition of the transmission is calculated, a downshift line of the brake downshift working condition of the transmission is updated, and a shift line of the transmission under the brake working condition of the transmission is further reduced, so that the rotating speed of a clutch after the target gear downshift of the transmission is completed is lower than the actual rotating speed of an engine, and the condition that the rotating speed of the clutch of a non-controlled shaft clutch of the transmission is higher than the rotating speed of the engine due to downshift and upshift under the brake working condition is avoided.
The change standard of the consistency of the torque transmission directions of the two power transmission shafts of the double-clutch transmission is that the target rotating speed of the clutch of the target gear of the transmission is on the same side of the rotating speed of the engine, and the rotating speed of the engine is always greater than the rotating speeds of the two clutches under the working condition of braking and downshift of the transmission. When the transmission is not in gear with the controlled shaft, the actual rotating speed of the engine is always larger than the rotating speed of the clutch after the controlled shaft is in gear.
The noun interpretation: the transmission uncontrolled axis is defined as: the dual clutch transmission has two clutch shafts, one odd and the other even, that can transmit engine torque. The transmission shaft that does not transmit the engine torque at the present time is the non-controlled shaft. On the other hand, the transmission shaft that is transmitting the engine torque at the present time is the transmission control shaft.
Preferably, the brake downshift condition is specifically: the gear shifting line for the reduction of the sliding working condition of the speed changer is as follows: the opening degree of an accelerator pedal is zero, a brake pedal switch signal is in a non-enabling state, and a downshift line corresponding to the output shaft of the transmission when the vehicle slides and decelerates from a high vehicle speed is arranged according to the inertia effect of the vehicle, or: the opening degree of an accelerator pedal is zero, a brake pedal switch signal is in an enabling state, the pressure of a brake master cylinder is greater than a set threshold value, the pressure threshold value of the master cylinder is 20bar, the engine recovers an oil supply state, and a target gear is smaller than a brake gear threshold value. Generally, a transmission coast condition refers to a vehicle coasting condition.
Preferably, the calculation process of the lost output shaft rotation speed deviation in the shifting fork gear engaging process under the change rate of the current output shaft rotation speed specifically comprises the following steps: and checking the rotation speed OsSpd of the output shaft of the transmission at the current moment and the change rate DetalOsSpdRatio of the rotation speed of the output shaft, and calculating the lost rotation speed deviation DetalOsSpd of the output shaft in the shifting process of the shifting fork by combining the average time DetalT of shifting the shifting fork of the transmission shaft.
Preferably, the calculation process of the target clutch rotating speed detalttargetclutch lost in the shifting fork gear engaging process specifically includes: calculating the product of the output shaft rotating speed deviation DetalOsSpd and the target gear speed ratio TargetGearRatio of the target gear of the transmission non-controlled shaft to obtain the target clutch rotating speed DetalTargetClutch lost in the shifting fork gear engaging process, wherein the specific calculation formula is as follows:
DetalTargetClutch＝DetalOsSpd*TargetGearRatio
preferably, the product of the gear ratio TargetGearRatio of the target gear of the non-controlled shaft of the transmission and the output shaft rotating speed OsSpd is calculated to obtain the clutch rotating speed TargetClutchSpd corresponding to the target gear of the non-controlled shaft of the transmission.
Preferably, the calculation process of the target gear braking and downshifting speed difference TargetDetalRpm of the transmission specifically comprises the following steps:
calculating a target gear braking and downshifting rotation speed difference TargetDetarRpm of the transmission by utilizing a constraint relation, and calculating the target gear braking and downshifting rotation speed difference TargetDetarRpm of the transmission according to an actual engine rotation speed EngActualSpd, a target clutch rotation speed DeltaTargetClutch lost in a shifting fork engaging process, a clutch rotation speed TargetClutchSpd corresponding to a target gear of a non-controlled shaft of the transmission and a target clutch rotation speed deviation DeltaTgtSpdErr, wherein the constraint relation is as follows: the transmission target gear braking downshift speed difference, targetDetalRpm = the actual engine speed, engActualSpd + the target clutch speed, detaltargetcutch, lost during the shift fork engagement process — the clutch speed corresponding to the target gear of the transmission non-controlled shaft, targetcluttspd + the target clutch speed deviation, detaltgtspder, i.e.:
TargetDetalRpm＝EngActualSpd+DetalTargetClutch–TargetClutchSpd+DetalTgtSpdErr
preferably, the downshift line adjustment deviation detallline for determining the transmission braking downshift condition is obtained by dividing the transmission target gear braking downshift speed difference TargetDetalRpm by the gear speed ratio TargetGearRatio of the target gear of the transmission non-controlled shaft, and the calculation formula is as follows:
DetalLine＝TargetDetalRpm/TargetGearRatio
the control system for reducing the gear shifting noise of the dual clutch transmission disclosed by the invention as shown in FIG. 2 specifically comprises:
the brake downshift condition detection module is used for detecting whether the vehicle meets the brake downshift condition of the transmission;
the gear reduction line deviation adjusting module is used for calculating the lost output shaft rotating speed deviation DetalOsSpd, the lost target clutch rotating speed DetalTargetClutch and the clutch rotating speed TargetClutchSpd corresponding to the target gear of the transmission non-controlled shaft in the shifting fork gear engaging process, calculating the target gear braking and gear reduction rotating speed difference TargetDetarlRpm of the transmission by utilizing the constraint relation, and determining the gear reduction line adjusting deviation DetalLine of the transmission braking and gear reduction working condition;
and the gear reduction line dynamic updating module is used for dynamically updating the gear reduction line under the transmission braking gear reduction working condition according to the gear reduction line adjustment deviation DetalLine and the gear reduction line CostingShiftLine under the transmission sliding working condition, and determining the updated transmission braking gear reduction gear shifting line.
It should be noted that although only the brake downshift condition detection module, the downshift line deviation adjustment module and the downshift line dynamic update module are disclosed in the architecture diagram of the present system, the composition of the present system is not limited to the above basic function modules, but rather, the present invention is intended to mean: on the basis of the basic functional modules, a person skilled in the art can combine the prior art to add one or more functional modules arbitrarily to form an infinite number of embodiments or technical solutions, that is, the present system is open rather than closed, and the protection scope of the present invention claims should not be considered to be limited to the disclosed basic functional modules because the present embodiment discloses only individual basic functional modules. Meanwhile, for convenience of description, the above devices are described as being divided into various units and modules by functions, respectively. Of course, the functions of the units and modules may be implemented in one or more software and/or hardware when the present application is implemented.
As shown in fig. 3, the shift fork control method for calculating the average shift time of the shift fork of the transmission shaft specifically includes:
detecting whether the vehicle meets the brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
setting a calculation condition of shifting time of a shifting fork of a transmission shaft;
preferably, the calculation condition of the shifting time of the transmission shaft shifting fork specifically comprises: checking a transmission oil temperature condition, a vehicle deceleration condition and a transmission oil temperature within a set temperature threshold range, and a vehicle deceleration within a set threshold range;
checking whether shifting of a shifting fork under a brake downshift working condition of the transmission is normal or not;
calculating the arithmetic mean value of the new shifting fork shifting time, and conforming to the range of the shifting fork shifting time;
obtaining the average gear shifting time of a shifting fork of the transmission shaft;
the average time to shift the transmission shaft fork is stored in the transmission control unit.
And when the transmission control unit is electrified again, the average time of shifting the shifting fork of the transmission shaft is automatically read into the cache.
As shown in fig. 4, the shift fork control system for calculating the average shift time of the shift fork of the transmission shaft specifically includes:
the brake downshift condition detection module is used for detecting whether the vehicle meets the brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
the shifting fork shifting time setting module is used for setting a shifting fork shifting time calculation condition of the transmission shaft;
the shifting fork gear-shifting function checking module is used for checking whether shifting fork gear shifting under the brake downshift working condition of the transmission is normal or not;
the shifting fork gear-shifting time calculation module is used for calculating the arithmetic average value of the new shifting fork gear-shifting time, solving the average time of shifting the gear of the shifting fork of the transmission shaft and conforming to the range of the shifting fork gear-shifting time;
a storage module for storing an average time to shift the transmission shaft fork in the transmission control unit.
It should be noted that, although only the brake downshift condition detection module, the shift fork shift time setting module, the shift fork shift function check module, the shift fork shift time calculation module, and the storage module are disclosed in the architecture diagram of the present system, the present invention is not limited to the above basic function modules, and on the contrary, the present invention is intended to mean that: on the basis of the basic functional modules, a person skilled in the art can combine the prior art to add one or more functional modules arbitrarily to form an infinite number of embodiments or technical solutions, that is, the present system is open rather than closed, and the protection scope of the present invention claims should not be considered to be limited to the disclosed basic functional modules because the present embodiment discloses only individual basic functional modules. Meanwhile, for convenience of description, the above devices are described as being divided into various units and modules by functions, respectively. Of course, the functions of the units and modules may be implemented in one or more software and/or hardware when implementing the present application.
As shown in fig. 5, a specific application scenario of the embodiment of the present invention is a flowchart of a downshift control method for a dual clutch transmission, where the embodiment can be used to detect a brake downshift condition of the dual clutch transmission, and the method can be implemented by software and/or hardware of the brake downshift control method for the dual clutch transmission provided by the embodiment of the present invention, and examples are as follows: the method of the embodiment of the transmission control unit TCU specifically includes:
step S101, detecting whether the vehicle accords with the brake downshift working condition of the transmission, wherein the brake downshift condition of the vehicle meets the following sub-conditions:
the opening degree of an accelerator pedal is zero, a brake pedal switch signal is enabled, the pressure of a brake master cylinder is greater than a certain set threshold value, the pressure threshold value of the exemplary brake master cylinder is set to be 20bar, a transmission control unit TCU receives that an engine of an engine control unit EMS (engine management system) is in an oil supply recovery state through a CAN (controller area network) bus, and a flag bit is set to be true: recoverOilFlag = True, the target gear is less than the brake compensation gear threshold, which may be determined by calibration, with a preferred gear being 3.
When the above sub-conditions are simultaneously satisfied, the vehicle is determined to meet the transmission brake downshift condition, and the process proceeds to step S102.
Step S102: calculating the lost output shaft rotating speed deviation DetalOsSpd in the shifting fork gear engaging process, checking the transmission output shaft rotating speed OsSpd and the change rate DetalOsSpdratio of the output shaft rotating speed at the current moment, combining the average time DetalT of shifting a transmission shaft shifting fork, calculating the lost output shaft rotating speed deviation DetalOsSpd in the shifting fork gear engaging process under the change rate of the current output shaft rotating speed, and the specific calculation formula is as follows:
DetalOsSpd＝DetalOsSpdRatio*DetalT
for example, the transmission is not controlled by the target gear down of the shaft speed G1, the output shaft speed change rate is detalsspddr =500rpm/Sec, the average time for shifting the transmission shaft fork to shift the gear G1, detalT =0.4Sec, the lost output shaft speed deviation detalsspd = detalsspddr =500 DetalT =0.4 =200rpm during the shift fork engaging process, and after the above calculation is completed, the process proceeds to step S103.
Step S103, calculating a target clutch rotating speed DetargetClutch lost in the shifting fork gear engaging process, wherein the target clutch rotating speed DetargetClutch lost in the shifting fork gear engaging process is equal to the gear speed ratio TargetGearratio obtained by multiplying the output shaft rotating speed deviation DetarOsSpd lost in the shifting fork gear engaging process by a target gear of a non-controlled shaft of the transmission according to an output shaft rotating speed deviation DetalOsSpd lost in the shifting fork gear engaging process, and the calculation formula is as follows:
DetalTargetClutch＝DetalOsSpd*TargetGearRatio
taking the gear speed ratio corresponding to the 7-gear dual clutch transmission in the following table as an example, the transmission is not controlled by the shaft speed target downshift G1 gear, and the corresponding target gear speed ratio TargetGearRatio =4.219, the process proceeds to step S104.
Gear position G1 G2 G3 G4 G5 G6 G7
Speed ratio 4.219 2.703 1.824 1.305 1.000 0.822 0.677
Target clutch speed lost in the shifting fork engaging process:
DetalTargetClutch＝DetalOsSpd*TargetGearRatio＝200*4.219＝
843.8RPM
step S104, calculating the clutch rotating speed TargetClutchSpd corresponding to the target gear of the transmission non-controlled shaft according to the gear speed ratio TargetGearratio of the target gear of the transmission non-controlled shaft and the output shaft rotating speed OsSpd:
TargetClutchSpd＝TargetGearRatio×OsSpd
the gear speed ratio corresponding to the target gear G1 of the 7-gear double-clutch transmission is adopted, the rotating speed of the output shaft of the transmission is 300rpm, and the rotating speed of the clutch corresponding to the target gear of the non-controlled shaft of the transmission is as follows:
TargetClutchSpd＝TargetGearRatio×OsSpd＝4.219×300＝1265.7RPM
step S105, calculating a target gear braking and downshifting speed difference TargetDetarRpm of the transmission, calculating the target gear braking and downshifting speed difference TargetDetarRpm of the transmission according to the actual rotating speed EngActualSpd of the engine, the target clutch rotating speed DeltalTargetClutch lost in the shifting fork engaging process and the clutch rotating speed TargetClutchSpd corresponding to the target gear of the non-controlled shaft of the transmission, wherein the variables meet the following constraint relations:
TargetDetalRpm＝EngActualSpd+DetalTargetClutch+DetalTgtSpdErr–TargetClutchSpd
wherein the target clutch speed deviation DetalTgtSpdErr is the transmission shift pattern S mode And transmission oil temperature T oil Is a function of (a) a function of (b),
optionally represented as:
DetalTgtSpdErr＝f(S mode ，) Oil )
the functional relationship f can be further determined by calibration from the data table, and the calibration relationship table of the DetalTgtSpdErr can be determined from the calibration table as follows:
Figure BDA0003699440120000141
and step S106, further calculating a downshift line adjustment deviation DetalLine corresponding to the transmission braking downshift working condition according to the corresponding gear speed ratio relation by using the target gear braking downshift speed difference TargetDetalRpm of the transmission.
DetalLine＝TargetDetalRpm÷TargetGearRatio
Step S107, dynamically updating the downshift line of the brake downshift working condition of the transmission according to the downshift line adjustment deviation DetalLine of the brake downshift working condition of the transmission and the downshift line CostingShiftLine of the slide working condition of the transmission, and determining the updated brake downshift shift line of the transmission:
BrakeShiftLine＝CoastingShiftLine-DetalLine
through the steps S101-S107, the downshift line of the transmission under the braking downshift working condition is lower than the downshift line under the sliding working condition, the rotating speed of the clutch of the uncontrolled shaft is lower than the rotating speed of the engine after the target gear is engaged, the condition that the rotating speed of the clutch is higher than the rotating speed of the engine in the braking downshift control process cannot occur, the rotating speeds of the two clutches are on the same side of the rotating speed of the engine in the downshift process, and downshift noise is effectively avoided.
As shown in a curve diagram of a downshift control method of a dual clutch transmission shown in fig. 6, in the process of brake downshift control, the rotating speed C2 of a clutch of a control shaft of the transmission is lower than the rotating speed E1 of an engine, when the target gear of the odd-numbered shaft of the transmission is changed, the gear G1 is engaged by disengaging from the gear G3, the lower gear is selected by the rotating speed C1 of a clutch of an uncontrolled shaft, and after the rotating speed C1 of the clutch of the uncontrolled shaft is engaged in the gear G1, the rotating speed of the clutch of the uncontrolled shaft is lower than the rotating speed of the engine through the control methods of steps S101 to S107.
As shown in fig. 7, a schematic diagram of dynamic adjustment of a downshift line of a dual-clutch transmission braking downshift condition is shown, taking a transmission G1 downshift line as an example, under a vehicle free-wheeling inertia condition, a downshift line of a G1 downshift is L1, and by identifying the transmission braking downshift condition, under a vehicle braking condition, the transmission G1 downshift shift line further deviates by one detallline in a low vehicle speed direction under a condition that an accelerator opening is 0%, and a shaded portion in the diagram is a downshift line adjustment deviation detallline of the transmission braking downshift condition.
As shown in fig. 8, the method for calculating the average time of shifting of the shifting fork of the dual clutch transmission corresponds to a shifting fork control system for calculating the average time of shifting of the shifting fork of the transmission shaft, and the calculating steps specifically include:
step S201: identifying a brake downshift condition of the transmission;
step S202: the calculation condition of the shifting time of the shifting fork of the transmission shaft is met;
step S203: acquiring shifting fork gear shifting time DetalT corresponding to the last transmission shaft gear position;
step S204: checking whether the shifting fork of the transmission is normal or not, if so, entering S205, and if not, entering S208;
step S205: calculating the gear shifting time DetalT' of the shifting fork of the transmission shaft;
step S206: calculating new gear shifting time DetalT of transmission shaft gear shifting fork New
Step S207: novel gear shifting time DetalT using shifting fork New Calculating and storing instead of the original average time DetalT;
step S208: and (4) outputting the original gear shifting average time DetalT of the transmission shaft shifting fork, and calculating and storing.
In the calculation method, the initial average time DetalT of shifting of each gear shifting fork of the transmission Init Determined by calibration, preferred DetalT Init And =0.4Sec, and carrying out periodic iterative calculation on the average shifting time DetalT of the shifting fork of the transmission shaft under the braking condition of the transmission by the processes of the steps S201 to S208, so that the average shifting time of the shifting fork of the transmission shaft is matched with the driving mileage of the transmission.
Preferably, the transmission braking downshift condition is that the transmission control unit TCU detects that the engine has returned to oil supply, and the vehicle is in a braking state, that is: the opening degree of an accelerator pedal is zero, a brake pedal switch signal is enabled, the pressure of a vehicle brake master cylinder is greater than a certain set threshold value, and the target gear is smaller than a brake compensation gear threshold value.
Preferably, the calculation conditions of the shifting time of the transmission shaft shifting fork comprise the conditions of checking the oil temperature of the transmission and the deceleration of the vehicle, wherein the oil temperature of the transmission is in a set temperature threshold range, and the preferable oil temperature range of the transmission is 20-120 ℃; the vehicle deceleration is in the set threshold range, and the preferable set range of the vehicle deceleration is-3.0 to 0m/s 2 。
Preferably, whether shifting of the shifting fork under the brake downshift working condition of the transmission is normal or not is checked, whether shifting of the shifting fork is accurate gear meshing or not is checked, the gear sleeve and the combination teeth are combined once, and the process of clamping stagnation and readjustment entering does not occur in the middle. And after the target shifting fork gear is combined, the rotating speed of the clutch of the non-controlled shaft is not higher than the rotating speed of the engine.
Further, calculating the new gear shifting time DetalT of the transmission shaft gear shifting fork New The method is an arithmetic mean value of the original gear shifting fork shifting time DetalT and the newly calculated shifting fork shifting time DetalT', and accords with high and low thresholds of the shifting fork shifting time range, and the preferable shifting fork shifting time high and low thresholds range is between 0.2 Sec and 0.8 Sec.
Further, the average time DetalT of shifting gears of the transmission shaft shifting fork is stored in the content of the TCU, and is automatically stored in the power-off process of the TCU; when the TCU is powered on again, the TCU automatically reads the data into the calculation cache.
As shown in fig. 9, the overall vehicle structure diagram of the dual clutch transmission and the control system thereof according to the present invention is that the downshift control method of the dual clutch transmission is stored in a computer device, which may be an embedded device, and the surrounding electrical sensor components and exemplary electrical connections thereof, where the computer storage device is a transmission control unit TCU that is installed on the vehicle and controls the dual clutch transmission to perform gear shifting, the vehicle is a vehicle matched with the dual clutch transmission, and the transmission control unit TCU implements a transmission braking downshift control process based on the downshift control method of the dual clutch transmission according to the electrical connection input of the system, so as to reduce the noise of the transmission.
As shown in fig. 10, the present invention also discloses an electronic device and a storage medium corresponding to the shift control method, the shift fork control method, and the control system of the dual clutch transmission:
the present invention provides an electronic device, including: the system comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus;
the memory has stored therein a computer program which, when executed by the processor, causes the processor to perform the steps of any of the methods described above.
The invention provides a computer-readable storage medium storing a computer program executable by an electronic device, the computer program causing the electronic device to perform the steps of any of the methods described above when run on the electronic device.
The communication bus mentioned in the electronic device may be a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, or the like. The communication bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is shown, but this does not mean that there is only one bus or one type of bus.
The electronic device includes a hardware layer, an operating system layer running on top of the hardware layer, and an application layer running on top of the operating system. The hardware layer includes hardware such as a Central Processing Unit (CPU), a Memory Management Unit (MMU), and a Memory. The operating system may be any one or more computer operating systems that implement control of an electronic device through a Process (Process), such as a Linux operating system, a Unix operating system, an Android operating system, an iOS operating system, or a windows operating system. In the embodiment of the present invention, the electronic device may be a handheld device such as a smart phone and a tablet computer, or may also be an electronic device such as a desktop computer and a portable computer, which is not particularly limited in the embodiment of the present invention.
The execution main body of the electronic device control in the embodiment of the present invention may be the electronic device, or a functional module capable of calling a program and executing the program in the electronic device. The electronic device may obtain the firmware corresponding to the storage medium, the firmware corresponding to the storage medium is provided by a vendor, and the firmware corresponding to different storage media may be the same or different, which is not limited herein. After the electronic device acquires the firmware corresponding to the storage medium, the firmware corresponding to the storage medium may be written into the storage medium, specifically, the firmware corresponding to the storage medium is burned into the storage medium. The process of burning the firmware into the storage medium can be implemented by adopting the prior art, and is not described in the embodiment of the present invention.
The electronic device may further acquire a reset command corresponding to the storage medium, where the reset command corresponding to the storage medium is provided by a vendor, and the reset commands corresponding to different storage media may be the same or different, and are not limited herein.
At this time, the storage medium of the electronic device is a storage medium in which the corresponding firmware is written, and the electronic device may respond to the reset command corresponding to the storage medium in which the corresponding firmware is written, so that the electronic device resets the storage medium in which the corresponding firmware is written according to the reset command corresponding to the storage medium. The process of resetting the storage medium according to the reset command may be implemented in the prior art, and is not described in detail in the embodiment of the present invention.
The invention also discloses a double-clutch transmission and an automobile provided with the double-clutch transmission on the basis of the electronic equipment and the storage medium, wherein the double-clutch transmission comprises the following components in parts by weight:
the dual clutch transmission is connected with a control system for reducing gear shifting noise of the dual clutch transmission and/or is connected with a shifting fork control system for calculating shifting fork average time of a shifting fork of a transmission shaft, and the dual clutch transmission can reduce noise when braking downshifts and/or calculate shifting fork average time of the shifting fork of the transmission shaft.
The utility model provides an automobile, is provided with two separation and reunion derailleurs on the automobile, still includes:
the vehicle-mounted electronic equipment is used for realizing a control method for reducing gear shifting noise of the double-clutch transmission and/or a control method for calculating gear shifting average time of a transmission shaft shifting fork;
a processor running a program, wherein when the program runs, the data output from the vehicle-mounted electronic equipment executes the steps of the control method for reducing the gear shifting noise of the dual clutch transmission and/or the steps of the control method for calculating the gear shifting average time of the transmission shaft fork;
a storage medium for storing a program which, when executed, performs the steps of a control method for reducing shift noise of a dual clutch transmission and/or performs the steps of a control method for calculating a mean shift time of a transmission shaft fork with respect to data output from an in-vehicle electronic device.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
For simplicity of explanation, the method embodiments are described as a series of acts or combinations, but those skilled in the art will appreciate that the embodiments are not limited by the order of acts described, as some steps may occur in other orders or concurrently with other steps in accordance with the embodiments of the invention. Further, those skilled in the art will appreciate that the embodiments described in the specification are presently preferred and that no particular act is required to implement the invention.
From the above description of the embodiments, it is clear to those skilled in the art that the present application can be implemented by software plus necessary general hardware platform. Based on such understanding, the technical solutions of the present application may be embodied in the form of a software product, which may be stored in a storage medium, such as a ROM/RAM, a magnetic disk, an optical disk, or the like, and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) to execute the method according to the embodiments or some parts of the embodiments.
The above-described embodiments of the apparatus are merely schematic, where the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The application is operational with numerous general purpose or special purpose computing system environments or configurations. For example: personal computers, server computers, hand-held or portable devices, tablet-type devices, multiprocessor systems, microprocessor-based systems, set top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, distributed computing environments that include any of the above systems or devices, and the like.
The application may be described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. The application may also be practiced in distributed computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located in both local and remote computer storage media including memory storage devices.
In the description herein, references to the description of "one embodiment," "an example," "a specific example" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In the several embodiments provided in the present invention, it should be understood that the disclosed apparatus and method may be implemented in other ways. The apparatus embodiments described above are merely illustrative, and for example, the flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
In addition, the functional modules in the embodiments of the present invention may be integrated together to form an independent part, or each module may exist alone, or two or more modules may be integrated to form an independent part.
The functions, if implemented in the form of software functional modules and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes. It should be noted that, in this document, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and these modifications or substitutions do not depart from the spirit of the corresponding technical solutions of the embodiments of the present invention.

Claims (15)

1. A gear shifting control method of a dual clutch transmission capable of reducing gear shifting noise is characterized by specifically comprising the following steps of:
detecting whether the vehicle meets the brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
calculating the lost output shaft rotating speed deviation, the lost target clutch rotating speed and the clutch rotating speed corresponding to the target gear of the transmission non-controlled shaft in the shifting fork gear engaging process, calculating the target gear braking and downshift rotating speed difference of the transmission by utilizing the constraint relation, and determining the downshift line adjustment deviation of the transmission braking and downshift working condition;
and dynamically updating the gear-down line of the transmission braking gear-down working condition according to the gear-down line adjustment deviation and the gear-down line of the transmission under the transmission sliding working condition.
2. A shift control method of a dual clutch transmission capable of reducing shift noise according to claim 1, characterized in that the brake downshift condition is specifically: the gear shifting line for the reduction of the sliding working condition of the speed changer is as follows: the opening degree of an accelerator pedal is zero, a brake pedal switch signal is in a non-enabling state, and a downshift line corresponding to the output shaft of the transmission when the vehicle slides and decelerates from a high vehicle speed is arranged according to the inertia effect of the vehicle, or: the opening degree of an accelerator pedal is zero, a brake pedal switch signal is in an enabling state, the pressure of a brake master cylinder is greater than a set threshold value, an engine recovers an oil supply state, and a target gear is smaller than a brake gear threshold value.
3. The shift control method of a dual clutch transmission capable of reducing shift noise according to claim 1, wherein the calculation process of the output shaft rotational speed deviation lost during the shift fork engagement process at the change rate of the current output shaft rotational speed is specifically: and checking the rotating speed of the output shaft of the transmission at the current moment and the change rate of the rotating speed of the output shaft, and calculating the lost rotating speed deviation of the output shaft in the shifting fork gear engaging process by combining the average shifting time of a shifting fork of the transmission shaft.
4. The gear shift control method for the dual clutch transmission capable of reducing the gear shift noise according to claim 1, wherein the calculation process of the target clutch rotation speed lost in the shifting fork engaging process is specifically as follows: and calculating the product of the output shaft speed deviation and the gear speed ratio of the target gear of the non-controlled shaft of the transmission to obtain the target clutch speed lost in the shifting fork gear engaging process.
5. The gear shift control method of a dual clutch transmission capable of reducing gear shift noise according to claim 1, wherein the product of the gear ratio of the target gear of the transmission shaft which is not controlled and the rotation speed of the output shaft is calculated to obtain the rotation speed of the clutch corresponding to the target gear of the transmission shaft which is not controlled.
6. The gear shift control method of a dual clutch transmission capable of reducing gear shift noise according to claim 1, wherein the calculation process of the target gear braking downshift speed difference of the transmission is specifically as follows:
calculating a target gear braking and downshift rotation speed difference of the transmission by utilizing a constraint relation, and calculating the target gear braking and downshift rotation speed difference of the transmission according to the actual rotation speed of an engine, the target clutch rotation speed lost in the shifting fork gear engaging process, the clutch rotation speed corresponding to the target gear of a non-controlled shaft of the transmission and the target clutch rotation speed deviation, wherein the constraint relation is as follows:
the target gear braking and downshift rotation speed difference = the actual rotation speed of the engine + the target clutch rotation speed lost in the shifting fork gear engaging process-the clutch rotation speed corresponding to the target gear of the transmission non-controlled shaft + the target clutch rotation speed deviation.
7. A gear shift control method for a dual clutch transmission capable of reducing gear shift noise according to claim 1, wherein the downshift line adjustment deviation for determining the transmission brake downshift condition is specifically: and dividing the braking and downshifting speed difference of the target gear of the transmission by the gear speed ratio of the target gear of the non-controlled shaft of the transmission.
8. A shifting fork control method for calculating average shifting time of a shifting fork of a transmission shaft is characterized by specifically comprising the following steps of:
detecting whether the vehicle meets the brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
setting a calculation condition of shifting time of a shifting fork of a transmission shaft;
checking whether shifting of a shifting fork under a brake downshift working condition of the transmission is normal or not;
calculating the arithmetic mean value of the new shifting fork shifting time, and conforming to the range of the shifting fork shifting time;
obtaining the average gear shifting time of a shifting fork of the transmission shaft;
the average time to shift the transmission shaft fork is stored in the transmission control unit.
9. The fork control method for calculating the average shift time of a transmission shaft fork according to claim 8, wherein the calculation conditions of the shift time of the transmission shaft fork specifically include: checking the oil temperature condition of the transmission, the deceleration condition of the vehicle, the oil temperature of the transmission are in a set temperature threshold range, and the deceleration of the vehicle is in a set threshold range;
and when the transmission control unit is electrified again, the average time of shifting the transmission shaft shifting fork is automatically read into the cache.
10. A control system for reducing gear shifting noise of a dual clutch transmission is characterized by specifically comprising:
the brake downshift condition detection module is used for detecting whether the vehicle meets the brake downshift condition of the transmission;
the gear reduction line deviation adjusting module is used for calculating the lost output shaft rotating speed deviation, the lost target clutch rotating speed and the clutch rotating speed corresponding to the target gear of the transmission non-controlled shaft in the shifting fork gear engaging process, solving the transmission target gear braking gear reduction rotating speed difference by utilizing the constraint relation and determining the gear reduction line adjusting deviation of the transmission braking gear reduction working condition;
and the downshift line dynamic updating module is used for dynamically updating the downshift line of the transmission braking downshift working condition according to the downshift line adjustment deviation and the downshift line of the transmission under the transmission sliding working condition, and determining the updated transmission braking downshift shift line.
11. The utility model provides a shift fork control system for calculating transmission axle shift fork average time of shifting, its characterized in that specifically includes:
the brake downshift condition detection module is used for detecting whether the vehicle meets the brake downshift condition of the transmission according to the opening degree of an accelerator pedal and the enabling state of a brake pedal switch signal;
the shifting fork shifting time setting module is used for setting a shifting fork shifting time calculation condition of the transmission shaft;
the shifting fork gear-shifting function checking module is used for checking whether shifting fork gear shifting under the brake downshift working condition of the transmission is normal or not;
the shifting fork gear-shifting time calculation module is used for calculating the arithmetic average value of the new shifting fork gear-shifting time, solving the average time of shifting the gear of the shifting fork of the transmission shaft and conforming to the range of the shifting fork gear-shifting time;
a storage module for storing an average time to shift the transmission shaft fork in the transmission control unit.
12. An electronic device, comprising: the system comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus; the memory has stored therein a computer program which, when executed by the processor, causes the processor to carry out the steps of the dual clutch transmission shift control method capable of reducing shift noise according to any one of claims 1 to 7, and/or: causing the processor to perform the fork control method for calculating a transmission shaft fork shift average time of claim 8 or 9.
13. A computer-readable storage medium, characterized in that it stores a computer program executable by an electronic device, which when run on the electronic device, causes the electronic device to perform the steps of the dual clutch transmission shift control method capable of reducing shift noise according to any one of claims 1 to 7, and/or: causing the electronic device to perform the steps of the fork control method for calculating a mean time to shift a transmission shaft fork of claim 8 or 9.
14. A dual clutch transmission which is connected to a control system for reducing shift noise of a dual clutch transmission according to claim 10 and/or to a fork control system for calculating a mean time to shift a transmission shaft fork according to claim 11, and which is capable of reducing noise when a brake downshift is performed and/or calculating a mean time to shift a transmission shaft fork according to the steps of the method according to any one of claims 1 to 9.
15. An automobile provided with the dual clutch transmission according to claim 14, further comprising:
an in-vehicle electronic device for implementing the steps of the method of any one of claims 1 to 9;
a processor running a program, the data output from the in-vehicle electronic device when the program is running performing the steps of the method of any of claims 1 to 9;
storage medium for storing a program which, when run, performs the steps of the method of any one of claims 1 to 9 on data output from an in-vehicle electronic device.
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