Torque determination method and device for dual clutch during upshift

Abstract

This application provides a method and apparatus for determining torque during dual-clutch upshifting. The method includes: acquiring a first torque delivered by the engine before upshifting and an inertial torque when the engine speed is at a target acceleration before upshifting; determining a target required torque for the engaged clutch based on the first torque and the inertial torque; determining a target speed difference between the engaged clutch and the engine; acquiring a friction coefficient compensation coefficient of the engaged clutch at the target speed difference; and determining the final required torque for the engaged clutch based on the target required torque and the friction coefficient compensation coefficient. Considering the speed difference between the engaged clutch and the engine during gear shifting, the calculated final required torque for the engaged clutch is more accurate than using a calibration value in the prior art, providing more accurate torque during upshifting and improving the overall vehicle performance.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a method and apparatus for determining torque during upshifting in a dual-clutch transmission. Background Technology

[0002] With the rapid development of the automotive industry, the variety of automotive products is also increasing. One crucial component of any automotive product is the clutch, and its performance is paramount. Specifically, the quality of the clutch's torque transmission characteristics directly affects the accuracy of the torque transmitted, thus impacting the overall performance of the vehicle.

[0003] In practical applications, when shifting gears, especially upshifting, the torque transmission may be inaccurate due to the switching of the dual clutch, which may affect the final vehicle performance. Therefore, how to determine the torque of the dual clutch during upshifting in actual driving is an urgent problem to be solved. Summary of the Invention

[0004] This application provides a method for determining torque during upshifting in a dual-clutch transmission, which can provide a relatively accurate torque during the upshifting process.

[0005] This application provides a method for determining torque during upshifting in a dual-clutch transmission, the method comprising:

[0006] Obtain the first torque sent by the engine before upshifting and the inertial torque when the engine speed is at the target acceleration before upshifting;

[0007] The target required torque for engaging the clutch is determined based on the first torque and the inertial torque;

[0008] Determine the target speed difference between the engaged clutch and the engine;

[0009] Obtain the friction coefficient compensation coefficient of the engaged clutch when the target speed difference is reached;

[0010] The final required torque of the engaged clutch is determined based on the target required torque and the friction coefficient compensation coefficient.

[0011] Optionally, obtaining the friction coefficient compensation coefficient of the engaged clutch when the target speed difference is reached includes:

[0012] Obtain the first required pressure when the engaged clutch is in a state of slight slippage and the second required pressure when it is in the target speed difference;

[0013] The friction coefficient compensation coefficient of the engaging clutch is determined based on the first demand pressure and the second demand pressure.

[0014] Optionally, obtaining the first required pressure when the engaged clutch is in a state of slight slippage and the second required pressure when it is in the target speed difference includes:

[0015] Based on the first correspondence between the target required torque and the first required pressure when the clutch is in the micro-slipping state, the first required pressure of the engaged clutch when it is in the micro-slipping state is determined.

[0016] The second demand pressure of the engaged clutch at the target speed difference is determined based on the second correspondence between the target demand torque and the second demand pressure at the target speed difference.

[0017] Optionally, determining the friction coefficient compensation coefficient of the engaged clutch based on the first demand pressure and the second demand pressure includes:

[0018] The ratio of the second demand pressure to the first demand pressure is determined as the friction coefficient compensation coefficient of the engaged clutch.

[0019] Optionally, the method further includes:

[0020] Gradually reduce the target speed difference between the engaged clutch and the engine;

[0021] The final required torque of the engaged clutch is determined to be the torque at which the acceleration of the engine and the engaged clutch are the same.

[0022] Optionally, determining the target required torque for engaging the clutch based on the first torque and the inertial torque includes:

[0023] The difference between the first torque and the inertial torque is determined as the target required torque for engaging the clutch.

[0024] Optionally, determining the final required torque of the engaged clutch based on the target required torque and the friction coefficient compensation coefficient includes:

[0025] The product of the target torque requirement and the friction coefficient compensation coefficient is determined as the final torque requirement of the engaged clutch.

[0026] This application embodiment provides a torque determination device for upshifting in a dual-clutch transmission, the device comprising:

[0027] The first acquisition unit is used to acquire the first torque sent by the engine before upshifting and the inertial torque when the engine speed is the target acceleration before upshifting.

[0028] The first determining unit is used to determine the target required torque of the engaged clutch based on the first torque and the inertial torque.

[0029] The second determining unit is used to determine the target speed difference between the engaged clutch and the engine;

[0030] The second acquisition unit is used to acquire the friction coefficient compensation coefficient of the engaged clutch when the target speed difference is reached.

[0031] The third determining unit is used to determine the final required torque of the engaged clutch based on the target required torque and the friction coefficient compensation coefficient.

[0032] Optionally, the second acquisition unit is specifically used for:

[0033] Obtain the first required pressure when the engaged clutch is in a state of slight slippage and the second required pressure when it is in the target speed difference;

[0034] The friction coefficient compensation coefficient of the engaging clutch is determined based on the first demand pressure and the second demand pressure.

[0035] Optionally, the second acquisition unit is specifically used for:

[0036] Based on the first correspondence between the target required torque and the first required pressure when the clutch is in the micro-slipping state, the first required pressure of the engaged clutch when it is in the micro-slipping state is determined.

[0037] The second demand pressure of the engaged clutch at the target speed difference is determined based on the second correspondence between the target demand torque and the second demand pressure at the target speed difference.

[0038] This application provides a method for determining torque during dual-clutch upshifting. The method includes: acquiring a first torque transmitted by the engine before upshifting and an inertial torque when the engine speed is at a target acceleration before upshifting; determining a target required torque for the engaged clutch based on the first torque and the inertial torque; determining a target speed difference between the engaged clutch and the engine; acquiring a friction coefficient compensation coefficient of the engaged clutch at the target speed difference; and determining the final required torque of the engaged clutch based on the target required torque and the friction coefficient compensation coefficient. In other words, the target required torque of the engaged clutch is determined based on the first torque and the inertial torque of the engine. Since there is a large target speed difference between the engaged clutch and the engine during gear shifting, it affects the accuracy of torque transmission by the engaged clutch. Therefore, acquiring the friction coefficient compensation coefficient of the engaged clutch at the target speed difference and determining the final transmitted torque of the engaged clutch based on the target required torque and the friction coefficient compensation coefficient is crucial. This method considers the speed difference between the engaged clutch and the engine during gear shifting, and the calculated final required torque of the engaged clutch is more accurate than using a calibration value in the prior art. It can provide more accurate torque during upshifting and improve the overall vehicle performance. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a schematic diagram of a dual-clutch upshifting mechanism;

[0041] Figure 2 This is a schematic diagram of another type of dual-clutch upshift;

[0042] Figure 3 A flowchart illustrating a method for determining torque during upshifting in a dual-clutch transmission, as provided in this application embodiment;

[0043] Figure 4 This application provides a schematic diagram of torque transmission at point A during upshifting in a dual-clutch transmission configuration.

[0044] Figure 5 A schematic diagram illustrating the torque transmission during the upshifting speed regulation stage of a dual-clutch transmission, provided in an embodiment of this application;

[0045] Figure 6 This application provides a schematic diagram of a dual-clutch upshifting mechanism.

[0046] Figure 7This is a structural block diagram of a dual-clutch downshifting torque determination device provided in an embodiment of this application. Detailed Implementation

[0047] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present application.

[0048] With the rapid development of the automotive industry, the variety of automotive products is also increasing. One crucial component of any automotive product is the clutch, and its performance is paramount. Specifically, the quality of the clutch's torque transmission characteristics directly affects the accuracy of the torque transmitted, thus impacting the overall performance of the vehicle.

[0049] In practical applications, when shifting gears, especially upshifting, the switching of the dual clutch may result in inaccurate torque transmission, affecting the final vehicle performance.

[0050] refer to Figure 1 The diagram shows a dual-clutch upshifting process. Dual-clutch upshifting consists of two stages: an interaction stage and a speed adjustment stage. First, the torque of the odd and even clutches interacts, and then speed adjustment continues, that is, the engine speed is adjusted from being synchronized with the offgoing clutch shaft speed to being synchronized with the oncoming clutch shaft speed, thus completing the dual-clutch upshifting.

[0051] Figure 1 The upper middle section is a speed diagram, and the lower section is a torque diagram. In the speed diagram, line 1 represents the engine speed, line 2 represents the offgoing shaft speed, and line 3 represents the oncoming shaft speed. In the torque diagram, line 4 represents the engine torque, line 5 represents the torque required by the offgoing clutch, and line 6 represents the torque required by the oncoming clutch.

[0052] During the interaction phase, the required torque of the oncoming clutch is continuously increased to point A, reaching the engine torque, so that the oncoming clutch transmits the engine torque, while the offgoing clutch gradually disengages. Throughout the torque interaction process, the engine speed and the offgoing shaft speed are synchronized, meaning that the oncoming shaft speed and the engine speed maintain a large speed difference. However, due to the torque transmission characteristics of the clutch, the torque transmitted varies significantly at different speed differences. Due to the positive speed difference characteristic of the clutch's friction coefficient, the greater the speed difference, the more torque the clutch actually transmits. Therefore, at the end of the torque interaction, the torque transmitted by the oncoming clutch may exceed the engine torque, resulting in overpressure and causing vibration at point B, thus affecting upshifting performance.

[0053] Currently, the method used is to reduce the required torque of the oncoming clutch at the end of the torque interaction to achieve the goal of transmitting engine torque at the end. (Refer to...) Figure 2 As shown, the current method reduces the required torque of the oncoming clutch at the interaction end by subtracting a certain torque offset value, which is obtained through calibration. However, in actual driving, upshifting occurs frequently, and the torque offset value obtained through calibration has poor consistency, which may lead to inaccurate torque transmission during actual driving.

[0054] Therefore, determining the torque of the dual-clutch transmission during upshifting in actual driving is a problem that urgently needs to be solved.

[0055] Based on this, this application provides a method for determining torque during dual-clutch upshifting. The method includes: acquiring a first torque transmitted by the engine before upshifting and an inertial torque when the engine speed is at a target acceleration before upshifting; determining a target required torque for the engaged clutch based on the first torque and the inertial torque; determining a target speed difference between the engaged clutch and the engine; acquiring a friction coefficient compensation coefficient of the engaged clutch at the target speed difference; and determining the final required torque of the engaged clutch based on the target required torque and the friction coefficient compensation coefficient. In other words, the target required torque of the engaged clutch is determined based on the first torque and the inertial torque of the engine. Since there is a large target speed difference between the engaged clutch and the engine during gear shifting, it affects the accuracy of torque transmission by the engaged clutch. Therefore, acquiring the friction coefficient compensation coefficient of the engaged clutch at the target speed difference and determining the final transmitted torque of the engaged clutch based on the target required torque and the friction coefficient compensation coefficient is crucial. This method considers the speed difference between the engaged clutch and the engine during gear shifting, and the calculated final required torque of the engaged clutch is more accurate than using a calibration value in the prior art. It can provide more accurate torque during upshifting and improve the overall vehicle performance.

[0056] To better understand the technical solution and effects of this application, the specific embodiments will be described in detail below with reference to the accompanying drawings.

[0057] See Figure 3 The figure is a flowchart of a method for determining torque during upshifting using a dual-clutch transmission, provided in an embodiment of this application.

[0058] The method for determining torque during dual-clutch upshifting provided in this embodiment includes the following steps:

[0059] S101, obtain the first torque sent by the engine before upshifting and the inertial torque when the engine speed is the target acceleration before upshifting.

[0060] In the embodiments of this application, during the upshift control of the dual-clutch transmission, the first torque sent by the engine before upshift and the inertial torque when the engine speed before upshift is the target acceleration can be obtained.

[0061] The upshifting process of a dual-clutch transmission involves two stages: an interaction stage and a speed adjustment stage. At the beginning of an upshift, the engine speed is synchronized with the offgoing shaft speed, and the engine torque is fully transmitted to the wheel ends via the offgoing clutch. After receiving the upshift command, the engine speed needs to be synchronized with the oncoming shaft speed, and the engine torque is fully transmitted to the wheel ends via the oncoming clutch.

[0062] Therefore, during the interaction phase, the acceleration of the Offgoing shaft speed is synchronized with the engine speed before the upshift begins. That is, the target acceleration of the engine is dn. We can obtain the first torque T_eng sent by the engine before the upshift and the inertial torque T_inrt when the engine speed is the target acceleration dn before the upshift.

[0063] S102 determines the target required torque for engaging the clutch based on the first torque and the inertial torque.

[0064] In the embodiments of this application, after obtaining the first torque and the inertial torque, the target required torque for engaging the clutch can be determined based on the first torque and the inertial torque.

[0065] Specifically, during the interaction phase, the difference between the first torque T_eng and the inertial torque T_Inrt can be determined as the target required torque OncTorqCmnd_TP for engaging the clutch, i.e., OncTorqCmnd_TP = T_eng - T_Inrt. (Refer to...) Figure 4 As shown, the inertial torque T_Inrt=J×dn, where J is the moment of inertia.

[0066] S103, determine the target speed difference between the engaged clutch and the engine.

[0067] In the embodiments of this application, when the dual-clutch transmission shifts up, a large speed difference is generated between the engaged clutch and the engine. The target speed difference between the engaged clutch and the engine can be obtained so as to determine the final required torque of the engaged clutch under the target speed difference.

[0068] S104, obtain the friction coefficient compensation coefficient of the engaged clutch when the target speed difference is reached.

[0069] In the embodiments of this application, after determining the target speed difference between the engaged clutch and the engine, the friction coefficient of the engaged clutch will be affected by the target speed difference. At this time, the friction coefficient compensation coefficient of the engaged clutch when the target speed difference is reached can be obtained.

[0070] During the interaction phase, the first required pressure when the engaged clutch is in a state of slight slippage and the second required pressure when it is in a state of target speed difference can be obtained. The friction coefficient compensation coefficient of the engaged clutch can be determined based on the first required pressure and the second required pressure.

[0071] As an example, the ratio of the second demand pressure to the first demand pressure can be determined as the friction coefficient compensation coefficient of the engaged clutch.

[0072] During the interaction phase, the first demand pressure of the engaged clutch when it is in a state of slight slippage can be determined based on the first correspondence between the target demand torque and the first demand pressure when it is in a state of slight slippage. The second demand pressure of the engaged clutch when it is in a state of target speed difference can be determined based on the second correspondence between the target demand torque and the second demand pressure when it is in a state of target speed difference.

[0073] In other words, when there is a speed difference between the clutch and the engine, that is, when the clutch is in different states, the same required torque may correspond to different required pressure, and the same required pressure may correspond to different required torque. This is because the friction coefficient of the clutch is different when it is at different target speed differences under the same required pressure.

[0074] Under different target speed differences and different required pressures, the friction coefficient deviates from the micro-slip friction state. If the friction coefficient under the micro-slip friction state can be calculated, the friction coefficient under different target speed differences and different required pressures can be calculated using the friction coefficient deviation values ​​under different target speed differences and different required pressures. The required torque under different required pressures in the micro-slip friction state can be determined using the pressure-friction torque relationship diagram (Torque Map). Then, the friction coefficient under different required torques in the micro-slip friction state can be determined according to the clutch torque transmission equation. The clutch torque transmission equation is T = μrmzpA, where μ represents the friction coefficient, rm represents the equivalent radius, z represents the number of friction pairs, p represents the required pressure, and A represents the friction area. Using the Torque Map and the clutch torque transmission equation, the friction coefficient under different required pressures in the micro-slip friction state can be calculated. By obtaining the friction coefficient in the micro-slip friction state and combining it with the deviation values ​​of different target speed differences compared to the micro-slip friction state, the friction coefficient under different target speed differences and different pressures can be obtained.

[0075] Because the friction coefficient of the clutch differs at different target speed differences under the same demand pressure, the required torque also differs at different target speed differences under the same demand pressure. Specifically, compared to a clutch in a slightly slippery state, after determining the friction coefficient at different target speed differences under the same demand pressure, the required torque at different target speed differences under the same demand pressure is determined according to the clutch torque transmission equation. Based on the friction coefficient table for different target speed differences and pressures and the clutch torque transmission equation, the required torque table for different target speed differences and pressures is obtained:

[0076]

[0077]

[0078] The 20 rpm corresponds to a slightly slippery state. The table above includes the first correspondence between the target torque and the first pressure required by the clutch in the slightly slippery state, and also the second correspondence between the target torque and the second pressure required by the clutch at the target speed difference.

[0079] During the interaction phase, based on the obtained target torque demand of the engaged clutch OncTorqCmnd_TP, and the torque demand tables under different target speed differences and pressures, the first demand pressure Pres_20rpm for the target transmitted torque OncTorqCmnd_TP under micro-slip condition and the second demand pressure Pres_OncSlp under the target speed difference are determined. The ratio of the second demand pressure Pres_OncSlp to the first demand pressure Pres_20rpm is determined as the friction coefficient compensation coefficient Muv_Factor of the engaged clutch during the interaction phase, i.e.

[0080] Muv_Factor=Pres_OncSlp / Pres_20rpm.

[0081] The friction coefficient compensation coefficient Muv_Fctor of the clutch during the interaction phase is calculated using the target required torque OncTorqCmnd_TP and the target speed difference. Therefore, when the target speed difference between the clutch and the engine changes, the friction coefficient compensation coefficient Muv_Fctor during the interaction phase will also change accordingly. In other words, the friction coefficient compensation coefficient Muv_Fctor during the interaction phase is calculated in real time based on the target speed difference between the clutch and the engine.

[0082] S105 determines the final required torque of the engaged clutch based on the target torque requirement and the friction coefficient compensation coefficient.

[0083] In the embodiments of this application, after calculating the first required pressure under micro-slip friction and the second required pressure under the target speed difference based on the target required torque, and after calculating the friction coefficient compensation coefficient, the final transmitted torque of the engaged clutch can be determined based on the target required torque and the friction coefficient compensation coefficient.

[0084] Specifically, the product of the target torque requirement and the friction coefficient compensation coefficient can be determined as the final torque requirement of the engaged clutch.

[0085] During the interaction phase, the product of the target required torque OncTorqCmnd_TP and the friction coefficient compensation coefficient Muv_Fctor during the interaction phase can be determined as the final required torque OncTorqCmnd_TPFnl for engaging the clutch, i.e., OncTorqCmnd_TPFnl = OncTorqCmnd_TP × Muv_Factor. (Refer to...) Figure 4 As shown.

[0086] In the embodiments of this application, after calculating the required torque of the clutch engaged during the upshifting process interaction phase, the required torque of the clutch engaged during the upshifting process speed adjustment phase can be calculated.

[0087] During the speed adjustment phase, the engine speed needs to be synchronized with the oncoming shaft speed, meaning the engine acceleration and the engagement clutch acceleration are the same. The target speed difference between the engagement clutch and the engine can be gradually reduced, allowing the final required torque of the engagement clutch to be determined as the torque required when the engine and engagement clutch acceleration are the same.

[0088] Specifically, during the speed regulation phase, the final torque required by the clutch, OncTorqCmnd_Spd, can be the first torque T_eng sent by the engine plus the dynamically adjusted torque T_PIDErr by the PID controller, i.e., OncTorqCmnd_Spd = T_eng + T_PIDErr. (See reference...) Figure 5 As shown.

[0089] refer to Figure 6 As shown, during the interaction phase, the final required torque OncTorqCmnd_TPFnl of the clutch is at... Figure 6 At the black dot position, after exiting the torque interaction phase and entering the speed regulation phase, the torque of the engaged clutch needs to be restored to the target required torque OncTorqCmnd_TP, which is the final required torque OncTorqCmnd_Spd of the engaged clutch during the speed regulation phase. This restoration process is related to the speed difference between the engine speed and the engaged clutch speed. When the speed difference changes slowly, the restoration proceeds slowly; when the speed difference changes rapidly, the restoration proceeds rapidly. The goal is to ensure that the final required torque OncTorqCmnd_Spd of the Oncoming clutch is restored to the target required torque OncTorqCmnd_TP when the engine speed is synchronized with the Oncoming shaft speed.

[0090] Therefore, the embodiments of this application utilize the friction coefficient compensation coefficient to adjust the final transmitted torque of the clutch during upshifting, thereby achieving precise torque transmission of the dual clutch during upshifting.

[0091] This application provides a method for determining torque during dual-clutch upshifting. The method includes: acquiring a first torque transmitted by the engine before upshifting and an inertial torque when the engine speed is at a target acceleration before upshifting; determining a target required torque for the engaged clutch based on the first torque and the inertial torque; determining a target speed difference between the engaged clutch and the engine; acquiring a friction coefficient compensation coefficient of the engaged clutch at the target speed difference; and determining the final required torque of the engaged clutch based on the target required torque and the friction coefficient compensation coefficient. In other words, the target required torque of the engaged clutch is determined based on the first torque and the inertial torque of the engine. Since there is a large target speed difference between the engaged clutch and the engine during gear shifting, it affects the accuracy of torque transmission by the engaged clutch. Therefore, acquiring the friction coefficient compensation coefficient of the engaged clutch at the target speed difference and determining the final transmitted torque of the engaged clutch based on the target required torque and the friction coefficient compensation coefficient is crucial. This method considers the speed difference between the engaged clutch and the engine during gear shifting, and the calculated final required torque of the engaged clutch is more accurate than using a calibration value in the prior art. It can provide more accurate torque during upshifting and improve the overall vehicle performance.

[0092] Based on the torque determination method for dual-clutch upshifting provided in the above embodiments, this application also provides a torque determination device for dual-clutch upshifting. Its working principle will be described in detail below with reference to the accompanying drawings.

[0093] See Figure 7 The figure is a structural block diagram of a torque determination device for upshifting a dual-clutch transmission provided in an embodiment of this application.

[0094] The torque determination device 700 for upshifting in a dual-clutch transmission provided in this embodiment includes:

[0095] The first acquisition unit 710 is used to acquire the first torque sent by the engine before upshifting and the inertial torque when the engine speed is the target acceleration before upshifting.

[0096] The first determining unit 720 is used to determine the target required torque of the engaging clutch based on the first torque and the inertial torque.

[0097] The second determining unit 730 is used to determine the target speed difference between the engaged clutch and the engine;

[0098] The second acquisition unit 740 is used to acquire the friction coefficient compensation coefficient of the engaged clutch when the target speed difference is reached.

[0099] The third determining unit 750 is used to determine the final required torque of the engaged clutch based on the target required torque and the friction coefficient compensation coefficient.

[0100] Optionally, the second acquisition unit is specifically used for:

[0101] Obtain the first required pressure when the engaged clutch is in a state of slight slippage and the second required pressure when it is in the target speed difference;

[0102] The friction coefficient compensation coefficient of the engaging clutch is determined based on the first demand pressure and the second demand pressure.

[0103] Optionally, the second acquisition unit is specifically used for:

[0104] Based on the first correspondence between the target required torque and the first required pressure when the clutch is in the micro-slipping state, the first required pressure of the engaged clutch when it is in the micro-slipping state is determined.

[0105] The second demand pressure of the engaged clutch at the target speed difference is determined based on the second correspondence between the target demand torque and the second demand pressure at the target speed difference.

[0106] Optionally, the second acquisition unit is specifically used for:

[0107] The ratio of the second demand pressure to the first demand pressure is determined as the friction coefficient compensation coefficient of the engaged clutch.

[0108] Optionally, the apparatus further includes a fourth determining unit, the fourth determining unit being used to:

[0109] Gradually reduce the target speed difference between the engaged clutch and the engine;

[0110] The final required torque of the engaged clutch is determined to be the torque at which the acceleration of the engine and the engaged clutch are the same.

[0111] Optionally, the first determining unit is specifically used for:

[0112] The difference between the first torque and the inertial torque is determined as the target required torque for engaging the clutch.

[0113] Optionally, the third determining unit is specifically used for:

[0114] The product of the target torque requirement and the friction coefficient compensation coefficient is determined as the final torque requirement of the engaged clutch.

[0115] When describing elements of various embodiments of this application, the articles “a,” “an,” “this,” and “described” are all intended to indicate that there are one or more elements. The words “comprising,” “including,” and “having” are inclusive and mean that there may be other elements in addition to those listed.

[0116] It should be noted that those skilled in the art will understand that all or part of the processes in the above method embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0117] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on its differences from other embodiments. In particular, the device embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. The device embodiments described above are merely illustrative. The units and modules described as separate components may or may not be physically separate. Furthermore, some or all of the units and modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0118] The above description is only a specific embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for determining torque during upshifting in a dual-clutch transmission, characterized in that, The method includes: Obtain the first torque sent by the engine before upshifting and the inertial torque when the engine speed is at the target acceleration before upshifting; The target required torque for engaging the clutch is determined based on the first torque and the inertial torque; Determine the target speed difference between the engaged clutch and the engine; Obtain the friction coefficient compensation coefficient of the engaged clutch when the target speed difference is reached; The final required torque of the engaged clutch is determined based on the target required torque and the friction coefficient compensation coefficient. The friction coefficient compensation coefficient of the engaged clutch when the target speed difference is obtained includes: Obtain the first required pressure when the engaged clutch is in a state of slight slippage and the second required pressure when it is in the target speed difference; The friction coefficient compensation coefficient of the engaging clutch is determined based on the first demand pressure and the second demand pressure. The process of obtaining the first required pressure when the engaged clutch is in a state of slight slippage and the second required pressure when it is in the target speed difference includes: Based on the first correspondence between the target required torque and the first required pressure when the clutch is in the micro-slipping state, the first required pressure of the engaged clutch when it is in the micro-slipping state is determined. The second demand pressure of the engaged clutch at the target speed difference is determined based on the second correspondence between the target demand torque and the second demand pressure at the target speed difference.

2. The method according to claim 1, characterized in that, The step of determining the friction coefficient compensation coefficient of the engaged clutch based on the first demand pressure and the second demand pressure includes: The ratio of the second demand pressure to the first demand pressure is determined as the friction coefficient compensation coefficient of the engaged clutch.

3. The method according to any one of claims 1-2, characterized in that, The method further includes: Gradually reduce the target speed difference between the engaged clutch and the engine; The final required torque of the engaged clutch is determined to be the torque at which the acceleration of the engine and the engaged clutch are the same.

4. The method according to any one of claims 1-2, characterized in that, Determining the target required torque for engaging the clutch based on the first torque and the inertial torque includes: The difference between the first torque and the inertial torque is determined as the target required torque for engaging the clutch.

5. The method according to any one of claims 1-2, characterized in that, Determining the final required torque of the engaged clutch based on the target required torque and the friction coefficient compensation coefficient includes: The product of the target torque requirement and the friction coefficient compensation coefficient is determined as the final torque requirement of the engaged clutch.

6. A torque determination device for upshifting in a dual-clutch transmission, characterized in that, The device includes: The first acquisition unit is used to acquire the first torque sent by the engine before upshifting and the inertial torque when the engine speed is the target acceleration before upshifting. The first determining unit is used to determine the target required torque of the engaged clutch based on the first torque and the inertial torque. The second determining unit is used to determine the target speed difference between the engaged clutch and the engine; The second acquisition unit is used to acquire the friction coefficient compensation coefficient of the engaged clutch when the target speed difference is reached. The third determining unit is used to determine the final required torque of the engaged clutch based on the target required torque and the friction coefficient compensation coefficient. The second acquisition unit is specifically used for: Obtain the first required pressure when the engaged clutch is in a state of slight slippage and the second required pressure when it is in the target speed difference; The friction coefficient compensation coefficient of the engaging clutch is determined based on the first demand pressure and the second demand pressure. The second acquisition unit is specifically used for: Based on the first correspondence between the target required torque and the first required pressure when the clutch is in the micro-slipping state, the first required pressure of the engaged clutch when it is in the micro-slipping state is determined. The second demand pressure of the engaged clutch at the target speed difference is determined based on the second correspondence between the target demand torque and the second demand pressure at the target speed difference.

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