CN115638243B - Method and device for determining pre-engagement point of double clutch gear, vehicle and storage medium - Google Patents
Method and device for determining pre-engagement point of double clutch gear, vehicle and storage medium Download PDFInfo
- Publication number
- CN115638243B CN115638243B CN202211660307.5A CN202211660307A CN115638243B CN 115638243 B CN115638243 B CN 115638243B CN 202211660307 A CN202211660307 A CN 202211660307A CN 115638243 B CN115638243 B CN 115638243B
- Authority
- CN
- China
- Prior art keywords
- gear
- rotating speed
- output shaft
- speed data
- shaft rotating
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Abstract
The embodiment of the invention discloses a method and a device for determining a pre-engagement point of a double clutch gear, a vehicle and a storage medium. The method comprises the following steps: under the condition that the dual-clutch transmission is in braking downshift, acquiring idle speed data, a speed compensation value and a gear speed ratio corresponding to a current gear of the engine; determining initial output shaft rotating speed data according to the idle rotating speed data, the compensation output shaft rotating speed data and the gear speed ratio corresponding to the current gear, and determining the compensation output shaft rotating speed data according to the initial output shaft rotating speed data and the historical gear engaging average time; determining target output shaft rotating speed data according to the initial output shaft rotating speed data and the compensation output shaft rotating speed data; and taking the moment when the rotating speed data of the output shaft is reduced to be less than or equal to the target rotating speed data of the output shaft as a pre-engagement point of the double clutch gear. The invention realizes that the transmission system finishes the pre-engagement operation of the target gear in a back-drive state, can effectively avoid the switching noise of the transmission system caused by the gear engagement process of the target gear, and improves the user experience.
Description
Technical Field
The embodiment of the invention relates to the field of vehicle control, in particular to a method and a device for determining a pre-engagement point of a double-clutch gear, a vehicle and a storage medium.
Background
Dual clutch transmissions are increasingly being used in vehicles. Under different gear shifting modes, especially under the braking and downshifting working conditions of a transmission, along with the continuous reduction of the gear and the current running speed of a vehicle, the engine gradually reduces to the idling speed, and at the moment, the engine gradually restores to supply oil to maintain the own idling speed. Meanwhile, the running clutch transmits the torque of the engine, and the current running shafting and the output shaft are switched into a forward driving state from a reverse driving state after the engine is supplied with oil. When the rotation speed of the clutch of the non-control shaft is higher than the rotation speed of the engine, the dragging torque generated by the engine needs to be overcome, and larger transmission system switching noise is generated.
Disclosure of Invention
The invention provides a method and a device for determining a pre-engagement point of a double clutch gear, a vehicle and a storage medium, which realize that a transmission system finishes pre-engagement operation of a target gear in a back-driving state, can effectively avoid transmission system switching noise caused by the target gear engagement process, and improve user experience.
According to one aspect of the invention, a method for determining a pre-engagement point of a double clutch gear is provided, and the method comprises the following steps:
under the condition that the dual-clutch transmission is in braking downshift, acquiring idle speed data, a speed compensation value and a gear speed ratio corresponding to a current gear of the engine;
determining initial output shaft rotating speed data according to the idle rotating speed data, the rotating speed compensation value and the gear speed ratio corresponding to the current gear, and determining compensation output shaft rotating speed data according to the initial output shaft rotating speed data and historical gear engaging average time;
determining target output shaft rotating speed data according to the initial output shaft rotating speed data and the compensation output shaft rotating speed data, wherein the target output shaft rotating speed is less than the current rotating speed of the clutch;
and taking the moment when the rotating speed data of the output shaft is reduced to be less than or equal to the target rotating speed data of the output shaft as a pre-engagement point of the double clutch gear.
According to another aspect of the present invention, there is provided a dual clutch gear pre-engagement point determining apparatus, comprising:
the acquisition module is used for acquiring idle speed data and a speed compensation value of the engine and a gear speed ratio corresponding to a current gear under the condition that the dual-clutch transmission is in braking downshift;
the first rotating speed determining module is used for determining initial output shaft rotating speed data according to the idle rotating speed data, the rotating speed compensation value and the gear speed ratio corresponding to the current gear, and determining compensation output shaft rotating speed data according to the initial output shaft rotating speed data and the historical gear engaging average time;
the second rotating speed determining module is used for determining target output shaft rotating speed data according to the initial output shaft rotating speed data and the compensation output shaft rotating speed data;
and the pre-engagement point determining module is used for taking the moment when the output shaft rotating speed data is reduced to be less than or equal to the target output shaft rotating speed data as the dual-clutch gear pre-engagement point.
According to another aspect of the present invention, there is provided a vehicle including:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,
the memory stores a computer program executable by the at least one processor, the computer program being executable by the at least one processor to enable the at least one processor to perform the method for determining a dual clutch gear pre-shift point according to any of the embodiments of the present invention.
According to another aspect of the present invention, a computer readable storage medium is provided, which stores computer instructions for causing a processor to implement the method for determining a dual clutch gear pre-engagement point according to any one of the embodiments of the present invention when executed.
According to the technical scheme of the embodiment of the invention, under the condition that the dual-clutch transmission is in braking downshift, idle speed data, a speed compensation value and a gear speed ratio corresponding to a current gear of the engine are obtained; determining initial output shaft rotating speed data according to the idle rotating speed data, the rotating speed compensation value and the gear speed ratio corresponding to the current gear, and determining compensation output shaft rotating speed data according to the initial output shaft rotating speed data and historical gear engaging average time; determining target output shaft rotating speed data according to the initial output shaft rotating speed data and the compensation output shaft rotating speed data, wherein the target output shaft rotating speed is less than the current rotating speed of the clutch; and taking the moment when the rotating speed data of the output shaft is reduced to be less than or equal to the target rotating speed data of the output shaft as a pre-engagement point of the double clutch gear. According to the technical scheme of the embodiment of the invention, the pre-engagement operation of the target gear is completed by the transmission system in the reverse driving state, the switching noise of the transmission system caused by the gear engagement process of the target gear can be effectively avoided, and the user experience is improved.
It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present invention, nor do they necessarily limit the scope of the invention. Other features of the present invention will become apparent from the following description.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1A is a flow chart of a method for determining a pre-engagement point of a dual clutch gear according to an embodiment of the invention;
FIG. 1B is a schematic diagram of the timing of the dual clutch gear pre-engagement point provided by the embodiment of the invention;
FIG. 2 is a flow chart of another method for determining the pre-engagement point of the dual clutch gears provided by the embodiment of the invention;
FIG. 3 is a block diagram of a dual clutch gear pre-engagement point determining apparatus according to an embodiment of the present invention;
fig. 4 is a block diagram of a vehicle according to an embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. 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.
It is to be noted that the terms "target," "initial," "first" and "second," etc. in the description and claims of the invention and the above-described drawings are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Examples
Fig. 1A is a flowchart of a method for determining a dual clutch gear pre-engagement point according to an embodiment of the present invention, which is applicable to a dual clutch gear shifting scenario, and in particular, is more applicable to a case where a dual clutch transmission is in a brake downshift. The method can be executed by a dual clutch gear pre-engagement point determination device, which can be realized in the form of hardware and/or software, and can also be configured in a vehicle.
As shown in fig. 1A, the method for determining the pre-engagement point of the dual clutch gears comprises the following steps:
and S110, under the condition that the dual-clutch transmission is in braking downshift, acquiring idle speed data, a speed compensation value and a gear speed ratio corresponding to the current gear of the engine.
A dual clutch transmission (DSG) employs two clutches, one on each of the odd and even shafts of the transmission, wherein the clutch on the odd shaft is responsible for the odd gears (1, 3, 5, 7), and the clutch on the even shaft is responsible for the even gears (2, 4, 6).
The downshift of the DSG is controlled by an Electronic Control Unit (ECU), which is also called a "traveling computer" or an "on-board computer". The ECU consists of a Microcontroller (MCU), a memory (ROM and RAM), an input/output interface (I/O), an analog-to-digital converter (A/D), a shaping circuit, a driving circuit and other large-scale integrated circuits. When stepping on an accelerator pedal, the ECU judges the process of upshifting; when the brake pedal is stepped on, the ECU determines a downshift process.
The current gear is the gear of the dual-clutch transmission when the brake downshift occurs.
Further, the dual clutch transmission accords with the set working condition when in the brake downshift condition, and the set working condition comprises: the method comprises the following steps that the opening degree of an accelerator pedal is zero, a brake pedal switch signal is enabled, the pressure of a brake master cylinder is larger than a set threshold value, target gear data are smaller than current gear data, and oil supply of an engine is not recovered.
The main function of the accelerator pedal is to control the opening of the throttle valve, and thus the power output of the engine. A displacement sensor is installed on an accelerator pedal of an accelerator, when a driver steps on the accelerator pedal, an ECU can acquire the opening degree change and the acceleration of the displacement sensor on the pedal, judge the driving intention of the driver according to a built-in algorithm and then send a corresponding control signal to a control motor of an engine throttle valve so as to control the power output of the engine.
The vehicle brake pedal switch signal reflects the requirement of a driver on the braking performance of the whole vehicle, is a main part of the driver for controlling the vehicle, and the general brake pedal digital signal belongs to one path of digital signal, and the digital signal is either closed or opened. However, the brake pedal is a very simple signal judgment, so that the controller is easy to misjudge to cause the abnormal condition of the vehicle, and under some abnormal working conditions, when the signal of the pedal is in poor contact or the operation of the driver is wrong, the risk of unpredictable occurrence is generated for the driver and the vehicle.
A master cylinder is an important component in a hydraulic brake system for an automobile for converting a control force into a hydraulic pressure. The change rate of the pressure of the brake master cylinder reflects the magnitude of the braking strength of the driver, and the larger the change rate is, the stronger the braking intention of the driver is.
The set threshold is used for judging the master cylinder pressure of the brake downshift, and the master cylinder pressure is larger than the set threshold under the condition that the dual clutch transmission is in the brake downshift.
Further, the setting of the operating conditions further includes: the oil temperature of the dual clutch transmission is within a set temperature range and the vehicle acceleration is within a set acceleration range.
Specifically, the oil temperature of the dual-clutch transmission is in a set temperature threshold range, and the oil temperature range of the transmission is preferably-20 to 120 ℃; the acceleration of the vehicle is in a set acceleration range, and the set range of the acceleration of the vehicle is preferably-3.0 to 0 m/s 2 。
Where idle refers to engine speed operating in neutral. When the engine runs, the accelerator pedal is completely released, and the engine is in an idling state. The speed at which the engine idles is referred to as an idle speed.
The idle rotation speed data is a minimum rotation speed value for maintaining stable operation of the engine, and the idle rotation speed value can be adjusted by adjusting the size of the throttle opening, the idle oil supply amount and the like.
The rotation speed compensation value is the rotation speed of the output shaft consumed by the gear engaging time.
The current gear is the gear at the moment when the brake downshift of the dual clutch transmission occurs, and may be, for example, 3.
The gear speed ratio refers to the gear transmission ratio of the automobile transmission and is equal to the ratio of the rotation angular speed of the transmission input shaft to the rotation angular speed of the output shaft.
And S120, determining initial output shaft rotating speed data according to the idle rotating speed data, the rotating speed compensation value and the gear speed ratio corresponding to the current gear, and determining compensation output shaft rotating speed data according to the initial output shaft rotating speed data and the historical gear engaging average time.
Wherein, the change rate of the output shaft rotating speed is the output shaft acceleration.
The compensated output shaft speed data is the output shaft speed consumed by the gear engaging time.
Further, determining initial output shaft speed data according to the idle speed data, the speed compensation value and the gear speed ratio corresponding to the current gear, wherein the determining step comprises the following steps:
step a: and calculating the sum of the idle speed data and the speed compensation value.
The sum of the idle speed data and the speed compensation value indicates the speed point at which the engine starts injecting fuel.
Step b: and calculating the ratio of the sum to the gear speed ratio of the current gear, and taking the ratio as initial output shaft rotating speed data.
And S130, determining target output shaft rotating speed data according to the initial output shaft rotating speed data and the compensation output shaft rotating speed data, wherein the target output shaft rotating speed data is smaller than the current rotating speed data of the clutch.
The initial output shaft rotation speed data is the rotation speed data of the output shaft corresponding to the current gear of the dual clutch transmission, and may be a value of the rotation speed of the output shaft corresponding to the 3-gear, for example.
The target output shaft rotation speed is the rotation speed data of the output shaft corresponding to the gear pre-engagement range of the target gear of the dual clutch transmission, and may be, for example, a value of the rotation speed of the output shaft corresponding to the gear pre-engagement range of the 2 nd gear.
And the target output shaft rotating speed data is smaller than the current rotating speed data of the clutch, so that the speed change system is in a reverse driving state at present.
Further, S130 includes: and taking the sum of the initial output shaft rotating speed data and the compensation output shaft rotating speed data as target output shaft rotating speed data.
Specifically, the rotating speed value of the output shaft corresponding to the current gear of the dual-clutch transmission is added with the rotating speed data of the compensation output shaft, and the result is used as the rotating speed data of the output shaft corresponding to the gear pre-engagement gear of the target gear.
And S140, taking the moment when the rotating speed data of the output shaft is reduced to be less than or equal to the target rotating speed data of the output shaft as a pre-engagement point of the double clutch gear.
Specifically, when it is detected that the value of the output shaft rotation speed decreases to be less than or equal to the target output shaft rotation speed data, the time is taken as a dual clutch gear pre-engagement point (see fig. 1B), and a pre-engagement operation of the target gear is performed. The pre-gear-engaging action is completed by controlling the gear shifting fork before the oil injection of the engine and the switching of the transmission system into forward driving, so that the accuracy and the speed of the target gear engaging can be improved, the repeated oscillation of the transmission system caused by gear engaging, namely the repeated switching of forward driving and reverse driving, can be reduced, the impact sound of the transmission system caused by the gear shifting fork action can be reduced, and the generation of gear-lowering noise can be reduced.
According to the technical scheme of the embodiment of the invention, under the condition that the dual-clutch transmission is in braking downshift, idle speed data, a speed compensation value and a gear speed ratio corresponding to a current gear of the engine are obtained; determining initial output shaft rotating speed data according to the idle rotating speed data, the compensation output shaft rotating speed data and the gear speed ratio corresponding to the current gear, and determining the compensation output shaft rotating speed data according to the initial output shaft rotating speed data and the historical gear engaging average time; determining target output shaft rotating speed data according to the initial output shaft rotating speed data and the rotating speed compensation value, wherein the target output shaft rotating speed is less than the current rotating speed of the clutch; and taking the moment when the rotating speed data of the output shaft is reduced to be less than or equal to the target rotating speed data of the output shaft as a gear pre-engagement point of the double clutch. According to the technical scheme of the embodiment of the invention, the pre-engagement operation of the target gear is completed by the transmission system in the reverse driving state, the switching noise of the transmission system caused by the gear engagement process of the target gear can be effectively avoided, and the user experience is improved.
Fig. 2 is a flowchart of another method for determining a pre-engagement point of a dual clutch gear provided in an embodiment of the present invention, where the embodiment and the method for determining a pre-engagement point of a dual clutch gear in the foregoing embodiment belong to the same inventive concept, and a process of acquiring idle speed data, a speed compensation value, and a gear speed ratio corresponding to a current gear of an engine when a dual clutch transmission is in a brake downshift is further described on the basis of the foregoing embodiment.
As shown in fig. 2, the method for determining the pre-engagement point of the double clutch gears comprises the following steps:
s210, obtaining the oil temperature for recovering oil supply of the current engine, the current gear data and configuration information, wherein the configuration information comprises idle speed configuration information, rotating speed compensation configuration information and gear speed ratio configuration information.
The idle configuration information and the current engine oil temperature for recovering oil supply are used for determining the idle speed data of the current engine.
The speed compensation configuration information is used to determine a speed compensation value for the engine, preferably 100 rpm.
The gear speed ratio configuration information is used for determining a gear speed ratio corresponding to the current gear of the engine, and comprises a gear speed ratio corresponding to each gear.
S220, extracting idling speed data from idling configuration information according to the current oil supply oil temperature recovery temperature of the engine and the current gear data; extracting a rotating speed compensation value corresponding to the current gear data from the rotating speed compensation configuration information; and extracting a gear speed ratio corresponding to the current gear data from the gear speed configuration information. The idle speed configuration information comprises at least one idle speed field, at least one gear field and idle speed data of the at least one idle speed field corresponding to the at least one gear field.
Different engine return fueling temperatures and engine modes correspond to different engine idle speeds. Optionally, the engine modes include: d (comfort mode), E (economy mode), S (sport mode), M (custom mode), where D and E are non-aggressive modes and S and M are aggressive modes. The idling speed of the engine is high at low temperature; and the oil supply recovery speed is low at high temperature. In the aggressive mode, the idling speed of the engine is high; in the non-aggressive mode, the engine idle speed is low.
In one embodiment, the idle speed field is the engine mode, for example, a brake downshift from 3 to 2 gears, and the idle configuration information is shown in table 1:
TABLE 1 Idle configuration information Table
Wherein the engine mode includes D/S/E/M and the engine oil temperature includes-30, 0, 30, 60, and 90 degrees Celsius. Therefore, the oil temperature for engine oil supply recovery in the D mode is 90 ℃, and the corresponding idle speed data is 800 rpm.
In one embodiment, the gear ratio configuration information is shown in table 2:
TABLE 2 Gear ratio configuration information Table
The gears comprise 7 gears, G1-G5 correspond to gears 1 to 5, G6 corresponds to a gear R, and G7 corresponds to a gear N; the speed ratio corresponding to 3 rd gear is 6.442.
And S230, determining initial output shaft rotating speed data according to the idle speed data, the rotating speed compensation value and the gear speed ratio corresponding to the current gear, and determining compensation output shaft rotating speed data according to the initial output shaft rotating speed data and the historical gear engaging average time.
In one embodiment, the oil temperature for engine oil supply recovery in the D mode is 90 degrees celsius, the corresponding idle speed data is 800 rpm, the speed ratio corresponding to 3-gear is 6.442, and the speed compensation value is 100 rpm. Calculating to obtain the data of the rotating speed of the initial output shaft as (800 + 100)/6.442 =139.7 rpm; the average time to historical engagement is shown in table 3:
TABLE 3 History average time of engagement
The oil temperature for recovering oil supply of the engine is 90 ℃, the average time of historical engaging corresponding to the target gear 2 is 0.45 seconds, in one embodiment, the change rate of the output shaft rotating speed = 300 rpm/second, and the output shaft rotating speed = 300 × 0.45 = 135 rpm lost in the shifting fork engaging process is compensated output shaft rotating speed data.
And S240, determining target output shaft rotating speed data according to the initial output shaft rotating speed data and the compensation output shaft rotating speed data.
In one embodiment, the target output shaft speed data is the sum of the initial output shaft speed data and the compensated output shaft speed data, i.e., 139.7+135=274.7 rpm.
And S250, taking the moment when the rotating speed data of the output shaft is reduced to be less than or equal to the target rotating speed data of the output shaft as a pre-engagement point of the double clutch gear.
According to the technical scheme of the embodiment of the invention, the oil temperature of the recovered oil supply of the current engine, the current gear data and the configuration information are obtained, wherein the configuration information comprises idle speed configuration information, rotating speed compensation configuration information and gear speed ratio configuration information; extracting idling speed data from idling configuration information according to the current oil supply oil temperature of the engine and the current gear data; extracting a rotating speed compensation value corresponding to the current gear data from the rotating speed compensation configuration information; and extracting a gear speed ratio corresponding to the current gear data from the gear speed configuration information. The idle speed configuration information comprises at least one idle speed field, at least one gear field and idle speed data corresponding to the at least one idle speed field and the at least one gear field; determining initial output shaft rotating speed data according to the idle rotating speed data, the rotating speed compensation value and the gear speed ratio corresponding to the current gear, and determining compensation output shaft rotating speed data according to the initial output shaft rotating speed data and historical gear engaging average time; determining target output shaft rotating speed data according to the initial output shaft rotating speed data and the compensation output shaft rotating speed data; and taking the moment when the rotating speed data of the output shaft is reduced to be less than or equal to the target rotating speed data of the output shaft as a pre-engagement point of the double clutch gear. According to the technical scheme of the embodiment of the invention, the pre-engagement operation of the target gear is completed by the transmission system in the reverse driving state, the switching noise of the transmission system caused by the engagement process of the target gear can be effectively avoided, and the user experience is improved.
Fig. 3 is a structural block diagram of a dual clutch gear pre-engagement point determining device according to an embodiment of the present invention, which is applicable to a dual clutch gear shifting scenario, and in particular, is more applicable to a dual clutch transmission in a brake downshift situation. The device can be realized in the form of hardware and/or software and is integrated in computer equipment with application development function.
As shown in fig. 3, the dual clutch gear pre-engagement point determination device includes:
the obtaining module 310 is configured to obtain idle speed data of an engine, a speed compensation value, and a gear speed ratio corresponding to a current gear when the dual clutch transmission is in a brake downshift condition.
The first speed determining module 320 is configured to determine initial output shaft speed data according to the idle speed data, the speed compensation value, and the gear speed ratio corresponding to the current gear, and determine compensated output shaft speed data according to the initial output shaft speed data and the historical average time for engaging the gear.
The second rotational speed determining module 330 is configured to determine target output shaft rotational speed data according to the initial output shaft rotational speed data and the compensated output shaft rotational speed data, where the target output shaft rotational speed is less than the current rotational speed of the clutch.
And the pre-engagement point determining module 340 is configured to determine a time when the output shaft rotation speed data is reduced to be less than or equal to the target output shaft rotation speed data as a dual clutch gear pre-engagement point.
Optionally, the obtaining module 310 is further configured to:
acquiring the oil temperature of the current engine oil supply recovery, the current gear data and configuration information, wherein the configuration information comprises idle speed configuration information, rotating speed compensation configuration information and gear speed ratio configuration information;
extracting idle speed data from idle configuration information according to the current engine oil supply temperature recovery and the current gear data; extracting a rotating speed compensation value corresponding to the current gear data from the rotating speed compensation configuration information; extracting a gear speed ratio corresponding to the current gear data from the gear speed configuration information; the idle speed configuration information comprises at least one idle speed field, at least one gear field and idle speed data of the at least one idle speed field corresponding to the at least one gear field.
Optionally, the first rotation speed determining module 320 is further configured to:
calculating the sum of idle speed data and a speed compensation value;
and calculating the ratio of the sum to the gear speed ratio of the current gear, and taking the ratio as initial output shaft rotating speed data.
Optionally, the second rotation speed determination module 330 is further configured to: and taking the sum of the initial output shaft rotating speed data and the compensation output shaft rotating speed data as target output shaft rotating speed data.
Optionally, the set operating condition includes: the method comprises the following steps that the opening degree of an accelerator pedal is zero, a brake pedal switch signal is enabled, the pressure of a brake master cylinder is larger than a set threshold value, target gear data are smaller than current gear data, and oil supply of an engine is not recovered.
Optionally, setting the operating condition further comprises: the oil temperature of the dual clutch transmission is within a set temperature range and the vehicle acceleration is within a set acceleration range.
According to the technical scheme of the embodiment of the invention, under the condition that the dual-clutch transmission is in braking downshift, idle speed data, a speed compensation value and a gear speed ratio corresponding to a current gear of the engine are obtained; determining initial output shaft rotating speed data according to the idle rotating speed data, the compensation output shaft rotating speed data and the gear speed ratio corresponding to the current gear, and determining the compensation output shaft rotating speed data according to the initial output shaft rotating speed data and the historical gear engaging average time; determining target output shaft rotating speed data according to the initial output shaft rotating speed data and the rotating speed compensation value, wherein the target output shaft rotating speed is less than the current rotating speed of the clutch; and taking the moment when the rotating speed data of the output shaft is reduced to be less than or equal to the target rotating speed data of the output shaft as a gear pre-engagement point of the double clutch. According to the technical scheme of the embodiment of the invention, the pre-engagement operation of the target gear is completed by the transmission system in the reverse driving state, the switching noise of the transmission system caused by the gear engagement process of the target gear can be effectively avoided, and the user experience is improved.
The double-clutch gear pre-engagement point determining device provided by the embodiment of the invention can execute the double-clutch gear pre-engagement point determining method provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.
Fig. 4 is a block diagram of a vehicle according to an embodiment of the present invention, and as shown in fig. 4, the vehicle 10 includes at least one processor 11, and a memory communicatively connected to the at least one processor 11, such as a Read Only Memory (ROM) 12, a Random Access Memory (RAM) 13, and the like, wherein the memory stores a computer program executable by the at least one processor, and the processor 11 can execute various suitable actions and processes according to the computer program stored in the Read Only Memory (ROM) 12 or the computer program loaded from the storage unit 18 into the Random Access Memory (RAM) 13. In the RAM 13, various programs and data necessary for the operation of the electronic apparatus 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other via a bus 14. An input/output (I/O) interface 15 is also connected to bus 14.
Various components in the vehicle 10 are connected to the I/O interface 15, including: an input unit 16 such as a keyboard or a mouse; an output unit 17 such as various types of displays or speakers; a storage unit 18 such as a magnetic disk or an optical disk; and a communication unit 19 such as a network card, modem, or wireless communication transceiver. The communication unit 19 allows the vehicle 10 to exchange information/data with other devices via a computer network such as the internet and/or various telecommunication networks.
The processor 11 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, a Digital Signal Processor (DSP), any suitable processor, controller or microcontroller, and so forth. The processor 11 performs the various methods and processes described above, such as the dual clutch gear pre-engagement point determination method.
In some embodiments, the dual clutch gear pre-engagement point determination method may be implemented as a computer program tangibly embodied on a computer readable storage medium, such as the memory unit 18. In some embodiments, part or all of the computer program may be loaded and/or installed on the vehicle 10 via the ROM 12 and/or the communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the dual clutch gear pre-shift point determination method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to execute the dual clutch gear pre-shift point determination method in any other suitable manner (e.g., by way of firmware).
Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuitry, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), system on a chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.
A computer program for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be performed. A computer program can execute entirely on a machine or partly on a machine, partly on a machine and partly on a remote machine or entirely on a remote machine or server as a stand-alone software package.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. A computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a Display device (e.g., a CRT (Cathode Ray Tube) or LCD (Liquid Crystal Display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic, speech, or tactile input.
It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present invention may be executed in parallel, sequentially, or in different orders, and are not limited herein as long as the desired results of the technical solution of the present invention can be achieved.
The above-described embodiments should not be construed as limiting the scope of the invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made, depending on design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A method for determining a pre-engagement point of a double clutch gear is characterized by comprising the following steps:
under the condition that the dual-clutch transmission is in braking downshift, acquiring idle speed data, a speed compensation value and a gear speed ratio corresponding to a current gear of the engine;
determining initial output shaft rotating speed data according to the idle rotating speed data, the rotating speed compensation value and the gear speed ratio corresponding to the current gear, and determining compensation output shaft rotating speed data according to the initial output shaft rotating speed data and historical gear engaging average time;
determining target output shaft rotating speed data according to the initial output shaft rotating speed data and the compensation output shaft rotating speed data, wherein the target output shaft rotating speed is less than the current rotating speed of the clutch;
and taking the moment when the output shaft rotating speed data is reduced to be less than or equal to the target output shaft rotating speed data as a double-clutch gear pre-engagement point.
2. The method of claim 1, wherein obtaining idle speed data, a speed compensation value and a gear speed ratio corresponding to a current gear of the engine when the dual clutch transmission is in a brake downshift comprises:
acquiring the oil temperature for recovering oil supply of the current engine, current gear data and configuration information, wherein the configuration information comprises idle speed configuration information, rotating speed compensation configuration information and gear speed ratio configuration information;
extracting idling speed data from the idling configuration information according to the current engine oil supply recovery temperature and the current gear data; extracting a rotating speed compensation value corresponding to the current gear data from the rotating speed compensation configuration information; extracting a gear speed ratio corresponding to the current gear data from the gear speed ratio configuration information; the idle configuration information comprises at least one idle speed field, at least one gear field and idle speed data corresponding to the at least one gear field in the at least one idle speed field.
3. The method of claim 1, wherein determining initial output shaft speed data based on the idle speed data, the speed compensation value, and the gear ratio corresponding to the current gear comprises:
calculating a sum of the idle speed data and the speed compensation value;
and calculating the ratio of the sum to the gear speed ratio of the current gear, and taking the ratio as initial output shaft rotating speed data.
4. The method of claim 1, wherein determining target output shaft speed data from the initial output shaft speed data and the compensated output shaft speed data comprises:
and taking the sum of the initial output shaft rotating speed data and the compensation output shaft rotating speed data as target output shaft rotating speed data.
5. The method of claim 1, wherein a set operating condition is met when the dual clutch transmission is in a brake downshift condition, the set operating condition comprising:
the method comprises the following steps that the opening degree of an accelerator pedal is zero, a brake pedal switch signal is enabled, the pressure of a brake master cylinder is larger than a set threshold value, target gear data are smaller than current gear data, and oil supply of an engine is not recovered.
6. The method of claim 5, wherein setting the operating condition further comprises:
the oil temperature of the dual clutch transmission is within a set temperature range and the vehicle acceleration is within a set acceleration range.
7. The method according to claim 5, wherein the current gear data is gear 3 and the target gear data is gear 2.
8. A double clutch gear pre-engagement point determining device is characterized by comprising:
the acquisition module is used for acquiring idle speed data, a speed compensation value and a gear speed ratio corresponding to a current gear of the engine under the condition that the dual-clutch transmission is in braking downshift;
the first rotating speed determining module is used for determining initial output shaft rotating speed data according to the idle rotating speed data, the rotating speed compensation value and the gear speed ratio corresponding to the current gear, and determining compensation output shaft rotating speed data according to the initial output shaft rotating speed data and historical gear engaging average time;
the second rotating speed determining module is used for determining target output shaft rotating speed data according to the initial output shaft rotating speed data and the compensation output shaft rotating speed data, and the target output shaft rotating speed is smaller than the current rotating speed of the clutch;
and the pre-engagement point determining module is used for taking the moment when the rotating speed data of the output shaft is reduced to be less than or equal to the target rotating speed data of the output shaft as a dual-clutch gear pre-engagement point.
9. A vehicle, characterized in that the vehicle comprises:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,
the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the dual clutch gear pre-engagement point determination method as claimed in any one of claims 1 to 7.
10. A computer readable storage medium having stored thereon computer instructions for causing a processor to execute a method for determining a dual clutch gear pre-engagement point as defined in any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211660307.5A CN115638243B (en) | 2022-12-23 | 2022-12-23 | Method and device for determining pre-engagement point of double clutch gear, vehicle and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211660307.5A CN115638243B (en) | 2022-12-23 | 2022-12-23 | Method and device for determining pre-engagement point of double clutch gear, vehicle and storage medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115638243A CN115638243A (en) | 2023-01-24 |
| CN115638243B true CN115638243B (en) | 2023-03-17 |
Family
ID=84949823
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211660307.5A Active CN115638243B (en) | 2022-12-23 | 2022-12-23 | Method and device for determining pre-engagement point of double clutch gear, vehicle and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115638243B (en) |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101486316A (en) * | 2009-02-26 | 2009-07-22 | 上海汽车集团股份有限公司 | Method for implementing shift jump and down shift functions of double clutch speed variator |
| DE102012200172B4 (en) * | 2012-01-09 | 2023-01-12 | Zf Friedrichshafen Ag | Method for operating a transmission device of a vehicle drive train with a prime mover |
| JP6337880B2 (en) * | 2015-12-24 | 2018-06-06 | トヨタ自動車株式会社 | Control device for vehicle drive device |
| CN107763200A (en) * | 2016-08-18 | 2018-03-06 | 上海汽车集团股份有限公司 | Double-clutch speed changer slides downshift control method and control device |
| KR102030144B1 (en) * | 2017-12-05 | 2019-10-08 | 현대자동차(주) | Method for controlling shifting of dct vehicle |
| CN111434549B (en) * | 2018-12-25 | 2021-08-20 | 长城汽车股份有限公司 | Vehicle control method and system and vehicle |
| CN109624686A (en) * | 2019-01-29 | 2019-04-16 | 浙江吉利汽车研究院有限公司 | A kind of hybrid power system and vehicle based on double clutch speed-changings |
-
2022
- 2022-12-23 CN CN202211660307.5A patent/CN115638243B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN115638243A (en) | 2023-01-24 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110230691B (en) | Vehicle and gear shifting control method and system of electronic clutch | |
| KR101500374B1 (en) | Method and system for controlling shift down of hybrid vehicle | |
| CN111439133B (en) | Vehicle torque control method, vehicle torque control device, computer equipment and storage medium | |
| CN110356252B (en) | Driving control method and device and computer readable storage medium | |
| CN113551032A (en) | Power upshift torque compensation control method for dual-clutch automatic transmission | |
| CN115638243B (en) | Method and device for determining pre-engagement point of double clutch gear, vehicle and storage medium | |
| CN105299210B (en) | A kind of automatic transmission parking downshift control method and system | |
| CN115143277B (en) | Gear shifting control method and system for double-clutch transmission, double-clutch transmission and automobile with double-clutch transmission | |
| CN114837836B (en) | Engine torque control method, device, equipment and medium | |
| CN114506329B (en) | Vehicle starting control method and system | |
| CN107487316B (en) | Vehicle gear shifting control method | |
| CN113266673B (en) | Gearbox pre-gear-shifting method, automobile and readable storage medium | |
| CN112228548B (en) | Method, device and equipment for controlling gear shifting force of dual-clutch transmission and storage medium | |
| CN115750777B (en) | Method, device, vehicle and storage medium for downshifting double clutch transmission | |
| CN115095652A (en) | EMS control method for optimizing DCT model low transmission oil temperature starting comfort | |
| CN114572188A (en) | Vehicle starting and downshifting cooperative control method and system and storage medium | |
| CN114962632B (en) | Method and device for determining gear shifting force, electronic equipment and storage medium | |
| CN110906000A (en) | Method for adjusting the fork synchronization position of a transmission and vehicle | |
| CN113928299B (en) | Vehicle control method and device, storage medium and electronic equipment | |
| CN217177369U (en) | Pre-gear-shifting system based on double-clutch automatic gearbox and automobile | |
| CN116691679A (en) | Vehicle extension start-stop control method, device, equipment and storage medium | |
| JP5811907B2 (en) | Control device for automatic transmission | |
| CN115257689A (en) | Automobile control method, device, medium and electronic equipment | |
| CN116677775A (en) | Vehicle gear shifting method and device, electronic equipment and storage medium | |
| CN116557520A (en) | Gear shifting control method and device, vehicle and storage medium |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |