Dual-clutch transmission hill start control method, system, electronic device and storage medium with automatic parking system

Abstract

The present invention proposes a dual-clutch transmission hill start control method, system, electronic device and storage medium with an automatic parking system. The method includes: adding a torque control path during parking, considering closing the PID control torque path, and calculating the torque and engine speed change rate correction coefficient in combination with the engine torque change to improve the comfort of hill start parking and avoid stalling. The solution proposed by the present invention achieves fast clutch separation through the optimization of the transmission control strategy without changing the transmission hardware structure, thereby preventing the problems of stalling and stalling and improving the product's drivability and comfort.

Description

Technical Field

[0001] The present invention belongs to the field of automobiles, and in particular relates to a hill start control method, system, electronic equipment and storage medium for a dual clutch transmission with an automatic parking system. Background Art

[0002] With the development of radar, camera, vision and radar fusion technology, fully automatic parking system (APA) is gradually applied to various models. The fully automatic parking system has obvious advantages, helping novice drivers solve the parking difficulties in small spaces such as reverse parking / side parking, bringing convenience to the majority of novice drivers. However, all working conditions of the fully automatic parking system belong to low-speed conditions (generally requiring a speed of less than 3km / h), and supports automatic parking on roads with a slope of less than 10%. For the fully automatic parking system matched with a dual-clutch transmission, the various associated controllers of its longitudinal control (APA, EMS, TCU, ESC) have multiple control strategies that conflict with each other in the low-speed range. Combined with the increase in vehicle load during steering, the longitudinal control system integration and matching are difficult, especially the hill start control is particularly complex, which is one of the core issues in the development of the fully automatic parking system.

[0003] As we all know, when MT models start, the engine speed is low and the load resistance is weak, and the slope starting resistance increases the gravity component. During the low-speed starting and stopping process on the slope, the clutch / throttle control is not good, which can easily cause the engine to stall. For the low-speed control process of automatic transmissions matched with dual clutch transmissions (DCT), there will also be such problems. The fully automatic parking system was first applied to pure electric vehicles, and its strategy generally does not consider the transmission control system (TCU). Due to the complex control of the engine and transmission, it is very difficult to perform low-speed control in some special working conditions. Therefore, the transmission needs to develop a special control strategy according to the actual situation to match the fully automatic parking system.

[0004] The current technology transmission APA mode starting control strategy is as follows Figure 2 As shown:

[0005] The APA control system calculates the acceleration and target vehicle speed based on the slope and the planned path, and then requests torque from the EMS and deceleration from the ESC. The EMS (Engine Management System) back-calculates the virtual throttle opening based on the actual response torque, and the ESC (Electronic Stability Control System) back-calculates the brake master cylinder pressure based on the deceleration. The TCU determines whether to enter the start control based on the received virtual throttle opening and brake master cylinder pressure conditions, and calculates the clutch torque based on the virtual throttle opening, engine speed, engine torque, etc. to control the engine speed and transmit power.

[0006] Current technology APA mode starting transmission clutch torque control strategy, such as Figure 3 As shown, it is mainly divided into two stages:

[0007] Clutch torque (slow stage): This stage is composed of three factors: the initial torque of the clutch, the torque growth gradient calculated by the throttle opening, and the torque growth gradient calculated by the transmission oil temperature. It is mainly responsible for the vehicle's starting stage from static to dynamic. At this time, the vehicle's resistance load is large and the clutch is less engaged. The purpose is to increase the engine speed and enhance the engine's load resistance.

[0008] Clutch torque (fast stage): In this stage, the engine speed and engine torque have been steadily increased, the gearbox can smoothly transmit more power, and the clutch needs to be engaged quickly. In this stage, the PID torque calculated based on the difference between the actual engine speed and the target speed, the PID torque calculated based on the throttle opening correction, the PID torque calculated based on the engine speed change rate, and the torque calculated based on the engine torque change are loaded quickly to transmit power.

[0009] The schematic diagram of the current technical APA model start-up process is as follows Figure 4 shown. Summary of the invention

[0010] In order to solve the above technical problems, the present invention proposes a technical solution of a dual-clutch transmission hill start control method, system, electronic device and storage medium with an automatic parking system to solve the above technical problems.

[0011] A first aspect of the present invention discloses a hill start control method for a dual clutch transmission with an automatic parking system, the method comprising:

[0012] Step S1, the APA module calculates the acceleration according to the ramp and the planned path, then requests torque from the EMS, and then requests deceleration from the ESC;

[0013] Step S2, the EMS responds to the torque request of the APA module and reversely calculates the virtual throttle opening according to the actual engine torque; the ESC responds to the deceleration request of the APA module and reversely calculates the brake master cylinder pressure according to the actual deceleration;

[0014] Step S3, the EMS and ESC send the calculated virtual throttle opening and brake master cylinder pressure to the TCU via the CAN; when the brake master cylinder pressure < the first preset value, the virtual throttle opening > the second preset value, the TCU enters the starting control according to the received virtual throttle opening and brake master cylinder pressure;

[0015] Step S4, the TCU calculates the target speed according to the virtual throttle opening value, and controls the clutch engagement / disengagement to control the actual engine speed to be stable near the target speed;

[0016] Step S5: Clutch engagement / disengagement control strategy: includes two stages:

[0017] In the slow stage, calculate the first clutch torque:

[0018] The TCU calculates the first clutch torque according to the clutch initial torque, the torque growth gradient calculated by the throttle opening, and the torque growth gradient calculated by the transmission oil temperature;

[0019] In the fast stage, calculate the second clutch torque:

[0020] The TCU calculates the second clutch torque based on the PID torque calculated by the actual engine speed and the target speed, the PID torque calculated by the throttle opening correction, the PID torque calculated by the engine speed change rate, the torque calculated by the engine torque change, and the first clutch torque;

[0021] Step S6: Calculate the total clutch output torque according to the stage situation of step S5, the slope judgment condition and the stop sign condition.

[0022] According to the method of the first aspect of the present invention, in step S6, according to the stage condition, ramp judgment condition and stop sign condition of step S5, the method for calculating the total clutch output torque includes:

[0023] If it is not in the non-starting initial stage, that is, not the slow stage, the total clutch output torque is the second clutch torque.

[0024] According to the method of the first aspect of the present invention, in step S6, according to the stage condition, ramp judgment condition and stop sign condition of step S5, the method for calculating the total clutch output torque further includes:

[0025] If it is in the non-starting initial stage, that is, the slow stage, but the slope judgment condition and the stop sign condition are not met at the same time, the total clutch output torque is the first clutch torque.

[0026] According to the method of the first aspect of the present invention, in step S6, according to the stage condition, ramp judgment condition and stop sign condition of step S5, the method for calculating the total clutch output torque further includes:

[0027] If in the non-starting initial stage, i.e. the slow stage, the ramp judgment condition and the stop sign condition are met at the same time, the total clutch output torque is calculated based on the first clutch torque, the torque calculated by the engine torque change and the correction coefficient of the engine speed change rate.

[0028] According to the method of the first aspect of the present invention, in step S6, the method of calculating the total clutch output torque according to the first clutch torque, the torque calculated by the engine torque change and the correction coefficient of the engine speed change rate includes:

[0029] The total clutch output torque is the sum of the first clutch torque plus the torque calculated by the engine torque change multiplied by a correction coefficient of the engine speed change rate.

[0030] According to the method of the first aspect of the present invention, in step S6, the ramp judgment condition is:

[0031] The TCU calculates the slope according to the acceleration, and if the slope is greater than the third preset value, the ramp judgment condition is met.

[0032] According to the method of the first aspect of the present invention, in step S6, the stop sign condition is:

[0033] The APA module calculates the path and sends a stop signal to the TCU via the CAN network when preparing to stop.

[0034] A second aspect of the present invention discloses a dual-clutch transmission hill start control system with an automatic parking system, the system comprising:

[0035] A first processing module is configured such that the APA module calculates acceleration according to the ramp and the planned path, then requests torque from the EMS, and then requests deceleration from the ESC;

[0036] The second processing module is configured such that the EMS responds to the torque requested by the APA module and reversely calculates the virtual throttle opening according to the actual engine torque; the ESC responds to the deceleration of the APA module and reversely calculates the brake master cylinder pressure according to the actual deceleration;

[0037] The third processing module is configured such that the EMS and the ESC send the calculated virtual throttle opening and the brake master cylinder pressure to the TCU via the CAN; when the brake master cylinder pressure < the first preset value, the virtual throttle opening > the second preset value, the TCU enters the starting control according to the received virtual throttle opening and the brake master cylinder pressure;

[0038] The fourth processing module is configured such that the TCU calculates the target speed according to the virtual throttle opening value, and controls the clutch to engage / disengage to stabilize the actual engine speed near the target speed;

[0039] The fifth processing module is configured as a clutch engagement / disengagement control strategy: comprising two stages, a slow stage, and calculating the first clutch torque:

[0040] The TCU calculates a first clutch torque according to the clutch initial torque, the torque growth gradient calculated by the throttle opening, and the torque growth gradient calculated by the transmission oil temperature, wherein the first clutch torque is the sum of the clutch initial torque, the torque growth gradient calculated by the throttle opening, and the torque growth gradient calculated by the transmission oil temperature;

[0041] In the fast stage, calculate the second clutch torque:

[0042] The TCU calculates a second clutch torque based on a PID torque calculated from an actual engine speed and a target speed, a PID torque calculated from a throttle opening correction, a PID torque calculated from an engine speed change rate, a torque calculated from an engine torque change, and the first clutch torque, wherein the second clutch torque is the sum of the PID torque calculated from the actual engine speed and the target speed, the PID torque calculated from the throttle opening correction, the PID torque calculated from an engine speed change rate, the torque calculated from an engine torque change, and the torque calculated from the first clutch torque;

[0043] The sixth processing module is configured to calculate the total clutch output torque according to the phase condition of the fifth processing module, the slope judgment condition and the stop sign condition.

[0044] The third aspect of the present invention discloses an electronic device. The electronic device includes a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the steps of the hill start control method for a dual clutch transmission with an automatic parking system disclosed in any one of the first aspects of the present invention are implemented.

[0045] The fourth aspect of the present invention discloses a computer-readable storage medium. The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the hill start control method of a dual-clutch transmission with an automatic parking system disclosed in any one of the first aspects of the present invention are implemented.

[0046] The solution proposed in the present invention achieves rapid clutch separation by optimizing the transmission control strategy without changing the transmission hardware structure, thereby preventing stalling and flameout problems and improving product drivability and comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0048] Figure 1is a flow chart of a hill start control method for a dual clutch transmission with an automatic parking system according to an embodiment of the present invention;

[0049] Figure 2 APA mode starting control method flow chart according to the background technology;

[0050] Figure 3 A schematic diagram of a clutch torque calculation method according to the prior art;

[0051] Figure 4 A schematic diagram of the start-up process of the current APA model according to the background technology;

[0052] Figure 5 A schematic diagram of an optimized start-stop strategy according to an embodiment of the present invention;

[0053] Figure 6 Schematic diagram of the optimized APA mode starting process according to an embodiment of the present invention;

[0054] Figure 7 A structural diagram of a dual-clutch transmission hill start control system with an automatic parking system according to an embodiment of the present invention;

[0055] Figure 8 The figure is a structural diagram of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0057] A first aspect of the present invention discloses a hill start control method for a dual clutch transmission with an automatic parking system. Figure 1 : is a flow chart of a hill start control method for a dual clutch transmission with an automatic parking system according to an embodiment of the present invention, such as Figure 1 As shown, the method includes:

[0058] Step S1, the APA module calculates the acceleration according to the ramp and the planned path, then requests torque from the EMS, and then requests deceleration from the ESC;

[0059] Step S2, the EMS responds to the torque request of the APA module and reversely calculates the virtual throttle opening according to the actual engine torque; the ESC responds to the deceleration of the APA module and reversely calculates the brake master cylinder pressure according to the actual deceleration;

[0060] Step S3, the EMS and ESC send the calculated virtual throttle opening and brake master cylinder pressure to the TCU via the CAN; when the brake master cylinder pressure < the first preset value, the virtual throttle opening > the second preset value, the TCU enters the starting control according to the received virtual throttle opening and brake master cylinder pressure;

[0061] Step S4, the TCU calculates the target speed according to the virtual throttle opening value, and controls the clutch engagement / disengagement to control the actual engine speed to be stable near the target speed;

[0062] Step S5: Clutch engagement / disengagement control strategy: includes two stages:

[0063] In the slow stage, calculate the first clutch torque:

[0064] The TCU calculates a first clutch torque according to the clutch initial torque, the torque growth gradient calculated by the throttle opening, and the torque growth gradient calculated by the transmission oil temperature, wherein the first clutch torque is the sum of the clutch initial torque, the torque growth gradient calculated by the throttle opening, and the torque growth gradient calculated by the transmission oil temperature;

[0065] In the fast stage, calculate the second clutch torque:

[0066] The TCU calculates a second clutch torque based on a PID torque calculated from an actual engine speed and a target speed, a PID torque calculated from a throttle opening correction, a PID torque calculated from an engine speed change rate, a torque calculated from an engine torque change, and the first clutch torque, wherein the second clutch torque is the sum of the PID torque calculated from the actual engine speed and the target speed, the PID torque calculated from the throttle opening correction, the PID torque calculated from an engine speed change rate, the torque calculated from an engine torque change, and the torque calculated from the first clutch torque;

[0067] Step S6: Calculate the total clutch output torque according to the stage situation of step S5, the slope judgment condition and the stop sign condition.

[0068] In step S6, the total clutch output torque is calculated according to the stage condition of step S5, the slope judgment condition and the stop sign condition.

[0069] The ramp judgment condition is: the TCU calculates the slope according to the acceleration, and if the slope is greater than the third preset value, the ramp judgment condition is met;

[0070] The stop sign conditions are:

[0071] The APA module calculates the path and sends a stop signal to the TCU via the CAN network when preparing to stop;

[0072] In some embodiments, Figure 5 As shown, in step S6, according to the stage situation, ramp judgment condition and stop sign condition of step S5, the method for calculating the total clutch output torque includes:

[0073] If it is not in the non-starting initial stage, that is, the non-slow stage, the total clutch output torque is the second clutch torque;

[0074] If it is in the non-starting initial stage, that is, the slow stage, but the ramp judgment condition and the stop sign condition are not met at the same time, the total clutch output torque is the first clutch torque;

[0075] If the ramp judgment condition and the stop sign condition are satisfied at the same time in the non-starting initial stage, i.e., the slow stage, the total clutch output torque is calculated according to the first clutch torque, the torque calculated by the engine torque change, and the correction coefficient of the engine speed change rate;

[0076] The method for calculating the total clutch output torque according to the first clutch torque, the torque calculated by the engine torque change and the correction coefficient of the engine speed change rate includes:

[0077] The total clutch output torque is the sum of the first clutch torque plus the torque calculated by the engine torque change multiplied by a correction coefficient of the engine speed change rate.

[0078] The method of the present invention has the following beneficial effects:

[0079] 1. Add a torque calculation path. When it is determined that the APA system is going to stop, a new calculation path is selected according to the parking sign issued by the APA system. When it is not detected that the APA system has no intention to stop, the old calculation path is used.

[0080] 2. Add slope judgment, parking mark position and non-starting initial stage mark position judgment to prevent the APA system from mistakenly thinking that it wants to stop on a flat road or slope and failing to increase the clutch torque and transmit power in the initial stage of starting.

[0081] 3. Increase the correction factor of the torque calculated by engine torque change multiplied by the engine speed change rate. You can turn off PID, throttle and other control torques, and quickly adjust the clutch torque based only on the engine torque and engine speed change rate to quickly reduce the load.

[0082] 4. The clutch can quickly disengage the clutch torque according to the engine performance, which can better match the APA system. During the starting and stopping process, on a slope with a small slope, the clutch is slowly unloaded to avoid setbacks and abnormal noises; on a slope with a large slope, the clutch is quickly unloaded to avoid stalling problems, such as Figure 6 shown.

[0083] In summary, the solution proposed in the present invention can achieve rapid clutch separation through optimization of the transmission control strategy without changing the transmission hardware structure, thereby preventing stalling and flameout problems and improving product drivability and comfort.

[0084] A second aspect of the present invention discloses a dual-clutch transmission hill start control system with an automatic parking system. Figure 7 is a structural diagram of a dual clutch transmission hill start control system with an automatic parking system according to an embodiment of the present invention; Figure 7 As shown, the system 100 includes:

[0085] The first processing module 101 is configured such that the APA module calculates the acceleration according to the ramp and the planned path, then requests the torque from the EMS, and then requests the deceleration from the ESC;

[0086] The second processing module 102 is configured such that the EMS responds to the torque requested by the APA module and reversely calculates the virtual throttle opening according to the actual engine torque; the ESC responds to the deceleration of the APA module and reversely calculates the brake master cylinder pressure according to the actual deceleration;

[0087] The third processing module 103 is configured such that the EMS and the ESC send the calculated virtual throttle opening and the brake master cylinder pressure to the TCU via the CAN; when the brake master cylinder pressure < the first preset value, the virtual throttle opening > the second preset value, the TCU enters the starting control according to the received virtual throttle opening and the brake master cylinder pressure;

[0088] The fourth processing module 104 is configured such that the TCU calculates the target speed according to the virtual throttle opening value, and controls the clutch to engage / disengage to stabilize the actual engine speed near the target speed;

[0089] The fifth processing module 105 is configured as follows: a clutch engagement / disengagement control strategy includes two stages:

[0090] In the slow stage, calculate the first clutch torque:

[0091] The TCU calculates a first clutch torque according to the clutch initial torque, the torque growth gradient calculated by the throttle opening, and the torque growth gradient calculated by the transmission oil temperature, wherein the first clutch torque is the sum of the clutch initial torque, the torque growth gradient calculated by the throttle opening, and the torque growth gradient calculated by the transmission oil temperature;

[0092] In the fast stage, calculate the second clutch torque:

[0093] The TCU calculates a second clutch torque based on a PID torque calculated from an actual engine speed and a target speed, a PID torque calculated from a throttle opening correction, a PID torque calculated from an engine speed change rate, a torque calculated from an engine torque change, and the first clutch torque, wherein the second clutch torque is the sum of the PID torque calculated from the actual engine speed and the target speed, the PID torque calculated from the throttle opening correction, the PID torque calculated from an engine speed change rate, the torque calculated from an engine torque change, and the torque calculated from the first clutch torque;

[0094] The sixth processing module 106 is configured to calculate the total clutch output torque according to the phase condition of the fifth processing module, the slope judgment condition and the stop sign condition.

[0095] The third aspect of the present invention discloses an electronic device. The electronic device includes a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the steps of the hill start control method for a dual clutch transmission with an automatic parking system disclosed in any one of the first aspects of the present invention are implemented.

[0096] Figure 8 is a structural diagram of an electronic device according to an embodiment of the present invention, such as Figure 8 As shown, the electronic device includes a processor, a memory, a communication interface, a display screen and an input device connected via a system bus. Among them, the processor of the electronic device is used to provide computing and control capabilities. The memory of the electronic device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The communication interface of the electronic device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be achieved through WIFI, an operator network, near field communication (NFC) or other technologies. The display screen of the electronic device can be a liquid crystal display screen or an electronic ink display screen, and the input device of the electronic device can be a touch layer covered on the display screen, or a button, a trackball or a touch pad set on the housing of the electronic device, or an external keyboard, touch pad or mouse, etc.

[0097] Those skilled in the art will understand that Figure 8The structure shown in the figure is only a structural diagram of the part related to the technical solution of the present disclosure, and does not constitute a limitation on the electronic device to which the technical solution of the present application is applied. The specific electronic device may include more or fewer components than those shown in the figure, or combine certain components, or have a different component arrangement.

[0098] The fourth aspect of the present invention discloses a computer-readable storage medium. The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the hill start control method of a dual-clutch transmission with an automatic parking system disclosed in any one of the first aspects of the present invention are implemented.

[0099] Please note that the technical features of the above embodiments can be combined arbitrarily. In order to make the description concise, all possible combinations of the technical features in the above embodiments are not described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification. The above embodiments only express several implementation methods of the present application, and their descriptions are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that for ordinary technicians in this field, without departing from the concept of the present application, several variations and improvements can be made, which all belong to the scope of protection of the present application. Therefore, the scope of protection of the patent in this application shall be based on the attached claims.

Claims

1. A dual clutch transmission hill start control method with an automatic parking system, characterized in that: The method comprises: Step S1, the APA module calculates the acceleration according to the ramp and the planned path, then requests torque from the EMS, and then requests deceleration from the ESC; Step S2, the EMS responds to the torque request of the APA module and reversely calculates the virtual throttle opening according to the actual engine torque; the ESC responds to the deceleration request of the APA module and reversely calculates the brake master cylinder pressure according to the actual deceleration; Step S3, the EMS and ESC send the calculated virtual throttle opening and brake master cylinder pressure to the TCU via the CAN; when the brake master cylinder pressure < the first preset value, the virtual throttle opening > the second preset value, the TCU enters the starting control according to the received virtual throttle opening and brake master cylinder pressure; Step S4, the TCU calculates the target speed according to the virtual throttle opening value, and controls the clutch engagement / disengagement to control the actual engine speed to be stable near the target speed; Step S5: Clutch engagement / disengagement control strategy: includes two stages: In the slow stage, calculate the first clutch torque: The TCU calculates the first clutch torque according to the clutch initial torque, the torque growth gradient calculated by the throttle opening, and the torque growth gradient calculated by the transmission oil temperature; In the fast stage, calculate the second clutch torque: The TCU calculates the second clutch torque based on the PID torque calculated by the actual engine speed and the target speed, the PID torque calculated by the throttle opening correction, the PID torque calculated by the engine speed change rate, the torque calculated by the engine torque change, and the first clutch torque; Step S6: Calculate the total clutch output torque according to the stage situation of step S5, the slope judgment condition and the stop sign condition.

2. A dual clutch transmission hill start control method with an automatic parking system according to claim 1, characterized in that: In step S6, according to the stage condition, ramp judgment condition and stop sign condition of step S5, the method for calculating the total clutch output torque includes: If it is not in the non-starting initial stage, that is, not the slow stage, the total clutch output torque is the second clutch torque.

3. A dual clutch transmission hill start control method with an automatic parking system according to claim 2, characterized in that: In step S6, according to the stage condition, ramp judgment condition and stop sign condition of step S5, the method for calculating the total clutch output torque also includes: If it is in the non-starting initial stage, that is, the slow stage, but the slope judgment condition and the stop sign condition are not met at the same time, the total clutch output torque is the first clutch torque.

4. A dual clutch transmission hill start control method with an automatic parking system according to claim 3, characterized in that: In step S6, according to the stage condition, ramp judgment condition and stop sign condition of step S5, the method for calculating the total clutch output torque also includes: If in the non-starting initial stage, i.e. the slow stage, the ramp judgment condition and the stop sign condition are met at the same time, the total clutch output torque is calculated based on the first clutch torque, the torque calculated by the engine torque change and the correction coefficient of the engine speed change rate.

5. A dual clutch transmission hill start control method with an automatic parking system according to claim 4, characterized in that: In step S6, the method for calculating the total clutch output torque according to the first clutch torque, the torque calculated by the engine torque change and the correction coefficient of the engine speed change rate includes: The total clutch output torque is the sum of the first clutch torque plus the torque calculated by the engine torque change multiplied by a correction coefficient of the engine speed change rate.

6. The method for controlling a hill start of a dual clutch transmission with an automatic parking system according to claim 1, characterized in that: In step S6, the slope determination condition is: The TCU calculates the slope according to the acceleration, and if the slope is greater than the third preset value, the ramp judgment condition is met.

7. A dual clutch transmission hill start control method with an automatic parking system according to claim 1, characterized in that: In step S6, the stop sign condition is: The APA module calculates the path and sends a stop signal to the TCU via the CAN network when preparing to stop.

8. A dual clutch transmission hill start control system with an automatic parking system, characterized in that: The system comprises: A first processing module is configured such that the APA module calculates acceleration according to the ramp and the planned path, then requests torque from the EMS, and then requests deceleration from the ESC; The second processing module is configured such that the EMS responds to the torque requested by the APA module and reversely calculates the virtual throttle opening according to the actual engine torque; the ESC responds to the deceleration of the APA module and reversely calculates the brake master cylinder pressure according to the actual deceleration; The third processing module is configured such that the EMS and the ESC send the calculated virtual throttle opening and the brake master cylinder pressure to the TCU via the CAN; when the brake master cylinder pressure < the first preset value, the virtual throttle opening > the second preset value, the TCU enters the starting control according to the received virtual throttle opening and the brake master cylinder pressure; The fourth processing module is configured such that the TCU calculates the target speed according to the virtual throttle opening value, and controls the clutch to engage / disengage to stabilize the actual engine speed near the target speed; The fifth processing module is configured as follows: a clutch engagement / disengagement control strategy includes two stages: In the slow stage, calculate the first clutch torque: The TCU calculates a first clutch torque according to the clutch initial torque, the torque growth gradient calculated by the throttle opening, and the torque growth gradient calculated by the transmission oil temperature, wherein the first clutch torque is the sum of the clutch initial torque, the torque growth gradient calculated by the throttle opening, and the torque growth gradient calculated by the transmission oil temperature; In the fast stage, calculate the second clutch torque: The TCU calculates a second clutch torque based on a PID torque calculated from an actual engine speed and a target speed, a PID torque calculated from a throttle opening correction, a PID torque calculated from an engine speed change rate, a torque calculated from an engine torque change, and the first clutch torque, wherein the second clutch torque is the sum of the PID torque calculated from the actual engine speed and the target speed, the PID torque calculated from the throttle opening correction, the PID torque calculated from an engine speed change rate, the torque calculated from an engine torque change, and the torque calculated from the first clutch torque; The sixth processing module is configured to calculate the total clutch output torque according to the phase condition of the fifth processing module, the slope judgment condition and the stop sign condition.

9. An electronic device, characterized in that: The electronic device includes a memory and a processor, the memory stores a computer program, and when the processor executes the computer program, the steps in the hill start control method of a dual clutch transmission with an automatic parking system according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by the processor, the steps in the hill start control method of a dual-clutch transmission with an automatic parking system according to any one of claims 1 to 7 are implemented.

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