Control method for a double clutch transmission in a vehicle

Abstract

The application discloses a control method of a double-clutch transmission in a vehicle. The method comprises the following steps: acquiring an output shaft torque of the transmission in the vehicle; determining a maximum torque allowed to be transmitted by a current gear clutch in the double clutch based on the output shaft torque and an input shaft torque of the transmission under a current working state of the double clutch in the transmission; determining a rotation speed of the transmission based on the maximum torque allowed to be transmitted by the current gear clutch and the input shaft torque; and controlling the transmission to shift the vehicle based on the rotation speed. The application solves the technical problem of low accuracy of controlling the transmission.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically, to a control method for a dual-clutch transmission in a vehicle. Background Technology

[0002] Currently, powertrain systems typically employ dual-clutch transmissions to achieve uninterrupted gear shifting. However, current methods primarily focus on improving the execution precision of the controller, lacking a core control method for dynamic upshifting. Consequently, the technical challenge of low accuracy in controlling the transmission persists.

[0003] There is currently no effective solution to the problem of low accuracy in controlling the transmission in the existing technology. Summary of the Invention

[0004] This invention provides a control method for a dual-clutch transmission in a vehicle, which at least solves the technical problem of low accuracy in controlling the transmission.

[0005] According to one aspect of the present invention, a control method for a dual-clutch transmission in a vehicle is provided, comprising: acquiring the output shaft torque of the transmission in the vehicle; determining, based on the output shaft torque, the maximum torque allowed to be transmitted by the current gear clutch in the dual clutches and the input shaft torque of the transmission, under the current operating state of the dual clutches in the transmission; determining the speed of the transmission based on the maximum torque allowed to be transmitted by the current gear clutch and the input shaft torque; and controlling the transmission to change gears in the vehicle based on the speed.

[0006] Optionally, before determining the maximum allowable torque transmitted by the current gear clutch in the dual clutch and the input shaft torque of the transmission based on the output shaft torque, the method further includes: determining the operating state of the current gear clutch and the operating state of the target gear clutch in the dual clutch; and determining the current operating state of the dual clutch based on the operating state of the current gear clutch and the operating state of the target gear clutch.

[0007] Optionally, based on the operating state of the current gear clutch and the operating state of the target gear clutch, the current operating state of the dual clutch is determined, including: in response to the current gear clutch being in an engaged state and the target gear clutch being in a disengaged state, the current operating state is determined to be a first type of operating state.

[0008] Optionally, in the current operating state of the dual clutch in the transmission, determining the maximum torque that the current gear clutch in the dual clutch can transmit, and the input shaft torque of the transmission, based on the output shaft torque, includes: in response to the current operating state being a first type of operating state, determining the quotient between the output shaft torque and the current speed ratio of the transmission as the input shaft torque of the transmission, and the maximum torque that the current gear clutch can transmit is the same as the input shaft torque.

[0009] Optionally, based on the operating state of the current gear clutch and the operating state of the target gear clutch, the current operating state of the dual clutch is determined, including: in response to the current gear clutch being in the slipping stage and the target gear clutch being in the disengaged state, the current operating state of the dual clutch is determined to be a second type of operating state.

[0010] Optionally, in the current operating state of the dual clutch in the transmission, determining the maximum torque that the current gear clutch in the dual clutch can transmit, and the input shaft torque of the transmission, based on the output shaft torque, includes: in response to the current operating state being a second type of operating state, determining the quotient between the output shaft torque and the current speed ratio of the transmission as the maximum torque that the current gear clutch can transmit, and determining the difference between the maximum torque that the current gear clutch can transmit and the standard torque as the input shaft torque.

[0011] Optionally, based on the working state of the current gear clutch and the working state of the target gear clutch, the current working state of the dual clutch is determined, including: in response to the fact that both the working state of the current gear clutch and the working state of the target gear clutch are in a slipping state, and the current gear clutch and the target gear clutch are in an alternating engagement state, the current working state of the dual clutch is determined to be a third type of working state.

[0012] Optionally, in the current operating state of the dual clutch in the transmission, the maximum allowable torque transmitted by the current gear clutch and the input shaft torque of the transmission are determined based on the output shaft torque, including: in response to the current operating state being a third type of operating state, determining the maximum allowable torque transmitted by the current gear clutch as a target value, and determining the quotient between the output shaft torque and the target speed ratio of the transmission as the maximum allowable torque transmitted by the target gear clutch; and determining the sum of the maximum allowable torque transmitted by the current gear clutch, the maximum allowable torque transmitted by the target gear clutch, and the standard torque as the input shaft torque.

[0013] Optionally, based on the operating state of the current gear clutch and the operating state of the target gear clutch, the current operating state of the dual clutch is determined, including: in response to the current gear clutch being in a disengaged state and the target gear clutch being in an engaged state, the current operating state of the dual clutch is determined to be a fourth type of operating state.

[0014] Optionally, in the current operating state of the dual clutch in the transmission, the maximum torque that the current gear clutch in the dual clutch can transmit, and the input shaft torque of the transmission are determined based on the output shaft torque, including: in response to the current operating state being a fourth type of operating state, the quotient between the output shaft torque and the target speed ratio of the transmission is determined as the input shaft torque, and the maximum torque that the current gear clutch can transmit is the same as the input shaft torque.

[0015] According to another aspect of the present invention, a control device for a dual-clutch transmission in a vehicle is also provided, comprising: an acquisition unit for acquiring the output shaft torque of the transmission in the vehicle; a first determination unit for determining, based on the output shaft torque, the maximum torque allowed to be transmitted by the current gear clutch in the dual clutches and the input shaft torque of the transmission, under the current operating state of the dual clutches in the transmission; a second determination unit for determining the speed of the transmission based on the maximum torque allowed to be transmitted by the current gear clutch and the input shaft torque; and a control unit for controlling the transmission to change gears in the vehicle based on the speed.

[0016] According to another aspect of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the control method for a dual-clutch transmission in a vehicle according to the present invention.

[0017] According to another aspect of the present invention, a processor is also provided. The processor is used to run a program, wherein the program, when running, executes the control method for a dual-clutch transmission in a vehicle according to the embodiments of the present invention.

[0018] In this embodiment of the invention, the output shaft torque of the transmission in the vehicle is obtained; under the current operating state of the dual clutch in the transmission, the maximum torque allowed to be transmitted by the clutch in the current gear position of the dual clutch, and the input shaft torque of the transmission are determined based on the output shaft torque; the speed of the transmission is determined based on the maximum torque allowed to be transmitted by the clutch in the current gear position and the input shaft torque; and the transmission is controlled to change gears in the vehicle based on the speed. In other words, this embodiment of the invention, based on the current operating state of the dual clutch, determines the maximum torque (torque transmission capability) allowed to be transmitted by the clutch in the current gear position of the dual clutch corresponding to the output shaft torque and the input shaft torque of the transmission, and determines the clutch speed based on the maximum torque allowed to be transmitted by the clutch in the current gear position and the input shaft torque, thereby achieving the technical effect of accurately controlling the transmission and solving the technical problem of low accuracy in transmission control. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0020] Figure 1 This is a flowchart of a control method for a dual-clutch transmission in a vehicle according to an embodiment of the present invention;

[0021] Figure 2 This is a schematic diagram of a power system in a vehicle according to an embodiment of the present invention;

[0022] Figure 3 This is a schematic diagram of a control device for a dual-clutch transmission in a vehicle according to an embodiment of the present invention. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0024] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0025] Example 1

[0026] According to an embodiment of the present invention, an embodiment of a control method for a dual-clutch transmission in a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0027] Figure 1 This is a flowchart of a control method for a dual-clutch transmission in a vehicle according to an embodiment of the present invention, such as... Figure 1 The flowchart shown illustrates a method for controlling a device, which includes the following steps:

[0028] Step S102: Obtain the output shaft torque of the transmission in the vehicle.

[0029] In the technical solution provided by step S102 of the present invention, the output shaft torque of the transmission in the vehicle can be determined based on the driving needs of the driver in the vehicle, and the output shaft torque of the transmission can be obtained. The transmission can also be referred to as a transmission controller.

[0030] Step S104: Under the current operating state of the dual clutch in the transmission, determine the maximum torque that the current gear clutch in the dual clutch can transmit, and the input shaft torque of the transmission, based on the output shaft torque.

[0031] In the technical solution provided in step S104 of the present invention, the current operating state of the dual-clutch transmission in the gearbox can be determined. Different current operating states correspond to different calculation methods. Under the current operating state, the maximum allowable torque transmitted by the current gear clutch and the input shaft torque of the gearbox can be determined based on the output shaft torque. The current operating state can characterize different operating stages, including the current gear clutch engagement stage, the current gear clutch slippage stage, the alternating engagement stage between the current gear clutch and the target gear clutch, and the target gear clutch engagement stage, etc. These are merely examples and do not impose specific limitations on the current operating state. The maximum allowable torque transmitted by the current gear clutch can also be considered as the torque transmission capability of the current gear clutch.

[0032] Optionally, the current operating state of the dual clutches in the transmission can be determined. In the current operating state, the maximum torque that the current gear clutch in the dual clutches can transmit and the input shaft torque of the transmission can be determined based on the output shaft torque.

[0033] For example, when the current operating state of the dual-clutch transmission is that the current gear clutch is engaged and the target gear clutch is disengaged, the output shaft torque of the transmission equals the input shaft torque of the transmission multiplied by the current gear ratio. Given the maximum torque that the current gear clutch can transmit and the input shaft torque of the transmission, the input shaft torque of the transmission can be determined based on the output shaft torque, and the maximum torque that the current gear clutch can transmit can be determined based on the input shaft torque of the transmission.

[0034] Step S106: Determine the speed of the transmission based on the maximum torque that the clutch in the current gear can transmit and the input shaft torque.

[0035] In the technical solution of step S106 of the present invention, the maximum torque and input shaft torque that the current gear clutch is allowed to transmit are determined, and the speed of the transmission is controlled by controlling the maximum torque and input shaft torque that the current gear clutch is allowed to transmit.

[0036] Optionally, the vehicle controller can control the input shaft torque of the power motor and engine output transmission, thereby maintaining a fixed speed difference between the driving and driven parts of the current gear clutch to determine the transmission speed.

[0037] Optionally, the hybrid system may include an engine, a main clutch, a drive motor, a dual-clutch transmission, and a final drive. The dual-clutch transmission refers to a transmission with two clutches, one for odd-numbered gears and the other for even-numbered gears. During vehicle operation, when one clutch engages and transmits power, the other clutch disengages, not transmitting power, but the target gear is already engaged. Therefore, the maximum torque allowed to be transmitted by the clutch in the current gear and the input shaft torque can be used to determine the vehicle's speed, and the transmission can be used to control gear changes based on this speed.

[0038] Step S108: The vehicle is shifted based on the speed control transmission.

[0039] In the above-mentioned step S108 technical solution of the present invention, the transmission controller can control the speed of the transmission by controlling the input shaft torque and the transmission torque capability of the current gear clutch controller, and control the transmission to change the speed of the vehicle based on the speed.

[0040] Optionally, the characteristics of the dual clutch at each working stage are determined, and based on the characteristics of the clutch at each working stage, the speed of the transmission at different stages is determined, and the transmission can be controlled to change the speed of the vehicle based on the speed.

[0041] Optionally, a dynamic upshift control algorithm is proposed for the structural design of the dual-clutch transmission. This algorithm ensures uninterrupted power transmission and smooth, shock-free power delivery during upshifts. As the current clutch gradually disengages and the target clutch gradually engages, the output shaft torque can be determined through the dual clutches, thereby determining the transmission speed. Based on this speed control, the transmission shifts gears accordingly, ensuring that the output shaft torque remains stable during upshifts, resulting in uninterrupted power transmission and smooth, shock-free power delivery. This effectively improves vehicle performance and achieves accurate transmission control, solving the technical problem of low transmission control accuracy.

[0042] In the embodiments of the present invention, steps S102 to S108 above involve obtaining the output shaft torque of the transmission in the vehicle; under the current operating state of the dual clutches in the transmission, determining the maximum torque allowed to be transmitted by the clutch in the current gear position of the dual clutches, and the input shaft torque of the transmission, based on the output shaft torque; determining the transmission speed based on the maximum torque allowed to be transmitted by the clutch in the current gear position and the input shaft torque; and controlling the transmission to change gears in the vehicle based on the speed. In other words, the embodiments of the present invention, based on the current operating state of the dual clutches, determine the maximum torque (torque transmission capability) allowed to be transmitted by the clutch in the current gear position of the dual clutches corresponding to the output shaft torque, and the input shaft torque of the transmission; and determine the clutch speed based on the maximum torque allowed to be transmitted by the clutch in the current gear position and the input shaft torque, thereby achieving the technical effect of accurately controlling the transmission and solving the technical problem of low accuracy in transmission control.

[0043] The method described in this embodiment will be further described below.

[0044] As an optional embodiment, before determining the maximum allowable torque transmitted by the current gear clutch in the dual clutch and the input shaft torque of the transmission based on the output shaft torque, the method further includes: determining the operating state of the current gear clutch and the operating state of the target gear clutch in the dual clutch; and determining the current operating state of the dual clutch based on the operating state of the current gear clutch and the operating state of the target gear clutch.

[0045] In this embodiment, the operating states of the current gear clutch and the target gear clutch in a dual-clutch transmission can be determined. Based on these operating states, the current operating state of the dual-clutch transmission can be determined. The dual-clutch transmission can include a current gear clutch and a target gear clutch. The operating state of the current gear clutch can include current gear clutch engagement, current gear clutch slippage, alternating engagement of the current and target gear clutches, and target gear clutch engagement, etc. The operating state of the target gear clutch can include target gear clutch disengagement, target clutch slippage, and engagement, etc. It should be noted that the names of the operating states of the current and target gear clutches are merely illustrative and can be modified according to actual usage habits; no specific limitations are imposed here.

[0046] In this embodiment, based on the working state of the current gear clutch and the working state of the target gear clutch in the dual-clutch transmission, the entire process of rapid increase in input shaft torque during power upshifting is divided into multiple working states. Different calculation methods are determined based on the characteristics of the dual-clutch transmission under different working states, thereby achieving the goal of accurately controlling the transmission in the vehicle.

[0047] As an optional embodiment, the current operating state of the dual clutch is determined based on the operating state of the current gear clutch and the operating state of the target gear clutch, including: in response to the current gear clutch being in an engaged state and the target gear clutch being in a disengaged state, determining the current operating state as a first type of operating state.

[0048] In this embodiment, it is determined whether the current gear clutch is in an engaged state and whether the target gear clutch is in a disengaged state. In response to the current gear clutch being in an engaged state and the target gear clutch being in a disengaged state, the current operating state can be determined to be a first type of operating state. This first type of operating state can also be referred to as a first stage, which can be the stage where the current gear clutch is engaged and the target gear clutch is disengaged.

[0049] As an optional embodiment, in the current operating state of the dual clutch in the transmission, determining the maximum torque that the current gear clutch in the dual clutch can transmit, and the input shaft torque of the transmission, based on the output shaft torque, includes: in response to the current operating state being a first type of operating state, determining the quotient between the output shaft torque and the current speed ratio of the transmission as the input shaft torque of the transmission, and the maximum torque that the current gear clutch can transmit is the same as the input shaft torque.

[0050] In this embodiment, it is determined whether the current working state is a first type of working state. In response to the current working state being a first type of working state, the quotient between the output shaft torque and the current speed ratio of the transmission can be determined as the input shaft torque of the transmission. Since the maximum torque that the current gear clutch can transmit is the same as the input shaft torque, the maximum torque that the current gear clutch can transmit can be determined based on the input shaft torque.

[0051] Optionally, in the first type of operating state, the output shaft torque of the transmission can be set to equal the input shaft torque of the transmission multiplied by the current gear ratio. Here, the output shaft torque of the transmission is determined by the driver's needs and is a known quantity, thus the input shaft torque of the transmission can be determined based on the output shaft torque. The vehicle controller can control the input shaft torque of the transmission from the power motor and engine. Furthermore, the transmission controller can ensure that the transmission torque capability of the current gear clutch is equal to the transmission input shaft torque. Therefore, the transmission torque capability of the current gear clutch controller can be determined based on the input shaft torque. The transmission controller can then control the transmission speed by controlling the input shaft torque and the transmission torque capability of the current gear clutch controller.

[0052] As an optional embodiment, the current operating state of the dual clutch is determined based on the operating state of the current gear clutch and the operating state of the target gear clutch, including: in response to the current gear clutch being in the slipping stage and the target gear clutch being in the disengaged state, the current operating state of the dual clutch is determined to be a second type of operating state.

[0053] In this embodiment, it can be determined whether the current gear clutch is in the slipping stage (state) and whether the target gear clutch is in the disengaged state. In response to the current gear clutch being in the slipping stage and the target gear clutch being in the disengaged state, the current operating state of the dual-clutch system can be determined to be a second type of operating state. This second type of operating state can also be referred to as the second stage, which can be the stage where the current gear clutch is slipping and the target gear clutch is disengaged.

[0054] As an optional embodiment, in the current operating state of the dual clutch in the transmission, determining the maximum torque that the current gear clutch in the dual clutch is allowed to transmit, and the input shaft torque of the transmission, based on the output shaft torque, includes: in response to the current operating state being a second type of operating state, determining the quotient between the output shaft torque and the current speed ratio of the transmission as the maximum torque that the current gear clutch is allowed to transmit, and determining the difference between the maximum torque that the current gear clutch is allowed to transmit and the standard torque as the input shaft torque.

[0055] In this embodiment, when the current working state is determined to be the second type of working state, in response to the current working state being the second type of working state, the quotient between the output shaft torque and the current speed ratio of the transmission can be determined as the maximum torque that the current gear clutch is allowed to transmit, and the difference between the maximum torque that the current gear clutch is allowed to transmit and the standard torque can be determined as the input shaft torque.

[0056] Optionally, in the second type of operating state, when the transmission torque capacity of the current gear clutch is slightly lower than the input shaft torque of the transmission, the current gear clutch begins to slip, and the speed of the driving part of the current gear clutch is higher than that of the driven part. By controlling and adjusting the magnitude of the transmission torque capacity of the current gear clutch in real time, a fixed speed difference can be maintained between the driving and driven parts of the current gear clutch. Therefore, in the second type of operating state, the output shaft torque of the transmission can be set as: transmission torque capacity of the current gear clutch * current input gear ratio. The torque of the transmission output shaft is determined by the driver's demand and is a known quantity. Therefore, based on the above formula, the transmission torque capacity of the current gear clutch can be calculated.

[0057] Optionally, after determining the torque transmission capability of the current gear clutch, the transmission controller can control the current gear clutch to output the torque transmission capability of the current gear clutch.

[0058] Optionally, the vehicle controller controls the output of the power motor and engine, and controls the transmission input torque to be slightly higher than the unknown torque transmission capability of the current gear clutch. This maintains a fixed speed difference between the driving and driven parts of the current gear clutch. In other words, the difference between the maximum allowable torque transmitted by the current gear clutch and the standard torque can be determined as the input shaft torque. The standard torque can be a value determined experimentally or empirically, such as 5 N·m. It should be noted that this is only an example and does not impose specific restrictions on the method or magnitude of obtaining the standard torque.

[0059] For example, the torque transmission capability of the current gear clutch can be set to be slightly lower than the input shaft torque of the transmission by 5 Nm. In this case, the current gear clutch will begin to slip, and the speed of the driving part of the current gear clutch will be higher than that of the driven part. By controlling and adjusting the torque transmission capability of the current gear clutch in real time, a fixed speed difference (e.g., 100 rpm) can be maintained between the driving and driven parts of the current gear clutch. The output shaft torque of the transmission can be obtained. Based on the formula: Output shaft torque of the transmission = Torque transmission capability of the current gear clutch * Current gear ratio, the torque transmission capability of the current gear clutch can be determined. The transmission controller can control the output torque of the current gear clutch based on the calculated torque transmission capability. The vehicle controller can control the input shaft torque of the transmission from the power motor and engine. This input shaft torque is slightly higher than the torque transmission capability of the current gear clutch; for example, the input shaft torque can be a standard torque (5 Nm) greater than the torque transmission capability of the current gear clutch, thereby maintaining a fixed speed difference (100 rpm) between the driving and driven parts of the current gear clutch.

[0060] As an optional embodiment, the current operating state of the dual clutch is determined based on the operating state of the current gear clutch and the operating state of the target gear clutch, including: in response to the fact that both the operating state of the current gear clutch and the operating state of the target gear clutch are in a slipping state, and the current gear clutch and the target gear clutch are in an alternating engagement state, the current operating state of the dual clutch is determined to be a third type of operating state.

[0061] In this embodiment, the operating states of the current gear clutch and the target gear clutch can be determined. It can be further determined whether both the current and target gear clutches are in a slipping state and whether they are in an alternating engagement state. If both the current and target gear clutches are in a slipping state and are in an alternating engagement state, the current operating state of the dual clutches can be determined to be a third type of operating state. This third type of operating state can also be referred to as the third stage, which can refer to the stage where the current and target gear clutches are alternately engaged and both clutches are slipping simultaneously.

[0062] As an optional embodiment, in the current operating state of the dual clutches in the transmission, determining the maximum allowable torque transmitted by the current gear clutch and the input shaft torque of the transmission based on the output shaft torque includes: in response to the current operating state being a third type of operating state, determining the maximum allowable torque transmitted by the current gear clutch as a target value, and determining the quotient between the output shaft torque and the target speed ratio of the transmission as the maximum allowable torque transmitted by the target gear clutch; and determining the sum of the maximum allowable torque transmitted by the current gear clutch, the maximum allowable torque transmitted by the target gear clutch, and the standard torque as the input shaft torque.

[0063] In this embodiment, if the current operating state is a third type of operating state, in response to this, the maximum allowable torque transmitted by the current gear clutch can be determined as the target value, and the quotient between the output shaft torque and the target speed ratio of the transmission can be determined as the maximum allowable torque transmitted by the target gear clutch. The sum of the maximum allowable torque transmitted by the current gear clutch, the maximum allowable torque transmitted by the target gear clutch, and the standard torque can be determined as the input shaft torque. The target value can be a preset value, such as 0; this is merely an example, and no specific limitation is made on the magnitude of the target value.

[0064] Optionally, in the third type of operating state, the torque transmission capability of the current gear clutch is controlled to decrease to a target value (e.g., 0) at a certain slope, and the torque transmission capability of the target gear clutch is controlled to increase from 0 to a certain value. The output shaft torque of the transmission can be set as: Torque transmission capability of the current gear clutch * Current gear ratio + Torque transmission capability of the target gear clutch * Target gear ratio. Here, the current gear ratio, also known as the vehicle rotational ratio, refers to the ratio of the rotational speeds of the two rotating mechanisms in the transmission system, and can be determined by measurement. The target gear ratio can be a value preset based on experiments or experience; this is only an example, and no specific restrictions are placed on the method of determining the target gear ratio.

[0065] Optionally, the output shaft torque of the transmission can be determined according to the driver's needs. Based on the working characteristics of the third type of working state, it is known that the transmission torque capability of the current gear clutch decreases linearly to the target value (0), so the transmission torque capability of the target gear clutch can be calculated. At this time, the input shaft torque is slightly higher than the sum of the transmission torque capability of the current gear clutch and the transmission torque capability of the target gear clutch. Therefore, the sum of the maximum torque allowed to be transmitted by the current gear clutch, the maximum torque allowed to be transmitted by the target gear clutch, and the standard torque can be set as the input shaft torque to determine the input shaft torque. The vehicle controller controls the power motor and the engine to output the input shaft torque of the transmission, so that the active part and the driven part of the current gear clutch maintain a fixed speed difference.

[0066] For example, the torque transmission capability of the current gear clutch can be set to decrease to a target value (0) at a certain slope, while the torque transmission capability of the target gear clutch is controlled to increase from 0 to a certain value, and the output shaft torque of the transmission is set to = torque transmission capability of the current gear clutch * current gear ratio + torque transmission capability of the target gear clutch * target gear ratio. Based on the driver's needs, the output shaft torque of the transmission is determined, and in response to the dual-clutch being in the third type of operating state, the torque transmission capability of the current gear clutch is determined to decrease linearly to 0 (e.g., a decrease of 500 N·m per second). Thus, the torque transmission capability of the target gear clutch can be determined based on the above formula. The input shaft torque can be set to a higher standard torque (e.g., 5 N·m) than the sum of the transmission torque capabilities of the current gear clutch and the target gear clutch. Based on the transmission torque capabilities of the current gear clutch and the target gear clutch, the input shaft torque of the transmission can be determined. The vehicle controller controls the power motor and engine to output the input shaft torque of the transmission so that the driving and driven parts of the current gear clutch maintain a fixed speed difference, for example, 100 rpm.

[0067] As an optional embodiment, the current operating state of the dual clutch is determined based on the operating state of the current gear clutch and the operating state of the target gear clutch, including: in response to the current gear clutch being in a disengaged state and the target gear clutch being in an engaged state, determining the current operating state of the dual clutch as a fourth type of operating state.

[0068] In this embodiment, the operating states of the current gear clutch and the target gear clutch can be determined. In response to the current gear clutch being in a disengaged state and the target gear clutch being in an engaged state, the current operating state of the dual clutch can be determined to be a fourth type of operating state. This fourth type of operating state can also be referred to as the fourth stage, which can be the stage where the target gear clutch is engaged and the current gear clutch is disengaged.

[0069] As an optional embodiment, in the current operating state of the dual clutch in the transmission, determining the maximum torque that the current gear clutch in the dual clutch can transmit, and the input shaft torque of the transmission, based on the output shaft torque, includes: in response to the current operating state being a fourth type of operating state, determining the quotient between the output shaft torque and the target speed ratio of the transmission as the input shaft torque, and the maximum torque that the current gear clutch can transmit is the same as the input shaft torque.

[0070] In this embodiment, when the current operating state of the dual clutch is the fourth type of operating state, the quotient between the output shaft torque and the target speed ratio of the transmission can be determined as the input shaft torque, and the maximum torque that the clutch in the current gear is allowed to transmit is the same as the input shaft torque.

[0071] Optionally, in the fourth type of operating state, after the transmission torque capability of the current gear clutch decreases to 0 at a certain slope, it enters the target gear clutch engagement stage (i.e., the fourth type of operating state). At this time, the current gear clutch is completely disengaged, and the formula "transmission output shaft torque = transmission input shaft torque * target speed ratio" can be set. The transmission output shaft torque is determined based on the driver's needs, and the transmission input shaft torque can be determined according to the above formula. The vehicle controller controls the unknown input shaft torque of the transmission from the power motor and engine. Furthermore, by setting "target gear clutch transmission torque capability = transmission input shaft torque," the transmission torque capability of the target gear clutch can be determined based on the transmission input shaft torque, and the transmission controller controls the transmission torque capability of the target gear clutch.

[0072] This invention, based on the current operating state of the dual-clutch transmission, determines the maximum allowable torque (representing torque transmission capability) and the input shaft torque of the transmission in the current gear corresponding to the output shaft torque. Based on the maximum allowable torque and input shaft torque of the current gear, the clutch speed is determined, thereby achieving accurate transmission control and solving the technical problem of low accuracy in transmission control.

[0073] Example 2

[0074] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0075] In the automotive field, powertrain systems typically employ dual-clutch transmissions to achieve uninterrupted gear shifting. However, current methods primarily focus on improving the execution accuracy of the controller, lacking a core control mechanism for dynamic upshifting. Since the dynamic upshifting control algorithm is the core of the transmission controller, the related technologies still suffer from low accuracy in controlling the transmission.

[0076] To address the aforementioned issues, this invention proposes a power-up shift control method for hybrid electric vehicles employing a dual-clutch transmission. By optimizing the structural design of the dual-clutch transmission and combining it with a reasonable power-up shift control algorithm, the method ensures uninterrupted power transmission and smooth, shock-free power delivery during upshifts, effectively improving vehicle performance and achieving accurate transmission control. This solves the technical problem of low transmission control accuracy.

[0077] The embodiments of the present invention will be further described below.

[0078] Figure 2 This is a schematic diagram of a powertrain system in a vehicle according to an embodiment of the present invention, such as... Figure 2 As shown, the power system in the vehicle may include: engine 101, power motor 102, main clutch 103, current gear clutch 104, target gear clutch 105, current gear 106, target gear 107, transmission input shaft 108, current gear clutch output shaft 109 (i.e., current gear input shaft), target gear clutch output shaft 1010 (i.e., target gear input shaft), and transmission output shaft 1011.

[0079] Optionally, the hybrid system may include an engine, a main clutch, a drive motor, a dual-clutch transmission, and a final drive. The dual-clutch transmission refers to a transmission with two clutches, one for odd-numbered gears and the other for even-numbered gears. During vehicle operation, when one clutch engages and transmits power, the other clutch disengages, not transmitting power, but the target gear is already engaged. During upshifting, the current clutch gradually disengages, and the target clutch gradually engages, ensuring that the transmission's output shaft torque does not fluctuate, power transmission is uninterrupted, and power delivery is smooth and shock-free, effectively improving vehicle driving performance.

[0080] In this embodiment, the characteristics of the dual clutch at each operating stage are determined, and based on the characteristics of the clutch at each operating stage, the speed of the transmission at different stages is determined.

[0081] When the clutch's driving and driven parts are engaged, if the torque transmission capacity is higher than or equal to the actual torque transmitted, the clutch remains engaged, and the transmitted torque is the actual transmitted torque. During the clutch slippage phase in the current gear, when the torque transmission capacity is lower than the actual transmitted torque, the driving part of the clutch begins to slip, and its speed gradually exceeds that of the driven part. The transmitted torque is then equal to the clutch's torque transmission capacity. When the clutch's driving and driven parts disengage, the clutch's torque transmission capacity is zero, and the transmitted torque is also zero. During clutch slippage, if the torque transmission capacity is lower than the actual transmitted torque, the driving part continues to slip, and the speeds of both the driving and driven parts continue to increase. The transmitted torque is then equal to the clutch's torque transmission capacity. When the torque transmission capacity exceeds the actual transmitted torque, the speeds of both the driving and driven parts continue to decrease until they reach zero, and the transmitted torque is then equal to the clutch's torque transmission capacity.

[0082] Based on the working characteristics of the above four working stages, this embodiment divides the entire process of rapid increase in input shaft torque during power upshifting into four working states, including: the first type of working state, where the current gear clutch is engaged and the target gear clutch is disengaged; the second type of working state, where the current gear clutch is slipping and the target gear clutch is disengaged; the third type of working state, where the current gear clutch and the target gear clutch are alternately engaged and both clutches are slipping simultaneously; and the fourth type of working state, where the target gear clutch is engaged and the current gear clutch is disengaged.

[0083] In this embodiment, under the first type of operating state, the output shaft torque of the transmission can be set as "the input shaft torque of the transmission * the current gear ratio". Here, the output shaft torque of the transmission is determined by the driver's needs and is a known quantity, thus the input shaft torque of the transmission can be determined based on the output shaft torque. The vehicle controller can control the input shaft torque of the transmission from the power motor and engine. Furthermore, the transmission controller can ensure that the transmission torque capability of the current gear clutch is equal to the transmission input shaft torque. Therefore, the transmission torque capability of the current gear clutch controller can be determined based on the input shaft torque. The transmission controller can control the transmission speed by controlling the input shaft torque and the transmission torque capability of the current gear clutch controller.

[0084] In this embodiment, under the second type of working state, the torque transmission capability of the current gear clutch can be controlled to be slightly lower than the input shaft torque of the transmission. Then, the current gear clutch starts to slip, and the speed of the active part of the current gear clutch is higher than the speed of the driven part. By controlling and adjusting the magnitude of the torque transmission capability of the current gear clutch in real time, the active part and the driven part of the current gear clutch can maintain a fixed speed difference.

[0085] Optionally, in the second type of working state, the output shaft torque of the transmission can be set as "the transmission torque capacity of the current gear clutch * the current input speed ratio". Here, the torque of the transmission output shaft is determined by the driver's needs and is a known quantity. Therefore, based on the above formula, the unknown quantity, the transmission torque capacity of the current gear clutch, can be calculated.

[0086] Optionally, after determining the torque transmission capability of the current gear clutch, the transmission controller can control the current gear clutch to output the torque transmission capability of the current gear clutch.

[0087] Optionally, the vehicle controller controls the output of the power motor and engine, and controls the input torque of the transmission to be slightly higher than the transmission torque capability of the unknown current gear clutch, so that the active part and the driven part of the current gear clutch maintain a fixed speed difference.

[0088] For example, the torque transmission capability of the current gear clutch can be set to be slightly lower than the input shaft torque of the transmission by 5 Nm. In this case, the current gear clutch will begin to slip, and the speed of the driving part of the current gear clutch will be higher than that of the driven part. By controlling and adjusting the torque transmission capability of the current gear clutch in real time, a fixed speed difference (e.g., 100 rpm) can be maintained between the driving and driven parts of the current gear clutch. The output shaft torque of the transmission is obtained. Based on the formula "Transmission output shaft torque = Torque transmission capability of the current gear clutch * Current gear ratio", the torque transmission capability of the current gear clutch can be determined. The transmission controller can control the output torque of the current gear clutch based on the calculated torque transmission capability. The vehicle controller can control the input shaft torque of the transmission from the power motor and engine. This input shaft torque is slightly higher than the torque transmission capability of the current gear clutch. For example, the input shaft torque can be a standard torque (5 Nm) greater than the torque transmission capability of the current gear clutch, thereby maintaining a fixed speed difference (100 rpm) between the driving and driven parts of the current gear clutch.

[0089] In this embodiment, under the third type of operating state, the transmission torque capability of the current gear clutch is reduced to 0 at a certain slope, and the transmission torque capability of the target gear clutch is increased from 0 to a certain value. The output shaft torque of the transmission can be set as "transmission torque = transmission torque capability of the current gear clutch * current gear ratio + transmission torque capability of the target gear clutch * target gear ratio". Here, the current gear ratio, also known as the vehicle rotation ratio, refers to the ratio of the rotational speeds of the two rotating mechanisms in the transmission system, and can be determined by measurement. The target gear ratio can be a value preset based on experiments or experience; this is merely an example, and no specific restrictions are placed on the method of determining the target gear ratio.

[0090] Optionally, the output shaft torque of the transmission can be determined according to the driver's needs. Based on the working characteristics of the third type of working state, it is known that the transmission torque capability of the current gear clutch decreases linearly to 0, so the transmission torque capability of the target gear clutch can be calculated. At this time, the input shaft torque is slightly higher than the sum of the transmission torque capability of the current gear clutch and the transmission torque capability of the target gear clutch. Therefore, the sum of the maximum allowable transmission torque of the current gear clutch, the maximum allowable transmission torque of the target gear clutch, and the standard torque can be set as the input shaft torque to determine the input shaft torque. The vehicle controller controls the power motor and engine to output the input shaft torque of the transmission, so that the active part and the driven part of the current gear clutch maintain a fixed speed difference.

[0091] For example, the torque transmission capability of the current gear clutch can be set to decrease to 0 at a certain slope, while the torque transmission capability of the target gear clutch can be increased from 0 to a certain value, and the transmission output shaft torque = current gear clutch torque transmission capability * current gear ratio + target gear clutch torque transmission capability * target gear ratio. Based on driver needs, the transmission output shaft torque is determined, and in response to the dual-clutch being in the third type of operating state, the torque transmission capability of the current gear clutch is determined to decrease linearly to 0 (a decrease of 500 Nm per second). Therefore, the torque transmission capability of the target gear clutch can be determined based on the above formula. The input shaft torque can be set to be the sum of the torque transmission capabilities of the current gear clutch and the target gear clutch, exceeding the standard torque (5 Nm). Therefore, the transmission input shaft torque can be determined based on the torque transmission capabilities of the current and target gear clutches. The vehicle controller controls the power motor and engine to output the transmission input shaft torque to maintain a fixed speed difference between the driving and driven parts of the current gear clutch, for example, 100 rpm.

[0092] In this embodiment, during the fourth type of operating state, after the transmission torque capability of the current gear clutch decreases to 0 at a certain slope, it enters the target gear clutch engagement stage (i.e., the fourth type of operating state). At this time, the current gear clutch is completely disengaged, and the formula "transmission output shaft torque = transmission input shaft torque * target speed ratio" can be set. The transmission output shaft torque is determined based on the driver's needs, and the transmission input shaft torque can be determined according to the above formula. The vehicle controller controls the power motor and engine to output the unknown quantity of the transmission input shaft torque. Furthermore, by setting "target gear clutch transmission torque capability = transmission input shaft torque," the transmission torque capability of the target gear clutch can be determined based on the transmission input shaft torque, and the transmission controller controls the transmission torque capability of the target gear clutch.

[0093] This embodiment of the invention determines the maximum torque (torque transmission capability) allowed to be transmitted in the current gear of the dual clutch based on the current working state of the dual clutch and the input shaft torque of the transmission, and determines the clutch speed based on the maximum torque allowed to be transmitted in the current gear and the input shaft torque, thereby achieving the technical effect of accurately controlling the transmission and solving the technical problem of low accuracy in controlling the transmission.

[0094] Example 3

[0095] According to an embodiment of the present invention, a control device for a dual-clutch transmission in a vehicle is also provided. It should be noted that this control device for a dual-clutch transmission in a vehicle can be used to execute the control method for a dual-clutch transmission in a vehicle described in Embodiment 1.

[0096] Figure 3 This is a schematic diagram of a control device for a dual-clutch transmission in a vehicle according to an embodiment of the present invention. Figure 3 As shown, the control device 300 of the dual-clutch transmission in the vehicle may include: an acquisition unit 302, a first determination unit 304, a second determination unit 306, and a control unit 308.

[0097] The acquisition unit 302 is used to acquire the output shaft torque of the transmission in the vehicle.

[0098] The first determining unit 304 is used to determine, based on the output shaft torque, the maximum torque that the current gear clutch in the dual clutch can transmit, and the input shaft torque of the transmission, under the current operating state of the dual clutch in the transmission.

[0099] The second determining unit 306 is used to determine the speed of the transmission based on the maximum torque that the clutch in the current gear position can transmit and the input shaft torque.

[0100] Control unit 308 is used to control the transmission speed of the vehicle to change gears.

[0101] Optionally, the device further includes a classification module, used to classify the detection boxes based on the target type objects corresponding to the detection boxes, so as to obtain the type detection boxes corresponding to the detection boxes.

[0102] Optionally, the device further includes: a third determining unit, used to determine the operating state of the current gear clutch and the operating state of the target gear clutch in the dual clutch; and to determine the current operating state of the dual clutch based on the operating state of the current gear clutch and the operating state of the target gear clutch.

[0103] Optionally, the third determining unit may include: a first determining module, used to determine the current working state as a first type of working state in response to the current gear clutch being in an engaged state and the target gear clutch being in a disengaged state.

[0104] Optionally, the second determining unit 306 may include: a second determining module, configured to determine the quotient between the output shaft torque and the current speed ratio of the transmission as the input shaft torque of the transmission in response to the current operating state being a first type of operating state, and the maximum torque that the current gear clutch is allowed to transmit is the same as the input shaft torque.

[0105] Optionally, the third determining unit may include: a third determining module, used to determine the current working state of the dual clutch as the second type of working state in response to the current gear clutch being in the slip friction stage and the target gear clutch being in the disengaged state.

[0106] Optionally, the third determining module includes a first determining submodule, which, in response to the current operating state being the second type of operating state, determines the quotient between the output shaft torque and the current speed ratio of the transmission as the maximum torque that the current gear clutch can transmit, and determines the difference between the maximum torque that the current gear clutch can transmit and the standard torque as the input shaft torque.

[0107] Optionally, the third determining unit may include: a fourth determining module, used to determine the current working state of the dual clutch as a third type of working state in response to the fact that both the working state of the current gear clutch and the working state of the target gear clutch are in a slipping state, and the current gear clutch and the target gear clutch are in an alternating engagement state.

[0108] Optionally, the fourth determining module may include: a second determining submodule, configured to, in response to the current operating state being a third type of operating state, determine the maximum allowable torque transmitted by the current gear clutch as the target value, and determine the quotient between the output shaft torque and the target speed ratio of the transmission as the maximum allowable torque transmitted by the target gear clutch; and determine the sum of the maximum allowable torque transmitted by the current gear clutch, the maximum allowable torque transmitted by the target gear clutch, and the standard torque as the input shaft torque.

[0109] Optionally, the third determining unit may include: a fifth determining module, used to determine the current operating state of the dual clutch as a fourth type of operating state in response to the current gear clutch being in a disengaged state and the target gear clutch being in an engaged state.

[0110] Optionally, the fifth determining module may include: a third determining submodule, used to determine the quotient between the output shaft torque and the target speed ratio of the transmission as the input shaft torque in response to the current operating state being the fourth type of operating state, and the maximum torque that the current gear clutch is allowed to transmit is the same as the input shaft torque.

[0111] In this embodiment of the invention, the output shaft torque of the transmission in the vehicle is acquired by the acquisition unit; the maximum torque allowed to be transmitted by the current gear clutch and the input shaft torque of the transmission are determined by the first determining unit based on the output shaft torque under the current operating state of the dual clutch in the transmission; the speed of the transmission is determined by the second determining unit based on the maximum torque allowed to be transmitted by the current gear clutch and the input shaft torque; and the transmission speed is controlled by the control unit to change gears of the vehicle based on the speed, thereby achieving the technical effect of accurately controlling the transmission and solving the technical problem of low accuracy in controlling the transmission.

[0112] Example 4

[0113] According to an embodiment of the present invention, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the control method for a dual-clutch transmission in a vehicle as described in Embodiment 1.

[0114] Example 5

[0115] According to an embodiment of the present invention, a processor is also provided for running a program, wherein the program executes the control method for a dual-clutch transmission in a vehicle as described in Embodiment 1.

[0116] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0117] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0118] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0119] The units defined as separate components may or may not be physically separate. Similarly, the components displayed as units may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0120] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0121] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0122] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A control method for a dual-clutch transmission in a vehicle, characterized in that, include: Obtain the output shaft torque of the transmission in the vehicle; In the current operating state of the dual clutches in the transmission, the maximum torque that the current gear clutch in the dual clutches can transmit, and the input shaft torque of the transmission are determined based on the output shaft torque. The speed of the transmission is determined based on the maximum torque that the clutch in the current gear position can transmit and the input shaft torque; The transmission is controlled to change gears in the vehicle based on the stated rotational speed. Determining the transmission speed based on the maximum allowable torque of the current gear clutch and the input shaft torque includes: comparing the maximum allowable torque of the current gear clutch with the actual transmitted torque to determine the state of the current gear clutch, wherein the state of the current gear clutch is used to characterize the state of the driving part and the driven part of the current gear clutch; based on the state of the current gear clutch, controlling the vehicle's power motor and engine to output the input shaft torque of the transmission, so that a fixed speed difference is maintained between the driving part and the driven part; and determining the transmission speed based on the speed difference. Before determining the maximum allowable torque transmitted by the current gear clutch in the dual clutch and the input shaft torque of the transmission based on the output shaft torque, the method further includes: determining the operating state of the current gear clutch and the operating state of the target gear clutch in the dual clutch; and determining the current operating state of the dual clutch based on the operating state of the current gear clutch and the operating state of the target gear clutch.

2. The method according to claim 1, characterized in that, Based on the operating state of the current gear clutch and the operating state of the target gear clutch, the current operating state of the dual clutch is determined, including: In response to the current gear clutch being in an engaged state and the target gear clutch being in a disengaged state, the current operating state is determined to be a first type of operating state.

3. The method according to claim 2, characterized in that, In the current operating state of the dual clutches in the transmission, determining the maximum allowable torque transmitted by the current gear clutch in the dual clutches, and the input shaft torque of the transmission, based on the output shaft torque, includes: In response to the current operating state being the first type of operating state, the quotient between the output shaft torque and the current speed ratio of the transmission is determined as the input shaft torque of the transmission, and the maximum torque that the current gear clutch is allowed to transmit is the same as the input shaft torque.

4. The method according to claim 1, characterized in that, Based on the operating state of the current gear clutch and the operating state of the target gear clutch, the current operating state of the dual clutch is determined, including: In response to the current gear clutch being in the slipping stage and the target gear clutch being in the disengaged state, the current operating state of the dual clutch is determined to be the second type of operating state.

5. The method according to claim 4, characterized in that, In the current operating state of the dual clutches in the transmission, determining the maximum allowable torque transmitted by the current gear clutch in the dual clutches, and the input shaft torque of the transmission, based on the output shaft torque, includes: In response to the current operating state being the second type of operating state, the quotient between the output shaft torque and the current speed ratio of the transmission is determined as the maximum torque that the current gear clutch is allowed to transmit, and the difference between the maximum torque that the current gear clutch is allowed to transmit and the standard torque is determined as the input shaft torque.

6. The method according to claim 1, characterized in that, Based on the operating state of the current gear clutch and the operating state of the target gear clutch, the current operating state of the dual clutch is determined, including: In response to the fact that both the current gear clutch and the target gear clutch are in a slipping state, and the current gear clutch and the target gear clutch are in an alternating engagement state, the current operating state of the dual clutch is determined to be a third type of operating state.

7. The method according to claim 6, characterized in that, In the current operating state of the dual clutches in the transmission, determining the maximum allowable torque transmitted by the current gear clutch in the dual clutches, and the input shaft torque of the transmission, based on the output shaft torque, includes: In response to the current operating state being the third type of operating state, the maximum torque that the current gear clutch is allowed to transmit is determined as a target value; The torque allowed to be transmitted by the current gear clutch is linearly reduced to the target value, and the quotient between the output shaft torque and the target speed ratio of the transmission is determined as the maximum allowable torque to be transmitted by the target gear clutch. The sum of the maximum torque that the current gear clutch can transmit, the maximum torque that the target gear clutch can transmit, and the standard torque is determined as the input shaft torque.

8. The method according to claim 1, characterized in that, Based on the operating state of the current gear clutch and the operating state of the target gear clutch, the current operating state of the dual clutch is determined, including: In response to the current gear clutch being in a disengaged state and the target gear clutch being in an engaged state, the current operating state of the dual clutch is determined to be a fourth type of operating state.

9. The method according to claim 8, characterized in that, In the current operating state of the dual clutches in the transmission, determining the maximum allowable torque transmitted by the current gear clutch in the dual clutches, and the input shaft torque of the transmission, based on the output shaft torque, includes: In response to the current operating state being the fourth type of operating state, the quotient between the output shaft torque and the target speed ratio of the transmission is determined as the input shaft torque, and the maximum torque that the current gear clutch is allowed to transmit is the same as the input shaft torque.

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