A method and apparatus for upshift control of a dual clutch

Abstract

The embodiment of the application discloses a double clutch upshift control method and device, the method comprises the following steps: obtaining the maximum separation speed difference between the engine and the separation clutch, obtaining the equivalent speed regulation coefficient, determining the upshift attribute according to the determination interval of the maximum separation speed difference and the equivalent speed regulation coefficient, and controlling the target pressure of the combination clutch according to the upshift attribute, that is, the embodiment of the application determines the upshift attribute of the double clutch during upshift, for example, whether too much torque is transmitted or too little torque is transmitted, and controls the target pressure of the combination clutch according to the corresponding upshift attribute, so as to control the transmission torque of the combination clutch, realizes the purpose of correcting the transmission torque of the double clutch during upshift, can accurately control the upshift of the double clutch, improves the transmission torque accuracy and upshift control robustness of the double clutch, and improves the interaction smoothness and stability of the double clutch.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a dual-clutch upshift control method and device. Background Technology

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

[0003] 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. Therefore, how to accurately control the upshifting of the dual clutch during actual driving is an urgent problem to be solved. Summary of the Invention

[0004] This application provides a dual-clutch upshift control method and apparatus, which can perform precise upshift control of the dual clutch, improve the accuracy of torque transmission and the robustness of upshift control, and improve the smoothness and stability of dual-clutch interaction.

[0005] This application provides a dual-clutch upshift control method, the method comprising:

[0006] Obtain the maximum disengagement speed difference between the engine and the disengagement clutch;

[0007] Obtain the equivalent speed regulation coefficient, which characterizes the torque transmission characteristics of the combined clutch during upshifting.

[0008] The upshift attribute is determined based on the judgment range of the maximum separation speed difference and the equivalent speed regulation coefficient. The upshift attribute includes at least three conditions: excessive torque transmitted by the engaged clutch, normal torque transmitted by the engaged clutch, and insufficient torque transmitted by the engaged clutch.

[0009] The target pressure of the engaged clutch is controlled according to the upshift attribute.

[0010] Optionally, obtaining the equivalent speed regulation coefficient includes:

[0011] Obtain the difference in engine speed drop over a predetermined time period;

[0012] The ratio of the difference in rotational speed decrease to the predetermined time is determined as the average speed regulation gradient;

[0013] The torque difference between the engine and the engaged clutch within the predetermined time period is determined as the average dynamic torque;

[0014] The ratio of the average speed regulation gradient to the average dynamic torque is determined as the equivalent speed regulation coefficient.

[0015] Optionally, the determination interval includes a first determination interval and a second determination interval;

[0016] The determination of upshift attribute based on the judgment interval of the maximum separation speed difference and the equivalent speed regulation coefficient includes:

[0017] If the maximum separation speed difference and the equivalent speed regulation coefficient are within the first determination range, then the upshift attribute is determined to be excessive torque transmitted by the clutch.

[0018] If the maximum separation speed difference and the equivalent speed regulation coefficient are within the second determination range, then the upshift attribute is determined to be insufficient torque transmitted by the engaged clutch.

[0019] Optionally, the method further includes:

[0020] If the upshift attribute is determined to be due to excessive torque transmission from the clutch, then update the first adjustment count value;

[0021] If the upshift attribute is determined to be insufficient torque transmitted through the clutch, then update the second adjustment count value;

[0022] The control of the target pressure of the engaged clutch based on the upshift attribute includes:

[0023] If the first adjustment count value is greater than the first threshold, then reduce the target pressure of the engaged clutch;

[0024] If the second adjustment count value is less than the second threshold, then the target pressure of the engagement clutch is increased.

[0025] Optionally, the correction value of the target pressure of the engaged clutch is determined based on the difference between the equivalent speed regulation coefficient and the preset speed regulation coefficient.

[0026] This application embodiment also provides a dual-clutch upshift control device, the device comprising:

[0027] The first acquisition unit is used to acquire the maximum separation speed difference between the engine and the disengagement clutch;

[0028] The second acquisition unit is used to acquire the equivalent speed regulation coefficient, which characterizes the torque transmission characteristics of the combined clutch when upshifting.

[0029] The first determining unit is used to determine the upshift attribute based on the determination interval of the maximum separation speed difference and the equivalent speed regulation coefficient. The upshift attribute includes at least the following: excessive torque transmitted by the engaged clutch, normal torque transmitted by the engaged clutch, and insufficient torque transmitted by the engaged clutch.

[0030] A control unit is used to control the target pressure of the engaged clutch according to the upshift attribute.

[0031] Optionally, the second acquisition unit is specifically used for:

[0032] Obtain the difference in engine speed drop over a predetermined time period;

[0033] The ratio of the difference in rotational speed decrease to the predetermined time is determined as the average speed regulation gradient;

[0034] The torque difference between the engine and the engaged clutch within the predetermined time period is determined as the average dynamic torque;

[0035] The ratio of the average speed regulation gradient to the average dynamic torque is determined as the equivalent speed regulation coefficient.

[0036] Optionally, the determination interval includes a first determination interval and a second determination interval;

[0037] The first determining unit is specifically used for:

[0038] If the maximum separation speed difference and the equivalent speed regulation coefficient are within the first determination range, then the upshift attribute is determined to be excessive torque transmitted by the clutch.

[0039] If the maximum separation speed difference and the equivalent speed regulation coefficient are within the second determination range, then the upshift attribute is determined to be insufficient torque transmitted by the engaged clutch.

[0040] Optionally, the device further includes:

[0041] The second determining unit is used to determine if the upshift attribute is that the torque transmitted by the clutch is too high, and then update the first adjustment count value.

[0042] The third determining unit is used to determine if the upshift attribute is that the torque transmitted by the clutch is too low, and then update the second adjustment count value.

[0043] The control unit is specifically used for:

[0044] If the first adjustment count value is greater than the first threshold, then reduce the target pressure of the engaged clutch;

[0045] If the second adjustment count value is less than the second threshold, then the target pressure of the engagement clutch is increased.

[0046] Optionally, the correction value of the target pressure of the engaged clutch is determined based on the difference between the equivalent speed regulation coefficient and the preset speed regulation coefficient.

[0047] This application provides a dual-clutch upshift control method, which includes: obtaining the maximum separation speed difference between the engine and the disengaged clutch; obtaining an equivalent speed regulation coefficient, wherein the equivalent speed regulation coefficient characterizes the torque transmission characteristics of the engaged clutch during upshift; determining upshift attributes based on the judgment interval of the maximum separation speed difference and the equivalent speed regulation coefficient; the upshift attributes include at least excessive torque transmitted by the engaged clutch, normal torque transmitted by the engaged clutch, and insufficient torque transmitted by the engaged clutch; and controlling the target pressure of the engaged clutch based on the upshift attributes. In other words, this application utilizes the maximum separation speed difference and the equivalent speed regulation coefficient to determine the upshift attributes of the dual clutch during upshift, such as whether the transmitted torque is excessive or insufficient, and controls the target pressure of the engaged clutch based on the corresponding upshift attributes to control the transmitted torque of the engaged clutch, thereby correcting the torque transmitted by the dual clutch during upshift. This enables precise upshift control of the dual clutch, improves the accuracy of torque transmission and the robustness of upshift control, and enhances the smoothness and stability of dual-clutch interaction. Attached Figure Description

[0048] 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.

[0049] Figure 1 This is a schematic diagram of a dual-clutch upshifting mechanism;

[0050] Figure 2 A flowchart of a dual-clutch upshift control method provided in this application embodiment;

[0051] Figure 3 This application provides a schematic diagram of a dual-clutch upshifting mechanism.

[0052] Figure 4 This is another schematic diagram of dual-clutch upshifting provided in an embodiment of this application;

[0053] Figure 5 This is another schematic diagram of dual-clutch upshifting provided in the embodiments of this application;

[0054] Figure 6 This is a structural block diagram of a dual-clutch upshift control device provided in an embodiment of this application. Detailed Implementation

[0055] 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.

[0056] With the rapid development of the automotive industry, the variety of automotive products is also increasing. One crucial component of any vehicle 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. Dual-clutch automatic transmissions (DCTs), also known as dual-clutch transmissions, are typical power-interrupted shifting transmissions. Upshifting (PU) by pressing the accelerator is one of the most common DCT shifting scenarios.

[0057] 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.

[0058] refer to Figure 1 The diagram illustrates a dual-clutch upshifting mechanism. After PU activation, the torque transmission clutches switch during a torque interaction phase: the disengaging (offgoing, ofg) clutch gradually depressurizes and stops transmitting torque, while the engaging (oncoming, onc) clutch gradually increases pressure and assumes the torque transmission role. To ensure that the torque transmitted by the engaging clutch meets system requirements, the final target torque (Ton_tgt) of the onc clutch during the torque interaction phase is calculated, and the target pressure (Pon_tgt) of the onc clutch is determined by further consulting the clutch's torque-pressure (T2P) characteristic curve.

[0059] After the torque interaction phase is completed, the speed control phase begins. On the one hand, power is output through the ONC clutch, and on the other hand, engine speed adjustment and synchronization with the target shaft are achieved by requesting engine torque reduction. Torque reduction is mainly divided into a stable torque reduction phase and a torque reduction recovery phase. In the stable torque reduction phase, the dynamic torque value is determined by calculating the target speed gradient, that is, the torque reduction gap is determined.

[0060] In practical applications, due to sample differences and hardware wear, the T2P curves of different clutches cannot be guaranteed to be consistent and are constantly changing throughout their lifespan. Therefore, conventional DCT control will adaptively control the T2P curve based on steady-state conditions through micro-slip control. However, for the rapid changes in onc clutch pressure and the large speed difference slip state during the above-mentioned PU process, there is a lack of effective adaptive control. As a result, it cannot effectively cope with the sample differences in the characteristics of large speed difference slip and the characteristic changes caused by hardware wear, leading to problems such as insufficient torque transmission of the dual clutch causing speed spikes (flare) or excessive torque transmission causing tie-up.

[0061] Therefore, how to precisely control upshifting of the dual-clutch transmission during actual driving is an urgent problem to be solved.

[0062] Based on this, this application provides a dual-clutch upshift control method. The method includes: obtaining the maximum separation speed difference between the engine and the disengaged clutch; obtaining an equivalent speed regulation coefficient, the equivalent speed regulation coefficient characterizing the torque transmission characteristics of the engaged clutch during upshift; determining upshift attributes based on the judgment interval of the maximum separation speed difference and the equivalent speed regulation coefficient; the upshift attributes include at least excessive torque transmitted by the engaged clutch, normal torque transmitted by the engaged clutch, and insufficient torque transmitted by the engaged clutch; and controlling the target pressure of the engaged clutch based on the upshift attributes. In other words, this application utilizes the maximum separation speed difference and the equivalent speed regulation coefficient to determine the upshift attributes of the dual clutch during upshift, such as whether the transmitted torque is excessive or insufficient, and controls the target pressure of the engaged clutch based on the corresponding upshift attributes to control the transmitted torque of the engaged clutch, thereby achieving the purpose of correcting the transmitted torque of the dual clutch during upshift. This enables precise upshift control of the dual clutch, improves the accuracy of the dual clutch torque transmission and the robustness of upshift control, and improves the smoothness and stability of the dual clutch interaction.

[0063] 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.

[0064] See Figure 2 The figure is a flowchart of a dual-clutch upshift control method provided in an embodiment of this application.

[0065] The dual-clutch upshift control method provided in this embodiment includes the following steps:

[0066] S101, obtain the maximum separation speed difference between the engine and the disengagement clutch.

[0067] In the embodiments of this application, after the upshift condition is activated, the speed difference between the engine and the disengaged clutch shaft speed is acquired in real time, and the maximum disengagement speed difference is continuously determined until the moment when the engine speed begins to decrease after torque reduction activation. At this point, the maximum disengagement speed difference n_slp_max at the time of this upshift is locked and output. The maximum disengagement speed difference n_slp_max is used to characterize the interactive torque transmission matching state, i.e., the actual control effect of the upshift condition. (Refer to...) Figure 3 As shown.

[0068] S102, obtain the equivalent speed regulation coefficient.

[0069] In the embodiments of this application, after the upshift condition is activated, the equivalent speed regulation coefficient k_adj can be obtained. The equivalent speed regulation coefficient k_adj is used to characterize the torque transmission characteristics of the engaged clutch during upshifting, specifically, it can characterize the torque transmission characteristics of the engaged clutch under large speed difference slip friction.

[0070] Specifically, the engine speed drop difference Δn within a predetermined time Δt can be obtained, and the ratio of the speed drop difference Δn to the predetermined time Δt can be determined as the average speed regulation gradient dn_avg. The torque difference between the engine and the engaged clutch within the predetermined time Δt can be determined as the average dynamic torque T. d _avg, which combines the average speed gradient dn_avg and the average dynamic torque T d The ratio of _avg is determined as the equivalent speed regulation coefficient k_adj. The predetermined time Δt can start from the moment the engine speed decreases and end at the moment the torque reduction phase stabilizes.

[0071] In the embodiments of this application, after the upshift condition is activated, data such as clutch oil temperature, throttle change range, torque change range, slippage state position, and the corresponding torque steady-state adaptive deviation can be obtained. Based on these data, it can be further determined whether the current upshift condition meets the conventional stable throttle upshift condition. If it does not meet the condition, the control method of the embodiment of this application is interrupted.

[0072] S103, determine the upshift attribute based on the judgment interval where the maximum separation speed difference and the equivalent speed regulation coefficient are located.

[0073] In the embodiments of this application, the upshift attribute can be determined based on the judgment range in which the obtained maximum separation speed difference and equivalent speed regulation coefficient are located. The upshift attribute includes at least three conditions: excessive torque transmitted by the engaged clutch, normal torque transmitted by the engaged clutch, and insufficient torque transmitted by the engaged clutch. In other words, the torque transmission characteristics can be determined based on the judgment range in which the maximum separation speed difference and equivalent speed regulation coefficient are located, so that subsequent adaptive adjustments can be made based on these torque transmission characteristics.

[0074] Specifically, the judgment interval may include a first judgment interval and a second judgment interval. If the maximum separation speed difference and the equivalent speed regulation coefficient are in the first judgment interval, the upshift attribute is determined to be excessive torque transmitted by the clutch. If the maximum separation speed difference and the equivalent speed regulation coefficient are in the second judgment interval, the upshift attribute is determined to be insufficient torque transmitted by the clutch.

[0075] As an example, the first determination interval is the maximum separation speed difference n_slp_max ≤ tieup_tld and the equivalent speed regulation coefficient k_adj ≥ up_lv1, and the second determination interval is the maximum separation speed difference n_slp_max ≥ flare_tld and the equivalent speed regulation coefficient k_adj ≤ dwn_lv1.

[0076] In the embodiments of this application, the torque interaction control effect during upshifting can be determined using the maximum separation speed difference n_slp_max. When n_slp_max ≤ tieup_tld, it is determined that a jerking phenomenon has occurred. Figure 4 As shown, when n_slp_max ≥ flare_tld, it is determined that an ascent has occurred. (Refer to...) Figure 5 As shown, when n_slp_max is between the two values, the interactive control is considered to be normal.

[0077] In the embodiments of this application, the equivalent speed regulation coefficient k_adj can also be used to determine the speed regulation effect. That is, when k_adj≥up_lv2, it is determined that the speed regulation is too fast (q2); when up_lv2>k_adj≥up_lv1, it is determined that the speed regulation is too fast (q1); when up_lv1>k_adj>dwn_lv1, it is determined that the speed regulation is normal; when dwn_lv1≥k_adj>dwn_lv2, it is determined that the speed regulation is too slow (s1); when dwn_lv2≥k_adj, it is determined that the speed regulation is too slow (s2). In other words, the speed regulation being too fast can be subdivided into two levels, q1 and q2, and the speed regulation being too slow can also be subdivided into two levels, s1 and s2.

[0078] The upshift attribute can be determined by combining the summative judgment results of the maximum separation speed difference n_slp_max and the equivalent speed regulation coefficient k_adj. When a jerking phenomenon occurs and the speed regulation is too fast (q1 or q2), refer to... Figure 4 As shown, it was determined that excessive torque was transmitted through the clutch during this upshift. When a sudden increase in speed occurs and the speed adjustment is too slow (S1 or S2), refer to... Figure 5 As shown, it was determined that the torque transmitted by the clutch was insufficient during this upshift.

[0079] S104, control the target pressure of the engaged clutch according to the upshift attribute.

[0080] In the embodiments of this application, after determining the corresponding upshift attributes using the maximum separation speed difference and the equivalent speed regulation coefficient, the target pressure of the engaged clutch can be controlled according to the determined upshift attributes in order to control the transmission torque of the engaged clutch, thereby achieving the purpose of correcting the transmission torque of the dual clutch during upshifting. This enables precise upshift control of the dual clutch, improves the accuracy of the dual clutch transmission torque and the robustness of upshift control, and enhances the smoothness and stability of the dual clutch interaction.

[0081] Specifically, when it is determined that the upshift attribute is due to excessive torque transmitted by the clutch, the first adjustment count value is updated. If the first adjustment count value is greater than the first threshold, the target pressure of the clutch is reduced. When it is determined that the upshift attribute is due to insufficient torque transmitted by the clutch, the second adjustment count value is updated. If the second adjustment count value is less than the second threshold, the target pressure of the clutch is increased.

[0082] As an example, when the upshift attribute is determined to be excessive torque transmitted by the clutch, the first adjustment count value update step size cnt_c is determined based on the speed regulation level: cnt_c = +1 for q1 and +2 for q2. When the upshift attribute is determined to be insufficient torque transmitted by the clutch, the second adjustment count value update step size cnt_c is determined based on the speed regulation level: cnt_c = -1 for q1 and -2 for q2. Except for the above two scenarios, other scenarios are considered to be normal upshift control or control problems caused by differences in torque transmission characteristics other than large slip, and the upshift control method of this application embodiment is unnecessary.

[0083] In the embodiments of this application, when performing upshift control, multiple adaptive regions can be pre-defined based on engine speed and torque. The specific adaptive region to which the upshift process belongs can be determined by looking up a table based on the engine speed and torque at the time of activation.

[0084] The adjustment count value of the corresponding region can be updated according to the adaptive region x to which this upgrade condition belongs and the update step size, i.e., EE_cnt[x] += cnt_c.

[0085] When the first adjustment count value reaches or exceeds the first threshold, the first threshold can be calibrated for adjustment. For example, when the first threshold is 4, if the first adjustment count value EE_cnt[x] of a certain adaptive region x is ≥ 4, it triggers the reduction of the correction coefficient EE_PU_fix[x] of that adaptive region. This correction coefficient will directly correct the target pressure of the engaged clutch. (Refer to...) Figure 4 As shown. Specifically, the correction value for the target pressure of the clutch can be determined based on the difference between the equivalent speed regulation coefficient and the preset speed regulation coefficient.

[0086] As an example, the correction value is determined by looking up the equivalent speed regulation coefficient average deviation EE_k_err_avg[x] of the corresponding region. The equivalent speed regulation coefficient average deviation EE_k_err_avg[x] is the average value of the difference k_err between the equivalent speed regulation coefficient k_adj and the preset speed regulation coefficient k_tgt. After correcting the target pressure of the engaged clutch, the first adjustment count value EE_cnt[x] and the equivalent speed regulation coefficient average deviation EE_k_err_avg[x] of the adaptive region x are cleared to zero.

[0087] When the second adjustment count value reaches or exceeds the second threshold, the second threshold can be calibrated and adjusted. For example, when the second threshold is -4, if the second adjustment count value EE_cnt[x] ≤ -4 for a certain adaptive region x, it triggers an increase in the correction coefficient EE_PU_fix[x] for that adaptive region. This correction coefficient will directly correct the target pressure of the engaged clutch. (Refer to...) Figure 5 As shown. Specifically, the correction value for the target pressure of the clutch can be determined based on the difference between the equivalent speed regulation coefficient and the preset speed regulation coefficient.

[0088] As an example, the correction value is determined by looking up the equivalent speed regulation coefficient average deviation EE_k_err_avg[x] of the corresponding region. The equivalent speed regulation coefficient average deviation EE_k_err_avg[x] is the average value of the difference k_err between the equivalent speed regulation coefficient k_adj and the preset speed regulation coefficient k_tgt. After correcting the target pressure of the engaged clutch, the second adjustment count value EE_cnt[x] and the equivalent speed regulation coefficient average deviation EE_k_err_avg[x] of the adaptive region x are cleared to zero.

[0089] In practical applications, when directly controlling the target pressure of the engaged clutch, while maintaining the normal calculation of the target torque of the engaged clutch, when determining the final target pressure of the engaged clutch in the interaction stage of the steady-state T2P curve, the torque lookup value is adaptively corrected using the ofst method, i.e., Pon_tgt=T2P{Ton_tgt*(1+EE_PU_fix[x])}. After entering the speed regulation stage, the state Pon_tgt gradually transitions from the above-corrected state to the original state Pon_tgt_raw=T2P{Ton_tgt}. Thus, by adjusting the T2P correspondence using the correction value, the deviation of the large speed difference slip friction torque transmission characteristics is corrected, achieving the purpose of adaptive control convergence and optimizing the smoothness and stability of upshifting.

[0090] In the embodiments of this application, based on the upshift attribute determination, the first adjustment count value of the corresponding upshift condition is updated. When the count value accumulates to exceed a certain threshold, it indicates that the matching problem occurs frequently. Then, the adaptive correction value of the clutch interaction control parameter of the corresponding upshift condition is updated. The adaptive correction value directly corrects the final target pressure of the clutch interaction stage, changes the actual Torque-Pressure correspondence of the clutch to compensate for the difference between the large slip torque transmission characteristics and the standard sample, and acts on the subsequent interaction and speed regulation control process of the corresponding upshift condition, thereby adjusting the actual slip control effect and the equivalent speed regulation coefficient, so as to improve the smoothness and stability of upshift.

[0091] Considering that the frictional torque transmission characteristics are affected by factors such as load and speed difference, multiple adaptive regions are defined based on the engine torque and speed when the interactive control is activated for specific upshifting conditions. The counter and adjustment count values ​​of each adaptive region are stored independently and applied to the corresponding upshifting control.

[0092] In addition, to improve the functionality and practicality, this application also fully considers the different requirements for the adaptive cycle under different degrees of deviation in the slip-wear torque transmission characteristics. By monitoring the deviation between the equivalent speed regulation coefficient and the preset speed regulation coefficient, on the one hand, two degrees of deviation are defined. In the case of a larger deviation, the adjustment counting step is doubled, thereby accelerating the adaptive adjustment frequency. On the other hand, based on the average deviation value of multiple sets of upshift data, the adjustment step of the correction value combined with the target pressure of the clutch is determined by looking up a table. In the case of a large deviation, the adaptive adjustment range can be increased.

[0093] In the embodiments of this application, for the normal stable throttle upshifting condition, the actual control effect of the upshifting condition is monitored by the maximum separation speed difference in the interactive stage. Combined with the deviation of the equivalent speed regulation coefficient relative to the preset speed regulation coefficient in the stable torque reduction stage, the two work together to identify the changing trend of the large speed difference slip wear characteristics. Further adjustment count accumulation is performed and the target pressure correction value of the engaged clutch is adaptively updated and corrected, thereby effectively compensating for the torque transmission characteristic deviation caused by sample differences and hardware wear, improving the software control coverage capability, and improving the smoothness and stability of the upshifting condition.

[0094] This application provides a dual-clutch upshift control method, which includes: obtaining the maximum separation speed difference between the engine and the disengaged clutch; obtaining an equivalent speed regulation coefficient, wherein the equivalent speed regulation coefficient characterizes the torque transmission characteristics of the engaged clutch during upshift; determining upshift attributes based on the judgment interval of the maximum separation speed difference and the equivalent speed regulation coefficient; the upshift attributes include at least excessive torque transmitted by the engaged clutch, normal torque transmitted by the engaged clutch, and insufficient torque transmitted by the engaged clutch; and controlling the target pressure of the engaged clutch based on the upshift attributes. In other words, this application utilizes the maximum separation speed difference and the equivalent speed regulation coefficient to determine the upshift attributes of the dual clutch during upshift, such as whether the transmitted torque is excessive or insufficient, and controls the target pressure of the engaged clutch based on the corresponding upshift attributes to control the transmitted torque of the engaged clutch, thereby achieving the purpose of correcting the transmitted torque of the dual clutch during upshift. This enables precise upshift control of the dual clutch, improves the accuracy of the dual clutch torque transmission and the robustness of upshift control, and enhances the smoothness and stability of the dual clutch interaction.

[0095] Based on the dual-clutch upshift control method provided in the above embodiments, this application also provides a dual-clutch upshift control device, the working principle of which will be described in detail below with reference to the accompanying drawings.

[0096] See Figure 6 The figure is a structural block diagram of a dual-clutch upshift control device provided in an embodiment of this application.

[0097] The dual-clutch upshift control device 600 provided in this embodiment includes:

[0098] The first acquisition unit 610 is used to acquire the maximum separation speed difference between the engine and the disengagement clutch;

[0099] The second acquisition unit 620 is used to acquire the equivalent speed regulation coefficient, which characterizes the torque transmission characteristics of the combined clutch when upshifting.

[0100] The first determining unit 630 is used to determine the upshift attribute based on the determination interval of the maximum separation speed difference and the equivalent speed regulation coefficient. The upshift attribute includes at least the following: excessive torque transmitted by the engaged clutch, normal torque transmitted by the engaged clutch, and insufficient torque transmitted by the engaged clutch.

[0101] Control unit 640 is used to control the target pressure of the engaged clutch according to the upshift attribute.

[0102] Optionally, the second acquisition unit is specifically used for:

[0103] Obtain the difference in engine speed drop over a predetermined time period;

[0104] The ratio of the difference in rotational speed decrease to the predetermined time is determined as the average speed regulation gradient;

[0105] The torque difference between the engine and the engaged clutch within the predetermined time period is determined as the average dynamic torque;

[0106] The ratio of the average speed regulation gradient to the average dynamic torque is determined as the equivalent speed regulation coefficient.

[0107] Optionally, the determination interval includes a first determination interval and a second determination interval;

[0108] The first determining unit is specifically used for:

[0109] If the maximum separation speed difference and the equivalent speed regulation coefficient are within the first determination range, then the upshift attribute is determined to be excessive torque transmitted by the clutch.

[0110] If the maximum separation speed difference and the equivalent speed regulation coefficient are within the second determination range, then the upshift attribute is determined to be insufficient torque transmitted by the engaged clutch.

[0111] Optionally, the device further includes:

[0112] The second determining unit is used to determine if the upshift attribute is that the torque transmitted by the clutch is too high, and then update the first adjustment count value.

[0113] The third determining unit is used to determine if the upshift attribute is that the torque transmitted by the clutch is too low, and then update the second adjustment count value.

[0114] The control unit is specifically used for:

[0115] If the first adjustment count value is greater than the first threshold, then reduce the target pressure of the engaged clutch;

[0116] If the second adjustment count value is less than the second threshold, then the target pressure of the engagement clutch is increased.

[0117] Optionally, the correction value of the target pressure of the engaged clutch is determined based on the difference between the equivalent speed regulation coefficient and the preset speed regulation coefficient.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] 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 dual-clutch upshift control method, characterized in that, The method includes: Obtain the maximum disengagement speed difference between the engine and the disengagement clutch; Obtain the equivalent speed regulation coefficient, which characterizes the torque transmission characteristics of the combined clutch during upshifting. The upshift attribute is determined based on the judgment range of the maximum separation speed difference and the equivalent speed regulation coefficient. The upshift attribute includes at least three conditions: excessive torque transmitted by the engaged clutch, normal torque transmitted by the engaged clutch, and insufficient torque transmitted by the engaged clutch. The target pressure of the engaged clutch is controlled according to the upshift attribute; The process of obtaining the equivalent speed regulation coefficient includes: Obtain the difference in engine speed drop over a predetermined time period; The ratio of the difference in rotational speed decrease to the predetermined time is determined as the average speed regulation gradient; The torque difference between the engine and the engaged clutch within the predetermined time period is determined as the average dynamic torque; The ratio of the average speed regulation gradient to the average dynamic torque is determined as the equivalent speed regulation coefficient.

2. The method according to claim 1, characterized in that, The determination interval includes a first determination interval and a second determination interval; The step of determining the upshift attribute based on the judgment interval of the maximum separation speed difference and the equivalent speed regulation coefficient includes: If the maximum separation speed difference and the equivalent speed regulation coefficient are within the first determination range, then the upshift attribute is determined to be excessive torque transmitted by the clutch. If the maximum separation speed difference and the equivalent speed regulation coefficient are within the second determination range, then the upshift attribute is determined to be insufficient torque transmitted by the engaged clutch.

3. The method according to claim 2, characterized in that, The method further includes: If the upshift attribute is determined to be excessive torque transmission due to clutch engagement, then update the first adjustment count value; If the upshift attribute is determined to be insufficient torque transmitted by the clutch, then update the second adjustment count value; The control of the target pressure of the engaged clutch based on the upshift attribute includes: If the first adjustment count value is greater than the first threshold, then reduce the target pressure of the engaged clutch; If the second adjustment count value is less than the second threshold, then the target pressure of the engagement clutch is increased.

4. The method according to any one of claims 1-3, characterized in that, The correction value for the target pressure of the engaged clutch is determined based on the difference between the equivalent speed regulation coefficient and the preset speed regulation coefficient.

5. A dual-clutch upshift control device, characterized in that, The device includes: The first acquisition unit is used to acquire the maximum separation speed difference between the engine and the disengagement clutch; The second acquisition unit is used to acquire the equivalent speed regulation coefficient, which characterizes the torque transmission characteristics of the combined clutch when upshifting. The first determining unit is used to determine the upshift attribute based on the judgment interval of the maximum separation speed difference and the equivalent speed regulation coefficient. The upshift attribute includes at least the following: excessive torque transmitted by the engaged clutch, normal torque transmitted by the engaged clutch, and insufficient torque transmitted by the engaged clutch. A control unit is used to control the target pressure of the engaged clutch according to the upshift attribute; The second acquisition unit is specifically used for: Obtain the difference in engine speed drop over a predetermined time period; The ratio of the difference in rotational speed decrease to the predetermined time is determined as the average speed regulation gradient; The torque difference between the engine and the engaged clutch within the predetermined time period is determined as the average dynamic torque; The ratio of the average speed regulation gradient to the average dynamic torque is determined as the equivalent speed regulation coefficient.

6. The apparatus according to claim 5, characterized in that, The determination interval includes a first determination interval and a second determination interval; The first determining unit is specifically used for: If the maximum separation speed difference and the equivalent speed regulation coefficient are within the first determination range, then the upshift attribute is determined to be excessive torque transmitted by the clutch. If the maximum separation speed difference and the equivalent speed regulation coefficient are within the second determination range, then the upshift attribute is determined to be insufficient torque transmitted by the engaged clutch.

7. The apparatus according to claim 6, characterized in that, The device further includes: The second determining unit is used to determine if the upshift attribute is that the torque transmitted by the clutch is too high, and then update the first adjustment count value; The third determining unit is used to determine if the upshift attribute is that the torque transmitted by the clutch is too low, and then update the second adjustment count value; The control unit is specifically used for: If the first adjustment count value is greater than the first threshold, then reduce the target pressure of the engaged clutch; If the second adjustment count value is less than the second threshold, then the target pressure of the engagement clutch is increased.

8. The apparatus according to any one of claims 5-7, characterized in that, The correction value for the target pressure of the engaged clutch is determined based on the difference between the equivalent speed regulation coefficient and the preset speed regulation coefficient.

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