CN114704624A - Control method and control device for coaxial downshift of dual-clutch transmission and electronic device - Google Patents
Control method and control device for coaxial downshift of dual-clutch transmission and electronic device Download PDFInfo
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- CN114704624A CN114704624A CN202210320787.4A CN202210320787A CN114704624A CN 114704624 A CN114704624 A CN 114704624A CN 202210320787 A CN202210320787 A CN 202210320787A CN 114704624 A CN114704624 A CN 114704624A
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
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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
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
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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
- F16H2061/0075—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 a particular control method
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Abstract
The invention discloses a control method, a control device and an electronic device for coaxial downshift of a dual-clutch transmission. Wherein, the method comprises the following steps: acquiring a power state and a clutch temperature before the vehicle is downshifted, wherein the power state comprises a driving state and a non-driving state, and the clutch temperature is the maximum value of the odd clutch temperature and the even clutch temperature of the dual-clutch transmission; determining a coaxial downshift strategy for the dual clutch transmission based on the power state and the clutch temperature, wherein the coaxial downshift strategy includes at least one of: a power downshift strategy, a rapid power downshift strategy and a power interruption downshift strategy; control information is generated based on the in-line downshift strategy, the control information being used to adjust downshift timing of the dual clutch transmission. The invention solves the technical problem of overhigh temperature of the double-clutch transmission when the vehicle is downshifted.
Description
Technical Field
The invention relates to the technical field of clutch control, in particular to a control method, a control device and an electronic device for coaxial downshift of a dual-clutch transmission.
Background
The dual-clutch transmission is based on odd-even dual-shaft control and has the advantages of direct power transmission, rapid gear shifting and the like. The dual-shaft control power downshifting is divided into different-shaft downshifting and coaxial downshifting. The different shafts are downshifted quickly, and the heating value is low. The coaxial downshift is relatively slow, and needs to pass through an intermediate transition gear and then switch to a target gear from the transition gear. Because the coaxial downshift has long gear shifting time, large engine torque, large speed difference and large heat productivity, the continuous multiple coaxial downshifts easily cause the surface of the clutch to be overheated, a transmission control system can limit the torque according to the surface temperature of the clutch, the heat production is reduced by limiting the engine torque, and finally the vehicle running is limited.
In the prior art, in order to solve the overheating problem in the clutch surface process, the following method is generally adopted: and comparing the surface temperature value of the clutch with a preset value, forbidding coaxial downshift when the temperature exceeds a first preset value, and accelerating the gear shifting process by improving the change rate of the rotating speed of the engine, increasing the gear engaging force and the like when the temperature exceeds a second preset value. This scheme is because of the rotational speed adjustment process and the process of shifting mismatch lead to the engine to be in the poor state of rubbing of big speed for calorific capacity increases by a wide margin, and the power of putting into gear too big can lead to producing the noise scheduling problem of putting into gear, also can not avoid completely that clutch surface temperature lasts to rise, finally leads to driving to be limited. According to the method, the trial driving intention of a driver is limited when the temperature does not exceed the first preset value, the problems of gear engaging noise and gear shifting impact are caused when the temperature does not exceed the second preset value and the influence of the control method is controlled, and further temperature rise cannot be really avoided.
Aiming at the problem that the temperature of a double-clutch transmission is overhigh when a vehicle is downshifted in the prior art, an effective solution is not provided at present.
Disclosure of Invention
The embodiment of the invention provides a control method, a control device and an electronic device for coaxial downshift of a dual-clutch transmission, which at least solve the technical problem of overhigh temperature of the dual-clutch transmission when a vehicle downshifts.
According to an aspect of an embodiment of the present invention, there is provided a control method of a coaxial downshift of a dual clutch transmission, including: acquiring a power state and a clutch temperature before the vehicle is downshifted, wherein the power state comprises a driving state and a non-driving state, and the clutch temperature is the maximum value of the odd clutch temperature and the even clutch temperature of the dual-clutch transmission; determining a coaxial downshift strategy for the dual clutch transmission based on the power state and the clutch temperature, wherein the coaxial downshift strategy includes at least one of: a power downshift strategy, a rapid power downshift strategy and a power interruption downshift strategy; control information is generated based on the in-line downshift strategy, the control information being used to adjust downshift timing of the dual clutch transmission.
Optionally, determining a coaxial downshift strategy for the dual clutch transmission based on the power state and the clutch temperature includes: when the power state is a driving state and the temperature of the clutch is smaller than or equal to a first temperature threshold value, determining that the coaxial downshift strategy is a power downshift strategy; when the power state is a driving state and the clutch temperature is greater than a first temperature threshold and less than a second temperature threshold, determining that the coaxial downshift strategy is a quick power downshift strategy; when the power state is a driving state and the clutch temperature is greater than or equal to a second temperature threshold value, determining that the coaxial downshift strategy is a power interruption downshift strategy, wherein the first temperature threshold value is smaller than the second temperature threshold value; and in response to the power state being a non-driving state, determining the coaxial downshift strategy to be a power interruption downshift strategy.
Optionally, the downshift timing sequence of the fast power downshift strategy includes a first speed adjustment period, the first speed adjustment period lasts for a first preset duration, and the control information is generated based on the coaxial downshift strategy, including: under the condition that the coaxial downshift strategy is a quick power downshift strategy, collecting the rotating speed of an engine, and obtaining a first rotating speed, a sliding friction difference, a first oil filling time and a preset oil filling time, wherein the first rotating speed is the rotating speed of a clutch corresponding to a transition gear of the double-clutch transmission, the first oil filling time is the oil filling time of the clutch corresponding to the transition gear, and the preset oil filling time is less than a first preset time length; and generating first control information based on the preset oil filling time in response to the fact that the rotating speed of the engine is greater than the sum of the first rotating speed and the slip friction difference and the first oil filling time is greater than the preset oil filling time, wherein the first control information is used for determining the preset oil filling time to be a first preset duration.
Optionally, the downshift timing sequence of the fast power downshift strategy includes a rotation speed and torque adjustment period, the rotation speed and torque adjustment period lasts for a second preset time, the rotation speed and torque adjustment period is located after the first rotation speed adjustment period, and the control information is generated based on the coaxial downshift strategy, and the method further includes: acquiring a first temperature under the condition that the coaxial downshift strategy is a rapid power downshift strategy, wherein the first temperature is the clutch temperature of the dual-clutch transmission in a preset time period during the adjustment period of the rotating speed and the torque; acquiring a first torque, wherein the first torque is a clutch torque corresponding to a high gear of the dual-clutch transmission; determining a first temperature coefficient based on the first temperature; determining a first torque exchange time based on the first torque; determining a first adjustment duration based on the first temperature coefficient and the first torque exchange time; and generating second control information based on the first adjusting time length, wherein the second control information is used for determining the first adjusting time length as a second preset time length.
Optionally, the downshift timing sequence of the fast power downshift strategy includes a second rotation speed adjustment period, the second rotation speed adjustment period lasts for a third preset duration, the second rotation speed adjustment period is located after the rotation speed and torque adjustment period, and the control information is generated based on the coaxial downshift strategy, which further includes: under the condition that the coaxial downshift strategy is a rapid power downshift strategy, collecting the rotating speed of an engine, and obtaining a second rotating speed, a sliding friction difference, a second oil charge time and a preset oil charge time, wherein the second rotating speed is the rotating speed of a clutch corresponding to a target gear of the double-clutch transmission, the second oil charge time is the oil charge time of the clutch corresponding to the target gear, and the preset oil charge time is less than a third preset time length; and generating third control information based on the preset oil filling time in response to the fact that the rotating speed of the engine is greater than the sum of the second rotating speed and the slip friction difference and the second oil filling time is greater than the preset oil filling time, wherein the third control information is used for determining the preset oil filling time to be a third preset time length.
Optionally, the downshift timing sequence of the fast power downshift strategy includes a torque exchange period, the torque exchange period lasts for a fourth preset duration, the torque exchange period is located after the second rotational speed adjustment period, the control information is generated based on the coaxial downshift strategy, and the method further includes: acquiring a second temperature under the condition that the coaxial downshift strategy is a quick power downshift strategy, wherein the second temperature is the clutch temperature of the dual-clutch transmission in a preset time period when the dual-clutch transmission enters a torque exchange period; acquiring a second torque, wherein the second torque is a clutch torque corresponding to the transition gear; calculating a second temperature coefficient based on the second temperature; calculating a second torque exchange time according to the second torque; determining a second adjustment duration based on the second temperature coefficient and the second torque exchange time; and generating fourth control information based on the second adjustment time length, wherein the fourth control information is used for determining that the second adjustment time length is a fourth preset time length.
Optionally, the downshift timing of the power-off downshift strategy includes a third speed adjustment period, and the generating of the control information based on the coaxial downshift strategy further includes: acquiring a first pressure value, a second pressure value and a third pressure value, wherein the first pressure value is a half-combination point spring pressure value, the second pressure value is a preset hysteresis pressure value, and the third pressure value is a clutch pressure value; calculating the absolute value of the difference value between the first pressure value and the second pressure value as a gear-off pressure value; and generating fifth control information in response to the third pressure value being equal to the gear-off pressure value, wherein the fifth control information is used for controlling the engine to execute gear-off action.
Optionally, after the fifth control information is generated, the generating of the control information based on the coaxial downshift strategy further includes: acquiring a second rotating speed and a sliding friction difference, wherein the second rotating speed is the rotating speed of a clutch corresponding to a target gear of the dual-clutch transmission; calculating the sum of the second rotating speed and the slip-friction difference as a target rotating speed; collecting the rotating speed of an engine; and generating sixth control information in response to the rotating speed of the engine being equal to the target rotating speed, wherein the sixth control information is used for controlling the engine to finish the oil filling process in the third rotating speed adjusting period.
According to another aspect of the embodiments of the present invention, there is also provided a control apparatus for a coaxial downshift of a dual clutch transmission, including: the device comprises an acquisition module, a judgment module and a control module, wherein the acquisition module is used for acquiring a power state and a clutch temperature before the vehicle is downshifted, the power state comprises a driving state and a non-driving state, and the clutch temperature is the maximum value of the odd clutch temperature and the even clutch temperature of the dual-clutch transmission; a determination module configured to determine a coaxial downshift strategy for the dual clutch transmission based on the power state and the clutch temperature, wherein the coaxial downshift strategy includes at least one of: a power downshift strategy, a rapid power downshift strategy and a power interruption downshift strategy; the generation module is used for generating control information based on the coaxial downshift strategy, and the control information is used for adjusting the downshift time sequence of the dual-clutch transmission.
According to another aspect of the embodiments of the present invention, there is also provided an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor executes the control method for coaxial downshift of the dual clutch transmission through the computer program.
In the embodiment of the invention, a mode of acquiring the power state and the clutch temperature before the vehicle is downshifted is adopted, the coaxial downshift strategy of the dual-clutch transmission is determined according to the power state and the clutch temperature, and the control information is generated based on the coaxial downshift strategy and is used for adjusting the downshift time sequence of the dual-clutch transmission, so that the purpose of determining the downshift strategy in combination with the power state and the clutch temperature before the downshift is achieved, the technical effect of using different downshift strategies for different power states and different clutch temperature states is realized, the downshift time in the downshift process is effectively shortened, the heat productivity in the downshift process is reduced, and the technical problem of overhigh temperature of the dual-clutch transmission during the vehicle downshift is solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:
FIG. 1 is a block diagram of the hardware architecture of a computer terminal for a method of controlling a dual clutch transmission in-line downshift according to an alternative embodiment of the present invention;
FIG. 2 is a flowchart of a method of controlling a dual clutch transmission in-line downshift according to an alternate embodiment of the present invention;
FIG. 3 is a control flow diagram of a control method for a dual clutch transmission in-line downshift according to an alternate embodiment of the present invention;
FIG. 4 is a flow chart of a method of controlling a dual clutch transmission in-line downshift according to an alternative embodiment of the present invention;
FIG. 5 is a schematic illustration of the stages of a power downshift strategy according to an alternative embodiment of the present invention;
FIG. 6 is a schematic illustration of the stages of a power interrupt downshift strategy according to an alternative embodiment of the present invention;
FIG. 7 is a schematic illustration of the stages of a power interrupt downshift strategy according to an alternative embodiment of the present invention;
fig. 8 is a block diagram of a control apparatus for a coaxial downshift of a dual clutch transmission according to an alternative embodiment of the present invention.
Detailed Description
In order to make those skilled in the art better understand the technical solutions of the present invention, 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 should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above 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.
In accordance with one embodiment of the present invention, there is provided an embodiment of a method for controlling a dual clutch transmission in-line downshift, wherein the steps illustrated in the flowchart of the accompanying drawings may be implemented in a computer system, such as a set of computer-executable instructions, and wherein, although a logical order is illustrated in the flowchart, in some cases, the steps illustrated or described may be performed in an order different than presented herein.
The method embodiments may be performed in an electronic device or similar computing device that includes a memory and a processor in a vehicle. Taking the example of an electronic device operating on a vehicle, as shown in fig. 1, the electronic device of the vehicle may include one or more processors 102 (the processors may include, but are not limited to, Central Processing Units (CPUs), Graphics Processing Units (GPUs), Digital Signal Processing (DSP) chips, Microprocessors (MCUs), programmable logic devices (FPGAs), neural Network Processors (NPUs), Tensor Processors (TPUs), Artificial Intelligence (AI) type processors, etc.) and a memory 104 for storing data. Optionally, the electronic device of the automobile may further include a transmission device 106, an input-output device 108, and a display device 110 for communication functions. It will be understood by those skilled in the art that the structure shown in fig. 1 is merely an illustration and is not intended to limit the structure of the electronic device of the vehicle. For example, the electronic device of the vehicle may also include more or fewer components than described above, or have a different configuration than described above.
The memory 104 can be used for storing computer programs, for example, software programs and modules of application software, such as a computer program corresponding to the control method for the coaxial downshift of the dual clutch transmission in the embodiment of the present invention, and the processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, so as to implement the control method for the coaxial downshift of the dual clutch transmission. The memory 104 may include high speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include memory located remotely from the processor 102, which may be connected to the mobile terminal over a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The transmission device 106 is used for receiving or transmitting data via a network. Specific examples of the network described above may include a wireless network provided by a communication provider of the mobile terminal. In one example, the transmission device 106 includes a Network adapter (NIC), which can be connected to other Network devices through a base station so as to communicate with the internet. In one example, the transmission device may be a Radio Frequency (RF) module, which is used for communicating with the internet in a wireless manner.
The display device 110 may be, for example, a touch screen type Liquid Crystal Display (LCD) and a touch display (also referred to as a "touch screen" or "touch display screen"). The liquid crystal display may enable a user to interact with a user interface of the mobile terminal. In some embodiments, the mobile terminal has a Graphical User Interface (GUI) with which a user can interact by touching finger contacts and/or gestures on a touch-sensitive surface, where the human-machine interaction function optionally includes the following interactions: executable instructions for creating web pages, drawing, word processing, making electronic documents, games, video conferencing, instant messaging, emailing, call interfacing, playing digital video, playing digital music, and/or web browsing, etc., for performing the above-described human-computer interaction functions, are configured/stored in one or more processor-executable computer program products or readable storage media.
One of the methods for solving the problem of overheating of a power downshift clutch includes: prohibiting a coaxial power downshift when the clutch surface temperature does not exceed a first limit; the shifting process is accelerated when the clutch surface temperature exceeds a second limit. Wherein the first limit is less than the second limit. The method actively intervenes in the driving intention of a user in the initial stage, and accelerates the gear shifting process by improving the change rate of the engine speed, increasing the gear engaging force and the like in the later stage.
Another method for solving the problem of overheating of a power downshift clutch includes: after coaxial downshift, the gear shifting process is accelerated by directly adopting a power interruption mode. This scheme can lead to the power of acceleration process to descend to keep off and drive the impression relatively poor, and the vehicle can appear power interruption phenomenon, steps on whole car acceleration performance around the throttle and expects contrary with the driver, causes the driver perplexing. Therefore, under the condition of not interfering the intention of a driver, the problem of overheating of the surface of the coaxial power downshift clutch is solved, and the drivability of the whole vehicle is considered, so that the problem which needs to be solved urgently is solved.
A shift coordination control method of a dual clutch automatic transmission is disclosed in the prior art (CN105840808A), in which a shift schedule includes: the method comprises an idle stage, a clutch oil filling preparation stage, a torque exchange stage, a rotating speed adjustment stage and a rotating speed and torque simultaneous control stage.
The embodiment provides a control method for coaxial downshift of a dual-clutch transmission of an electronic device running in a vehicle, fig. 2 is a flow chart of the control method for coaxial downshift of the dual-clutch transmission according to one embodiment of the invention, and as shown in fig. 2, the flow chart comprises the following steps:
step S10, acquiring a power state and a clutch temperature before the vehicle is downshifted, wherein the power state comprises a driving state and a non-driving state, and the clutch temperature is the maximum value of the odd clutch temperature and the even clutch temperature of the dual clutch transmission;
the driving state comprises an acceleration state, and the non-driving state comprises a constant-speed sliding state. It should be noted that the non-driving state does not represent that the vehicle is stationary at the current position, and the power state before the downshift may be the vehicle driving state in the period before the downshift. The clutch temperature is the clutch surface temperature for the first cycle of initiating a coaxial downshift, typically a preset time period (10 ms). When the target gear calculated by the vehicle is not consistent with the current gear, the moment when the controller sends the coaxial downshift instruction is the moment when the coaxial downshift is started.
The power state is calculated by a power state determination module based on the engine torque. In another embodiment, the method of determining the power state is as follows: first, if one of the following conditions is satisfied when the engine is in a non-driving state, it is determined that the engine is in a driving state: if the engine torque is larger than the driving torque threshold value; and (II) if the engine torque is larger than the difference between the coasting torque threshold value and the coasting torque delay threshold value, and the accelerator is larger than an opening threshold value of a coasting drive. Secondly, if one of the following conditions is satisfied when the engine is in a driving state, the engine is determined to be in a non-driving state: if the engine torque is less than or equal to the coasting torque threshold value, and the engine is not in an overspeed protection state; and (II) if the engine torque is smaller than the driving torque threshold value and the accelerator is smaller than a driving sliding opening threshold value.
Step S20, determining a coaxial downshift strategy of the dual-clutch transmission according to the power state and the clutch temperature, wherein the coaxial downshift strategy comprises at least one of the following: a power downshift strategy, a rapid power downshift strategy and a power interruption downshift strategy;
step S30, generating control information based on the coaxial downshift strategy, wherein the control information is used for adjusting the downshift sequence of the dual-clutch transmission;
through the steps, the mode of obtaining the power state and the clutch temperature before the vehicle is downshifted is adopted, the coaxial downshift strategy of the double-clutch transmission is determined according to the power state and the clutch temperature, the control information is generated based on the coaxial downshift strategy and is used for adjusting the downshift time sequence of the double-clutch transmission, and the purpose of determining the downshift strategy by combining the power state and the clutch temperature before the downshift is achieved, so that the technical effect of using different downshift strategies for different power states and different clutch temperature states is achieved, the downshift time in the downshift process is effectively shortened, the heat productivity in the downshift process is reduced, and the technical problem that the temperature of the double-clutch transmission is too high during the vehicle downshift is solved. The downshift sequences include the duration and progress of the various stages of the coaxial downshift strategy.
In an alternative embodiment, a coaxial downshift strategy is determined according to two factors, namely a power state before downshift and a clutch temperature, and control information for adjusting a downshift time sequence is generated according to the selected coaxial downshift strategy, namely the internal stage duration of each downshift strategy is changed by adopting the technical scheme of the application, so that the problem that the use of a user is limited due to the fact that coaxial downshift is prevented only by setting a temperature threshold value in the prior art is effectively overcome. Furthermore, the internal stage duration of each downshift strategy is shortened, the calorific value of the surface temperature of the clutch can be obviously reduced, the gear shifting speed of a vehicle is improved, the defect that the surface temperature of the clutch is too high due to the fact that the gear shifting force is increased in the prior art is overcome, and the technical effects of rapid gear shifting and calorific value reduction are achieved. Optionally, the shift schedule of the power downshift strategy is idle, speed adjustment, speed and torque simultaneous adjustment, speed adjustment, torque exchange, and idle in sequence. Power is input from a high gear position of the transmission, and is finally output from a target gear position through a transition gear position, and the shift sequence of 7-gear down and 3-gear down in the coaxial downshift strategy is shown in the graph of FIG. 5.
Optionally, the shift schedule of the power-off downshift strategy is idle, speed adjustment, torque exchange, idle in sequence. Power is input from a high gear and is finally output from a target gear, and a shifting sequence of 7-gear and 6-gear in a power interruption and downshift strategy is shown in the figure 6. Fig. 7 shows the shift schedule for a 7-gear downshift and 5-gear downshift strategy.
The control method for the coaxial downshift of the dual-clutch transmission further comprises the following steps before the power state and the clutch temperature of the vehicle before the downshift are obtained: and the gear shifting coordination module determines a target gear (to-be-shifted gear) according to the current vehicle speed, the current gear, the opening degree of an accelerator pedal and a gear shifting rule. The vehicle speed is acquired by a vehicle speed sensor; the current gear is obtained by a gear sensor; the opening degree of an accelerator pedal is acquired by a pedal opening degree sensor; the gear shifting rule is a standard quantity, and the gear shifting rule outputs different vehicle speeds and gear shifting vehicle speeds related to accelerator opening degrees according to different driving modes. Alternatively, the shift schedule is a look-up table pre-stored in a memory class.
In step S20, a coaxial downshift strategy for the dual clutch transmission is determined based on the power state and the clutch temperature, comprising:
step S201, in response to the fact that the power state is the driving state and the temperature of the clutch is smaller than or equal to a first temperature threshold value, determining that the coaxial downshift strategy is a power downshift strategy;
the odd and even clutch surface temperatures are output from the system temperature model, i.e., clutch surface temperature T ═ max { odd clutch surface temperature, even clutch surface temperature }.
The first limit value T1 (the first temperature threshold) is a calibrated value, and is generally a clutch friction material temperature allowable limit value-safety margin value 1, the friction material allowable limit value is provided by a material supplier, and the safety margin value 1 is a calibrated value, and is generally between 100 ℃ and 120 ℃.
Step S202, when the power state is a driving state and the temperature of the clutch is larger than a first temperature threshold and smaller than a second temperature threshold, determining that the coaxial downshift strategy is a quick power downshift strategy;
step S203, in response to the power state being a driving state and the clutch temperature being greater than or equal to a second temperature threshold, determining that the coaxial downshift strategy is a power interruption downshift strategy, wherein the first temperature threshold is less than the second temperature threshold;
wherein, the second limit value 2 (second temperature threshold) is a calibration value, and is generally a clutch friction material temperature allowable limit value-a safety margin value 2, the friction material allowable limit value is provided by a material supplier, and the safety margin value 2 is a calibration value and is generally between 50 ℃ and 70 ℃.
And step S204, responding to the situation that the power state is a non-driving state, and determining that the coaxial downshift strategy is a power interruption downshift strategy.
By adopting the technical scheme of the embodiment, the driving state (power state) of the vehicle before stepping on the accelerator (before entering the downshift) is judged in real time by combining the surface temperature of the clutch. In the coaxial downshift process, when the surface temperature exceeds a first temperature threshold value, the heating value is reduced by accelerating the shift speed; when the surface temperature exceeds the second temperature threshold, the surface temperature is prevented from continuing to rise by interrupting the downshift. The technical scheme of this embodiment has compromise whole car driving nature simultaneously and has experienced, selects different downshifting modes according to the drive state before getting into coaxial downshifting, guarantees to step on the whole car acceleration performance before and after the throttle and accords with driver's expectation, effectively solves the overheated problem of clutch, avoids the surface temperature to last to rise the driving restriction that leads to, has accomplished to compromise whole car driving nature performance simultaneously.
In another alternative embodiment, a coaxial downshift strategy for a dual clutch transmission based on power state and clutch temperature is determined comprising: when the power state is a driving state and the temperature of the clutch is smaller than a first temperature threshold value, determining that the coaxial downshift strategy is a power downshift strategy; when the power state is a driving state and the clutch temperature is greater than or equal to a first temperature threshold value and is less than or equal to a second temperature threshold value, determining that the coaxial downshift strategy is a rapid power downshift strategy; and determining that the coaxial downshift strategy is a power interruption downshift strategy when the clutch temperature is greater than a second temperature threshold value in response to the power state being the driving state, wherein the first temperature threshold value is smaller than the second temperature threshold value. That is to say, the downshift strategies determined at the two points of the first temperature threshold and the second temperature threshold can be flexibly set.
Optionally, the downshift timing of the fast power downshift strategy includes a first rotational speed adjustment period, a rotational speed torque adjustment period, a second rotational speed adjustment period, and a torque exchange period that are connected without intervals.
In step S30, the downshift timing of the fast power downshift strategy includes a first speed adjustment period that lasts for a first preset duration, and the generating of the control information based on the coaxial downshift strategy includes:
under the condition that the coaxial downshift strategy is a quick power downshift strategy, collecting the rotating speed of an engine, and obtaining a first rotating speed, a sliding friction difference, a first oil filling time and a preset oil filling time, wherein the first rotating speed is the rotating speed of a clutch corresponding to a transition gear of the double-clutch transmission, the first oil filling time is the oil filling time of the clutch corresponding to the transition gear, and the preset oil filling time is less than a first preset time length;
and generating first control information based on the preset oil filling time in response to the fact that the rotating speed of the engine is greater than the sum of the first rotating speed and the slip friction difference and the first oil filling time is greater than the preset oil filling time, wherein the first control information is used for determining the preset oil filling time to be a first preset duration.
In an alternative embodiment, the downshift process is performed in the first speed adjustment period of the fast power downshift strategy, if the engine speed > the sum of the clutch speed (first speed) corresponding to the transition gear and the slip-friction difference, and meanwhile, the clutch oil filling time (first oil filling time) > t0 (preset oil filling time) corresponding to the transition gear is directly exited, and then the next speed and torque adjustment period is entered, otherwise, the downshift process is continued until the original first preset time period is ended. The oil filling process is to fill oil to the driving oil cylinder of the double clutches, so that the compression degree of the double clutches is adjusted. The engine speed is obtained by an engine speed sensor; the rotating speed of the transition gear clutch is acquired by a clutch rotating speed sensor; the slip-friction difference is a calibration value, and generally takes a value between 20rpm and 50 rpm; t0 is a calibration value, and is generally between 0.08s and 0.12 s.
For example, the first preset time period is 0.3s, the preset oil filling time is 0.1s, and when the first oil filling time is 0.2s, and the engine speed is greater than the sum of the first speed and the slip-friction difference while the first oil filling time is greater than 0.1s, the first preset time period is determined as 0.2s, so that the purpose of shortening the first speed adjustment period is achieved, and the technical effect of reducing the heat productivity is achieved.
In step S30, the downshift timing of the fast power downshift strategy includes a rotation speed and torque adjustment period that lasts for a second preset duration, the rotation speed and torque adjustment period is after the first rotation speed adjustment period, and the control information is generated based on the coaxial downshift strategy, and the method further includes:
acquiring a first temperature under the condition that the coaxial downshift strategy is a rapid power downshift strategy, wherein the first temperature is the clutch temperature of the dual-clutch transmission in a preset time period during the adjustment period of the rotating speed and the torque; acquiring a first torque, wherein the first torque is a clutch torque corresponding to a high gear of the dual-clutch transmission; determining a first temperature coefficient based on the first temperature; determining a first torque exchange time based on the first torque; determining a first adjustment duration based on the first temperature coefficient and the first torque exchange time;
optionally, the product of the first temperature coefficient and the first torque exchange time is calculated as the first adjustment duration.
And generating second control information based on the first adjusting time length, wherein the second control information is used for determining the first adjusting time length as a second preset time length.
In an alternative embodiment, the downshift process is in the speed and torque adjustment period of the fast power downshift strategy, and the system determines the execution time of the speed and torque adjustment period according to the clutch surface temperature value and the high gear clutch torque in the preset time period of entering the phase, wherein the speed and torque adjustment time (first adjustment time period) t is t1 xf. And if the actual adjusting time length of the rotating speed and the torque is longer than the first adjusting time length, finishing the rotating speed and torque adjusting period and entering a second rotating speed adjusting period.
Wherein the clutch surface temperature T ═ max { odd clutch surface temperature, even clutch surface temperature }. t1 (first torque exchange time) is a calibrated value associated with high range clutch torque, typically between 0.15s and 0.4 s. f (first temperature coefficient) is a calibrated value, related to the clutch surface temperature, f < 1.
In step S30, the downshift timing of the fast power downshift strategy includes a second rotation speed adjustment period that lasts for a third preset duration, the second rotation speed adjustment period is located after the rotation speed torque adjustment period, and the control information is generated based on the coaxial downshift strategy, and the method further includes:
under the condition that the coaxial downshift strategy is a rapid power downshift strategy, collecting the rotating speed of an engine, and obtaining a second rotating speed, a sliding friction difference, a second oil charge time and a preset oil charge time, wherein the second rotating speed is the rotating speed of a clutch corresponding to a target gear of the double-clutch transmission, the second oil charge time is the oil charge time of the clutch corresponding to the target gear, and the preset oil charge time is less than a third preset time length;
and generating third control information based on the preset oil filling time in response to the fact that the rotating speed of the engine is greater than the sum of the second rotating speed and the slip friction difference and the second oil filling time is greater than the preset oil filling time, wherein the third control information is used for determining the preset oil filling time to be a third preset time length.
In an alternative embodiment, the downshift process is performed during a second speed adjustment period of the fast power downshift strategy, where the high clutch pressure is a half-junction pressure, and the downshift action is directly performed and the target gear is pre-engaged. That is to say, the gear-shifting action is executed while the preset combination pressure still exists in the high-gear clutch, so that the technical effect of shortening the second rotating speed adjusting period can be realized, and the gear-shifting process cannot be influenced.
Optionally, the rotation speed conditions include that the engine rotation speed is greater than the sum of the clutch rotation speed (second rotation speed) corresponding to the target gear and the slip-friction difference, the clutch oil filling time (first oil filling time) > t0 (preset oil filling time) corresponding to the transition gear is directly exited, and then the next torque exchange period is entered, otherwise, the phase is continuously executed until the original third preset time period is ended. And the pressure of the half-joint point is the pressure value of a clutch spring during half linkage. The engine speed is acquired by an engine speed sensor. The rotating speed of the transition gear clutch is acquired by a clutch rotating speed sensor. The slip-friction difference is a calibration value, and generally takes a value between 20rpm and 50 rpm. t0 is a calibration value, and is generally between 0.08s and 0.12 s.
In step S30, the downshift timing of the fast power downshift strategy includes a torque exchange period that lasts for a fourth preset duration, the torque exchange period is after the second speed adjustment period, the control information is generated based on the coaxial downshift strategy, and the method further includes: acquiring a second temperature under the condition that the coaxial downshift strategy is a quick power downshift strategy, wherein the second temperature is the clutch temperature of the dual-clutch transmission in a preset time period when the dual-clutch transmission enters a torque exchange period; acquiring a second torque, wherein the second torque is a clutch torque corresponding to the transition gear; calculating a second temperature coefficient based on the second temperature; calculating a second torque exchange time according to the second torque; determining a second adjustment duration based on the second temperature coefficient and the second torque exchange time; and generating fourth control information based on the second adjustment time length, wherein the fourth control information is used for determining that the second adjustment time length is a fourth preset time length.
In an alternative embodiment, the downshift process is in the torque exchange period of the fast power downshift strategy, and the system determines the execution time of the phase according to the clutch surface temperature value in the preset time period of entering the phase and the transition gear clutch torque, and the rotating speed and torque adjusting time (second adjusting time period) t is t1 xf. If the actual interchange duration of torque is greater than the second adjustment duration, the torque interchange period is completed. Wherein the clutch surface temperature T ═ max { odd clutch surface temperature, even clutch surface temperature }. t1 (second torque exchange time) is a calibrated value, related to high range clutch torque, typically between 0.15s and 0.4 s. f (second temperature coefficient) is a calibrated value, related to the clutch surface temperature, f < 1.
Optionally, the downshift timing of the power-off downshift strategy includes a third speed adjustment period, and the generating of the control information based on the coaxial downshift strategy further includes: acquiring a first pressure value, a second pressure value and a third pressure value, wherein the first pressure value is a half-combination point spring pressure value, the second pressure value is a preset hysteresis pressure value, and the third pressure value is a clutch pressure value; calculating the absolute value of the difference value between the first pressure value and the second pressure value as a gear-off pressure value; and generating fifth control information in response to the third pressure value being equal to the gear-off pressure value, wherein the fifth control information is used for controlling the engine to execute gear-off action.
That is to say, when the clutch pressure value is reduced to the gear-off pressure value without waiting for the clutch pressure value to be reduced to zero, the engine executes the gear-off action, and the duration of the third rotating speed adjusting period is effectively shortened. The gear shifting action is to control a shifting fork to shift off a high gear and to shift on a coaxial target gear. After gear shifting is finished, the clutch starts to be filled with oil.
Optionally, after the fifth control information is generated, the generating of the control information based on the coaxial downshift strategy further includes: acquiring a second rotating speed and a sliding friction difference, wherein the second rotating speed is the rotating speed of a clutch corresponding to a target gear of the dual-clutch transmission; calculating the sum of the second rotating speed and the slip-friction difference as a target rotating speed; collecting the rotating speed of an engine; and generating sixth control information in response to the rotating speed of the engine being equal to the target rotating speed, wherein the sixth control information is used for controlling the engine to finish the oil filling process in the third rotating speed adjusting period.
Optionally, the engine enters a torque exchange period after an oil charging process in the third rotating speed adjustment period is finished, the torque of the target gear clutch is obtained, the torque of the target gear clutch is increased to the target torque according to a calibration rule, and the coaxial power interruption downshift is realized.
In an alternative embodiment, the power interrupt downshift strategy essentially comprises the steps of: (1) and a rotating speed adjusting stage: entering a rotating speed adjusting stage, rapidly reducing the pressure of the clutch in a torque transmission state to a smaller value P0(P0 is Pks-Phst), simultaneously executing a gear disengaging action, disengaging a high gear, engaging a coaxial target gear, and starting an oil filling process after the gear engagement is finished; the target rotating speed of the engine in the whole speed regulating process is equal to the rotating speed of the clutch of the target gear plus the sliding friction difference, and the response process is automatically controlled by the engine; and entering a torque exchange stage if the engine speed reaches the target speed and the clutch is filled with oil. Wherein Pks is the half-junction spring pressure value. Phst is a standard quantity and is a delayed pressure value, and 0.2bar-0.5bar is generally taken. (2) A torque exchange stage: at the moment, the torque of the high-gear clutch is 0, the torque of the target-gear clutch is increased to the target torque according to a calibrated rule, and the coaxial power is interrupted and the downshift is completed.
FIG. 3 is a general control flow diagram of a method for controlling a coaxial downshift in a dual clutch transmission according to an alternate embodiment of the present invention.
FIG. 4 is a control flow diagram of a fast power downshift strategy for a dual clutch transmission in-line downshift according to an alternative embodiment of the present invention.
Fig. 8 is a block diagram of a control apparatus for a coaxial downshift of a dual clutch transmission according to an embodiment of the present invention, as shown in fig. 8, the apparatus including:
the acquiring module 51 is used for acquiring a power state and a clutch temperature before the vehicle is downshifted, wherein the power state comprises a driving state and a non-driving state, and the clutch temperature is the maximum value of the odd clutch temperature and the even clutch temperature of the dual clutch transmission;
a determination module 52 for determining a coaxial downshift strategy for the dual clutch transmission based on the power state and the clutch temperature, wherein the coaxial downshift strategy includes at least one of: a power downshift strategy, a rapid power downshift strategy and a power interruption downshift strategy;
a generating module 53 for generating control information based on a coaxial downshift strategy, the control information being used to adjust a downshift timing of the dual clutch transmission.
Through the steps, the mode of obtaining the power state and the clutch temperature before the vehicle is downshifted is adopted, the coaxial downshift strategy of the double-clutch transmission is determined according to the power state and the clutch temperature, the control information is generated based on the coaxial downshift strategy and is used for adjusting the downshift time sequence of the double-clutch transmission, and the purpose of determining the downshift strategy by combining the power state and the clutch temperature before the downshift is achieved, so that the technical effect of using different downshift strategies for different power states and different clutch temperature states is achieved, the downshift time in the downshift process is effectively shortened, the heat productivity in the downshift process is reduced, and the technical problem that the temperature of the double-clutch transmission is too high during the vehicle downshift is solved.
It should be noted that, the above modules may be implemented by software or hardware, and for the latter, the following may be implemented, but not limited to: the modules are all positioned in the same processor; alternatively, the modules are respectively located in different processors in any combination.
Embodiments of the present invention also provide a storage medium having a computer program stored therein, wherein the computer program is arranged to perform the steps of any of the above method embodiments when executed.
Alternatively, in the present embodiment, the storage medium may be configured to store a computer program for executing the steps of:
step S1, acquiring a power state and a clutch temperature before the vehicle is downshifted, wherein the power state comprises a driving state and a non-driving state, and the clutch temperature is the maximum value of the odd clutch temperature and the even clutch temperature of the dual clutch transmission;
step S2, determining a coaxial downshift strategy of the dual-clutch transmission according to the power state and the clutch temperature, wherein the coaxial downshift strategy comprises at least one of the following: a power downshift strategy, a rapid power downshift strategy and a power interruption downshift strategy;
step S3, generating control information based on the coaxial downshift strategy, wherein the control information is used for adjusting the downshift sequence of the dual-clutch transmission;
embodiments of the present invention also provide a processor arranged to run a computer program to perform the steps of any of the above method embodiments.
Optionally, in this embodiment, the processor may be configured to execute the following steps by a computer program:
step S1, acquiring a power state and a clutch temperature before the vehicle is downshifted, wherein the power state comprises a driving state and a non-driving state, and the clutch temperature is the maximum value of the odd clutch temperature and the even clutch temperature of the dual clutch transmission;
step S2, determining a coaxial downshift strategy of the dual-clutch transmission according to the power state and the clutch temperature, wherein the coaxial downshift strategy comprises at least one of the following: a power downshift strategy, a rapid power downshift strategy and a power interruption downshift strategy;
step S3, generating control information based on the coaxial downshift strategy, wherein the control information is used for adjusting the downshift sequence of the dual-clutch transmission;
embodiments of the present invention also provide an electronic device, comprising a memory and a processor, wherein the memory stores a computer program, and the processor is configured to execute the computer program to perform the steps of any of the above method embodiments.
Optionally, in this embodiment, the processor may be configured to execute the following steps by a computer program:
step S1, acquiring a power state and a clutch temperature before the vehicle is downshifted, wherein the power state comprises a driving state and a non-driving state, and the clutch temperature is the maximum value of the odd clutch temperature and the even clutch temperature of the dual clutch transmission;
step S2, determining a coaxial downshift strategy of the dual-clutch transmission according to the power state and the clutch temperature, wherein the coaxial downshift strategy comprises at least one of the following: a power downshift strategy, a rapid power downshift strategy and a power interruption downshift strategy;
step S3, generating control information based on the coaxial downshift strategy, wherein the control information is used for adjusting the downshift sequence of the dual-clutch transmission;
optionally, for a specific example in this embodiment, reference may be made to the examples described in the above embodiment and optional implementation, and this embodiment is not described herein again.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
In the above embodiments of the present invention, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
In the embodiments provided in the present application, it should be understood that the disclosed technology can be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, a division of a unit may be a division of a logic function, and an actual implementation may have another division, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or may not be executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, units or modules, and may be in an electrical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit may be implemented in the form of hardware, or may also be implemented in the form of a software functional unit.
The integrated unit, if implemented in the form of a software functional unit 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 Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.
Claims (10)
1. A method of controlling a coaxial downshift in a dual clutch transmission, comprising:
acquiring a power state and a clutch temperature before a vehicle is downshifted, wherein the power state comprises a driving state and a non-driving state, and the clutch temperature is the maximum value of the odd clutch temperature and the even clutch temperature of the dual-clutch transmission;
determining a coaxial downshift strategy for the dual clutch transmission based on the power state and the clutch temperature, wherein the coaxial downshift strategy includes at least one of: a power downshift strategy, a rapid power downshift strategy and a power interruption downshift strategy;
generating control information based on the coaxial downshift strategy, the control information being used to adjust a downshift timing of the dual clutch transmission.
2. The method of claim 1, wherein determining a coaxial downshift strategy for the dual clutch transmission based on the power state and the clutch temperature comprises:
in response to the power state being the driving state and the clutch temperature being less than or equal to a first temperature threshold, determining the coaxial downshift strategy to be the power downshift strategy;
when the power state is the driving state and the clutch temperature is greater than the first temperature threshold and less than a second temperature threshold, determining that the coaxial downshift strategy is the rapid power downshift strategy;
determining the in-line downshift strategy to be the power-off downshift strategy when the clutch temperature is greater than or equal to the second temperature threshold in response to the power state being the drive state, wherein the first temperature threshold is less than the second temperature threshold;
in response to the power state being the non-driving state, determining the on-axis downshift strategy to be the power-off downshift strategy.
3. The method of claim 1, wherein the downshift sequence of the fast power downshift strategy includes a first speed adjustment period that lasts for a first preset duration, generating control information based on the coaxial downshift strategy comprising:
under the condition that the coaxial downshift strategy is the rapid power downshift strategy, collecting the rotating speed of an engine, and obtaining a first rotating speed, a slip friction difference, a first oil filling time and a preset oil filling time, wherein the first rotating speed is the rotating speed of a clutch corresponding to a transition gear of the dual-clutch transmission, the first oil filling time is the oil filling time of the clutch corresponding to the transition gear, and the preset oil filling time is less than a first preset time length;
and responding to the condition that the rotating speed of the engine is greater than the sum of the first rotating speed and the sliding friction difference and the first oil filling time is greater than the preset oil filling time, and generating first control information based on the preset oil filling time, wherein the first control information is used for determining the preset oil filling time as the first preset time.
4. The method of claim 3, wherein the downshift timing of the fast power downshift strategy includes a speed-torque adjustment period that lasts for a second preset length of time, the speed-torque adjustment period being subsequent to the first speed adjustment period, generating control information based on the coaxial downshift strategy, further comprising:
acquiring a first temperature under the condition that the coaxial downshift strategy is the rapid power downshift strategy, wherein the first temperature is the clutch temperature in a preset time period when the dual-clutch transmission enters the rotating speed and torque adjusting period;
acquiring a first torque, wherein the first torque is a clutch torque corresponding to a high gear of the dual-clutch transmission;
determining a first temperature coefficient based on the first temperature;
determining a first torque exchange time based on the first torque;
determining a first adjustment duration based on the first temperature coefficient and the first torque exchange time;
and generating second control information based on the first adjusting time length, wherein the second control information is used for determining that the first adjusting time length is the second preset time length.
5. The method of claim 4, wherein the downshift timing of the fast power downshift strategy includes a second speed adjustment period that lasts for a third preset length of time, the second speed adjustment period following the speed-torque adjustment period, the generating control information based on the coaxial downshift strategy further comprising:
acquiring the rotating speed of the engine under the condition that the coaxial downshift strategy is the rapid power downshift strategy, and acquiring a second rotating speed, the sliding friction difference, a second oil charge time and the preset oil charge time, wherein the second rotating speed is the rotating speed of a clutch corresponding to a target gear of the dual-clutch transmission, the second oil charge time is the oil charge time of the clutch corresponding to the target gear, and the preset oil charge time is shorter than a third preset time length;
and in response to the fact that the engine rotating speed is greater than the sum of the second rotating speed and the sliding friction difference and the second oil filling time is greater than the preset oil filling time, generating third control information based on the preset oil filling time, wherein the third control information is used for determining that the preset oil filling time is the third preset time length.
6. The method of claim 5, wherein the downshift timing of the fast power downshift strategy includes a torque swap period that lasts for a fourth preset duration, the torque swap period following the second speed adjustment period, the generating control information based on the in-line downshift strategy further comprising:
acquiring a second temperature under the condition that the coaxial downshift strategy is the rapid power downshift strategy, wherein the second temperature is the clutch temperature of the dual-clutch transmission in the preset time period when the dual-clutch transmission enters the torque exchange period;
acquiring a second torque, wherein the second torque is a clutch torque corresponding to the transition gear;
calculating a second temperature coefficient based on the second temperature;
calculating a second torque exchange time according to the second torque;
determining a second adjustment period based on the second temperature coefficient and the second torque exchange time;
and generating fourth control information based on the second adjustment time length, wherein the fourth control information is used for determining that the second adjustment time length is the fourth preset time length.
7. The method of claim 1, wherein the downshift timing of the power-off downshift strategy includes a third speed adjustment period, generating control information based on the in-line downshift strategy, further comprising:
acquiring a first pressure value, a second pressure value and a third pressure value, wherein the first pressure value is a half-combination point spring pressure value, the second pressure value is a preset hysteresis pressure value, and the third pressure value is a clutch pressure value;
calculating the absolute value of the difference value between the first pressure value and the second pressure value as a gear-off pressure value;
and generating fifth control information in response to the third pressure value being equal to the gear-off pressure value, wherein the fifth control information is used for controlling an engine to execute gear-off action.
8. The method of claim 7, wherein generating control information based on the on-axis downshift strategy after generating fifth control information, further comprising:
acquiring a second rotating speed and a sliding friction difference, wherein the second rotating speed is the rotating speed of a clutch corresponding to a target gear of the dual-clutch transmission;
calculating the sum of the second rotating speed and the slip-friction difference as a target rotating speed;
collecting the rotating speed of an engine;
and generating sixth control information in response to the engine rotating speed being equal to the target rotating speed, wherein the sixth control information is used for controlling the engine to finish the oil filling process of the third rotating speed adjusting period.
9. A control apparatus for a coaxial downshift in a dual clutch transmission, comprising:
the device comprises an acquisition module, a judgment module and a control module, wherein the acquisition module is used for acquiring a power state and a clutch temperature before the vehicle is downshifted, the power state comprises a driving state and a non-driving state, and the clutch temperature is the maximum value of the odd clutch temperature and the even clutch temperature of the dual-clutch transmission;
a determination module to determine a coaxial downshift strategy for the dual clutch transmission based on the power state and the clutch temperature, wherein the coaxial downshift strategy includes at least one of: a power downshift strategy, a rapid power downshift strategy and a power interruption downshift strategy;
a generating module to generate control information based on the coaxial downshift strategy, the control information to adjust a downshift timing of the dual clutch transmission.
10. An electronic device comprising a memory and a processor, wherein the memory has a computer program stored therein, and the processor is configured to execute the computer program to perform the method of any of claims 1 to 8.
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| CN115285126A (en) * | 2022-07-22 | 2022-11-04 | 重庆青山工业有限责任公司 | Method for controlling slide downshift change intention of transmission |
| CN117847205A (en) * | 2024-03-07 | 2024-04-09 | 中国第一汽车股份有限公司 | Dual-clutch automatic transmission sliding friction control method and device and vehicle |
| WO2024164760A1 (en) * | 2023-02-06 | 2024-08-15 | 浙江吉利控股集团有限公司 | Gear-shifting control method, vehicle controller, and hybrid vehicle |
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| CN117847205A (en) * | 2024-03-07 | 2024-04-09 | 中国第一汽车股份有限公司 | Dual-clutch automatic transmission sliding friction control method and device and vehicle |
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