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 embodiment of the application determines the closed-loop adjustment torque of the corresponding double clutch by keeping the engine and the disengaged clutch in the micro-slip state, thereby realizing the decoupling control between the inertia torque of the engine and the transmission torque of the disengaged clutch, then continues to determine the total demand torque of the clutch according to the closed-loop adjustment torque and the demand feedforward torque, and in the upshift torque interaction process, the total demand torque is distributed to the main control clutch and the auxiliary clutch, realizing the coordinated control of the combined clutch and the disengaged clutch, improving the clutch torque control precision and the engine speed control precision in the upshift process, improving the transmission torque matching precision and the upshift control robustness, and improving the upshift smoothness and stability.

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 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 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 on 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] The closed-loop regulating torque and required feedforward torque of the dual clutch are obtained, wherein the closed-loop regulating torque is determined by keeping the engine and the disengaged clutch in a state of slight slippage.

[0007] The total clutch torque demand is determined based on the closed-loop regulating torque and the demand feedforward torque.

[0008] During different control phases of the upshift torque interaction process, the total torque demand of the clutch is allocated to the main control clutch and the auxiliary clutch of the corresponding control phase. One of the main control clutch and the auxiliary clutch is a disengagement clutch, and the other is an engagement clutch.

[0009] Optionally, obtaining the closed-loop regulating torque of the dual clutch includes:

[0010] The target speed of the engine is determined based on the target speed difference and the speed of the disengaged clutch, wherein the target speed difference is the speed difference between the disengaged clutch and the engine when they are in the micro-slipping state;

[0011] The control error is determined based on the target speed and the actual speed of the engine.

[0012] The closed-loop regulating torque is determined based on the control error.

[0013] Optionally, the control phase includes an early transition phase, a first main control phase, and a second main control phase;

[0014] During upshifting, the distribution of the total required torque of the clutch to the primary clutch and auxiliary clutch at different control stages includes:

[0015] In the first main control stage, the main control clutch is the disengagement clutch, the auxiliary clutch is the engagement clutch, the torque allocated to the engagement clutch gradually increases, and the torque allocated to the disengagement clutch gradually decreases.

[0016] In the second main control stage, the main control clutch is the engagement clutch, the auxiliary clutch is the disengagement clutch, the torque allocated to the disengagement clutch continues to gradually decrease, and the torque allocated to the engagement clutch continues to gradually increase.

[0017] Optionally, determining the total clutch torque demand based on the closed-loop regulating torque and the demand feedforward torque includes:

[0018] The sum of the closed-loop regulating torque and the required feedforward torque is determined as the total required torque of the clutch.

[0019] This application provides a dual-clutch upshift control device, the device comprising:

[0020] The first acquisition unit is used to acquire the closed-loop adjustment torque and the required feedforward torque of the dual clutch, wherein the closed-loop adjustment torque is determined by keeping the engine and the disengaged clutch in a state of slight slippage.

[0021] The first determining unit is used to determine the total required torque of the clutch based on the closed-loop regulating torque and the required feedforward torque.

[0022] The distribution unit is used to distribute the total torque demand of the clutch to the main clutch and the auxiliary clutch at different control stages during the upshift torque interaction process. One of the main clutch and the auxiliary clutch is a disengaging clutch, and the other is an engaging clutch.

[0023] Optionally, the first acquisition unit is specifically used for:

[0024] The target speed of the engine is determined based on the target speed difference and the speed of the disengaged clutch, wherein the target speed difference is the speed difference between the disengaged clutch and the engine when they are in the micro-slipping state;

[0025] The control error is determined based on the target speed and the actual speed of the engine.

[0026] The closed-loop regulating torque is determined based on the control error.

[0027] Optionally, the control phase includes an early transition phase, a first main control phase, and a second main control phase;

[0028] The allocation unit is specifically used for:

[0029] In the first main control stage, the main control clutch is the disengagement clutch, the auxiliary clutch is the engagement clutch, the torque allocated to the engagement clutch gradually increases, and the torque allocated to the disengagement clutch gradually decreases.

[0030] In the second main control stage, the main control clutch is the engagement clutch, the auxiliary clutch is the disengagement clutch, the torque allocated to the disengagement clutch continues to gradually decrease, and the torque allocated to the engagement clutch continues to gradually increase.

[0031] Optionally, the first determining unit is specifically used for:

[0032] The sum of the closed-loop regulating torque and the required feedforward torque is determined as the total required torque of the clutch.

[0033] This application provides a dual-clutch upshift control method, which includes: acquiring the closed-loop regulating torque and demand feedforward torque of the dual clutches. The closed-loop regulating torque is determined by keeping the engine and the disengaged clutch in a state of slight slippage. The total demand torque of the clutches is determined based on the closed-loop regulating torque and the demand feedforward torque. During different control stages in the upshift torque interaction process, the total demand torque of the clutches is allocated to the primary clutch and the auxiliary clutch in the corresponding control stage. One of the primary clutch and the auxiliary clutch is a disengaged clutch, and the other is an engaged clutch. In other words, this application embodiment determines the corresponding closed-loop regulating torque of the dual clutches by keeping the engine and the disengaged clutch in a state of slight slippage, thereby achieving decoupling control between the engine's inertial torque and the torque transmission of the disengaged clutch. Then, the total demand torque of the clutches is determined based on the closed-loop regulating torque and the demand feedforward torque, and during the upshift torque interaction process, the total demand torque is allocated to the primary clutch and the auxiliary clutch, achieving coordinated control of the engaged clutch and the disengaged clutch. This improves the clutch torque control accuracy and engine speed control accuracy during the upshift process, enhances torque matching accuracy and upshift control robustness, and improves upshift smoothness and stability. Attached Figure Description

[0034] 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.

[0035] Figure 1 This is a schematic diagram of a dual-clutch upshifting mechanism;

[0036] Figure 2 A flowchart of a dual-clutch upshift control method provided in this application embodiment;

[0037] Figure 3 This application provides a schematic diagram of a dual-clutch upshifting mechanism.

[0038] Figure 4 This is a structural block diagram of a dual-clutch upshift control device provided in an embodiment of this application. Detailed Implementation

[0039] 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.

[0040] 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.

[0041] 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.

[0042] refer to Figure 1The diagram illustrates a dual-clutch upshifting mechanism. When driving in a fixed gear with the accelerator depressed, the engine speed is synchronized with the clutch in the current gear, which transmits engine torque. Upon activation of the upshift command, the current gear clutch becomes an offgoing (ofg) clutch, continuing to transmit engine torque. Simultaneously, the oncoming (onc) clutch begins pre-filling control from an unloaded state. Once filling is complete, the onc clutch gradually increases pressure, increasing the engine torque it carries. Simultaneously, the ofg clutch gradually depressurizes, decreasing its carrying capacity and actual torque transmission. Until, at the end of the interaction, the ofg clutch is no longer transmitting torque under no-load conditions, and the onc clutch takes over from the ofg clutch to carry the required engine torque. This completes the torque transmission interaction control between the two clutches, ensuring a smooth disengagement of the engine speed from the ofg clutch and preparing for subsequent speed control.

[0043] The ideal PU interaction control effect is: when the onc clutch finally transmits the expected torque, the ofg clutch completely depressurizes so that the speed control can be smoothly activated when the engine reduces torque. Before that, the engine speed and clutch output torque are effectively adjusted to reasonably control the smoothness of the interaction process and the heat generated by slippage.

[0044] In other words, in an ideal PU interactive control process, the engine speed is always synchronized with the ofg clutch, and the two speeds only separate and enter speed regulation control after the interaction is completed. The following is the DCT torque transmission dynamics formula:

[0045]

[0046] Among them, T e As a power source, T on T is the torque value for slippage transmission of the ONC clutch (which depends on the coefficient of friction and pressure). j For the engine's inertial torque, T off This represents the actual torque transmitted by the ofg clutch. As shown in the formula, when the ofg clutch is synchronized with the engine speed, the actual torque transmitted by the ofg clutch is T. off Depends on the dynamic equilibrium relationship (including T) j Factors), while T off In turn, it will affect the engine's inertial torque T. j Therefore, T j With T off There is a coupling relationship between the two, which leads to the engine speed (T) j (related) and the output torque of the dual-clutch transmission (T) off (Related) It is difficult to achieve precise active closed-loop control, thus making it impossible to ensure the accuracy and stability of torque matching.

[0047] Furthermore, in practical applications, due to sample differences in the pressure-torque (T2P) characteristics of the clutch, the torque shape and accuracy of the engine also fluctuate to some extent, which further aggravates the torque matching accuracy deviation in the interaction stage, causing interaction control problems, such as insufficient torque transmission of the dual clutch leading to speed spikes (flare), or excessive torque transmission leading to tie-up problems.

[0048] Therefore, how to precisely control upshifting of the dual-clutch transmission during actual driving is an urgent problem to be solved.

[0049] Based on this, this application provides a dual-clutch upshift control method. The method includes: acquiring the closed-loop regulating torque and demand feedforward torque of the dual clutches. The closed-loop regulating torque is determined by keeping the engine and the disengaged clutch in a state of slight slippage. The total demand torque of the clutches is determined based on the closed-loop regulating torque and the demand feedforward torque. During different control stages in the upshift torque interaction process, the total demand torque of the clutches is allocated to the main control clutch and the auxiliary clutch in the corresponding control stage. One of the main control clutch and the auxiliary clutch is a disengaged clutch, and the other is an engaged clutch. In other words, this application embodiment determines the corresponding closed-loop regulating torque of the dual clutches by keeping the engine and the disengaged clutch in a state of slight slippage, thereby achieving decoupling control between the inertial torque of the engine and the torque transmission of the disengaged clutch. Then, the total demand torque of the clutches is determined based on the closed-loop regulating torque and the demand feedforward torque. During the upshift torque interaction process, the total demand torque is allocated to the main control clutch and the auxiliary clutch, achieving coordinated control of the engaged clutch and the disengaged clutch. This improves the clutch torque control accuracy and engine speed control accuracy during the upshift process, enhances the torque transmission matching accuracy and upshift control robustness, and improves upshift smoothness and stability.

[0050] 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.

[0051] See Figure 2 The figure is a flowchart of a dual-clutch upshift control method provided in an embodiment of this application.

[0052] The dual-clutch upshift control method provided in this embodiment includes the following steps:

[0053] S101 obtains the closed-loop regulating torque and required feedforward torque of the dual clutch.

[0054] In the embodiments of this application, the closed-loop regulating torque and the required feedforward torque of the dual clutch can be obtained, wherein the closed-loop regulating torque is determined by keeping the engine and the disengaged clutch in a state of slight slippage. That is, by keeping the engine and the disengaged clutch in a state of slight slippage, the decoupling control of the engine inertial torque and the disengaged clutch can be achieved. At the same time, the closed-loop regulating torque can effectively cope with the influence of torque transmission matching-related interference factors, and achieve active and precise adjustment of clutch torque transmission and engine speed.

[0055] Specifically, the target engine speed can be determined based on the target speed difference n_slp_tgt and the speed of the disengaged clutch. The target speed difference n_slp_tgt is the speed difference between the disengaged clutch and the engine when they are in a state of slight slippage. The control error slp_err is determined based on the target speed and the actual engine speed. The closed-loop regulating torque Tc_adj is determined based on the control error slp_err.

[0056] Specifically, the required feedforward torque Tc_FF of the dual clutch can be determined based on the engine torque Te, the engine inertial torque Tj, and the operating condition correction coefficient. The operating condition correction coefficient mainly considers the differences in clutch slippage torque transmission characteristics under different operating conditions to make appropriate torque transmission corrections.

[0057] S102, determine the total required torque of the clutch based on the closed-loop regulating torque and the required feedforward torque.

[0058] In the embodiments of this application, after obtaining the closed-loop regulating torque Tc_adj and the demand feedforward torque Tc_FF, the total clutch demand torque Tc_demand can be determined based on the closed-loop regulating torque Tc_adj and the demand feedforward torque Tc_FF. Specifically, the sum of the closed-loop regulating torque Tc_adj and the demand feedforward torque Tc_FF can be determined as the total clutch demand torque Tc_demand.

[0059] S103, during different control stages of the upshift torque interaction process, distributes the total required torque of the clutch to the main control clutch and auxiliary clutch of the corresponding control stage.

[0060] In the embodiments of this application, after obtaining the total clutch demand torque Tc_demand, the total clutch demand torque Tc_demand can be allocated to the main control clutch and the auxiliary clutch at different control stages in the upshift torque interaction process. One of the main control clutch and the auxiliary clutch is a disengaging clutch, and the other is an engaging clutch.

[0061] In embodiments of this application, the control phase may include an early transition (Prep) phase, a first master control phase, and a second master control phase, as referenced. Figure 3 As shown:

[0062] The initial transition (Prep) phase begins after receiving an upshift command triggered by accelerator pedal input. This involves triggering upshift interaction micro-slip control from the current state, recording the initial clutch disengagement torque Toff_pp_0, and the initial engine speed difference between the disengaged clutch and the clutch (n_slp_0 = ne - noff). The speed difference between the disengaged clutch and the engine then transitions from n_slp_0 to the target speed difference n_slp_tgt, with a ramp time of the preset target fuel filling time t_pp_tgt. The target engine speed can be calculated from the real-time clutch speed and the target speed difference n_slp_tgt. Further, based on the actual engine speed and the target engine speed, the control error slp_err is calculated. Then, using the control error slp_err as feedback input, closed-loop PI control is performed, accumulating the closed-loop adjustment torque Tc_adj of the clutch.

[0063] In the initial transition Prep phase, the total clutch demand torque Tc_demand is the sum of the closed-loop regulating torque Tc_adj and the demand feedforward torque Tc_FF. The transmitted torque value of the disengaged clutch can be gradually transitioned from Toff_pp_0 to the total demand torque Tc_demand, with the ramp time being the preset target oil filling time t_pp_tgt. Oil filling control is performed on the engaged clutch, and the target torque of the engaged clutch is set to 0 Nm.

[0064] In the first main control stage, when the oil filling operation time reaches the preset oil filling target time t_pp_tgt, the first main control stage is entered, and the torque value Toff_ph1_0 of the disengagement clutch is recorded. The main control clutch in the first main control stage is the disengagement clutch, and the auxiliary clutch is the engagement clutch. The first main control stage is when the disengagement clutch undertakes the main torque transmission function, which can also be called the disengagement clutch main control stage.

[0065] In the first main control phase, the speed difference between the disengaged clutch and the engine remains the target speed difference n_slp_tgt, maintaining a slight slippage state. The target engine speed is calculated from the real-time disengaged clutch speed and the target speed difference n_slp_tgt. Further, the control error slp_err is calculated based on the actual engine speed and the target engine speed. Then, using the control error slp_err as feedback input, closed-loop PI control is performed, accumulating the closed-loop adjustment torque Tc_adj of the clutch. The required feedforward torque Tc_FF is then calculated, and the total clutch demand torque Tc_demand is calculated using the required feedforward torque Tc_FF and the closed-loop adjustment torque Tc_adj.

[0066] In the first master control phase, the torque allocated to the engaging clutch gradually increases, while the torque allocated to the disengaging clutch gradually decreases. Specifically, the torque transmitted by the engaging clutch gradually transitions from 0 Nm to the target value Ton_ph1_tgt of the first master control phase. The target value Ton_ph1_tgt is obtained by multiplying the required feedforward torque Tc_FF by a preset percentage. The ramp time t_ph1_tgt of the first master control phase is obtained by multiplying the preset interaction target time t_tp_tgt by a preset time percentage. The disengaging clutch bears the remaining required torque, i.e., Toff = Tc_demand – Ton, where Ton is the real-time torque of the engaging clutch.

[0067] By employing the aforementioned allocation method, on the one hand, the engagement clutch, which transmits less torque, is controlled using an open-loop time ramp mode, which improves hydraulic response and torque transmission precision control. On the other hand, the PI regulation is directly applied to the main control clutch, i.e., the disengagement clutch, to promptly respond to speed difference adjustment requirements. Furthermore, the ramp time and target value Ton_ph1_tgt of the engagement clutch are adjustable, effectively addressing the hydraulic response lag of both clutches and the gearbox output torque adjustment requirements.

[0068] In the second main control stage, after the running time of the first main control stage reaches the preset time t_ph1_tgt, the second main control stage is entered, and the torque value of the disengaging clutch Toff_ph2_0 is recorded. The main control clutch in the second main control stage is the engaging clutch, and the auxiliary clutch is the disengaging clutch. The second main control stage is the engagement clutch undertaking the main torque transmission function, and can also be called the engagement clutch main control stage.

[0069] In the second main control phase, the speed difference between the disengaged clutch and the engine remains the target speed difference n_slp_tgt, maintaining a slight slippage state. The target engine speed is calculated from the real-time disengaged clutch speed and the target speed difference n_slp_tgt. Further, the control error slp_err is calculated based on the actual engine speed and the target engine speed. Then, using the control error slp_err as feedback input, closed-loop PI control is performed, accumulating the closed-loop adjustment torque Tc_adj of the clutch. The required feedforward torque Tc_FF is then calculated, and the total clutch demand torque Tc_demand is calculated using the required feedforward torque Tc_FF and the closed-loop adjustment torque Tc_adj.

[0070] In the second main control phase, the torque allocated to the engaging clutch continues to gradually increase, while the torque allocated to the disengaging clutch continues to gradually decrease. Specifically, the disengaging clutch gradually transitions from Toff_ph2_0 to 0 Nm, and the ramp time is the remaining interaction time. The running time of the second main control phase is the preset interaction target time t_tp_tgt minus the running time of the first main control phase t_ph1_tgt. At this time, the engaging clutch bears the remaining required torque, i.e., Ton = Tc_demand – Toff, where Toff is the real-time torque of the disengaging clutch.

[0071] By using the above allocation method, on the one hand, the separation clutch with smaller torque is controlled in open-loop time ramp mode, which helps to promote its stable and complete pressure relief. On the other hand, the PI adjustment part is directly applied to the main control clutch, that is, the engagement clutch, to respond to the speed difference adjustment requirements in a timely manner and to reasonably adjust the final torque of the engagement clutch, thereby obtaining a stable micro-slip control effect, improving the torque matching accuracy, and enhancing the smoothness and stability of the speed separation at the end of the interaction.

[0072] Therefore, it can be seen that in the dual-clutch upshift control method provided in this application embodiment, the torque transmission proportion of the disengaged clutch is larger and plays a dominant role in the first master control stage. Thus, in the first master control stage, the main part of the incremental feedforward torque and the torque adjustment of the closed-loop PI are applied to the disengaged clutch. In the second master control stage, the overall torque transmission proportion of the engaged clutch is larger and plays a dominant role. Therefore, the engaged clutch bears the main part of the incremental feedforward torque and the torque adjustment of the closed-loop PI in the second master control stage. Correspondingly, the engaged clutch in the first master control stage and the disengaged clutch in the second master control stage employ open-loop time ramp control. This torque distribution method not only ensures the total torque transmission requirement of the clutch but also effectively improves the hydraulic response and torque transmission stability of the clutch in the low pressure range. Simultaneously, the closed-loop torque adjustment can be applied to the master control clutch in a timely manner, thereby helping to achieve effective and precise control of speed difference and torque output.

[0073] In addition, considering the influence of factors such as load and speed difference on the friction transmission characteristics in actual applications, as well as the influence of factors such as the hydraulic hysteresis characteristics of the two clutch ramp process, the interaction control process is segmented by time, and the target torque ratio of the engaged clutch in the first main control stage is preset and controlled to effectively coordinate the torque transmission matching control and micro-slip control effects of the two clutches.

[0074] In other words, for the torque interaction control of conventional throttle-controlled upshifting, a micro-slip control method is used. Through closed-loop PI control based on the target speed difference, a micro-slip control state is maintained between the disengaged clutch and the engine speed. This achieves decoupling control of the torque transmission from the disengaged clutch and the inertial torque of the engine. Simultaneously, closed-loop regulation effectively addresses the influence of torque matching-related disturbances, enabling proactive and precise adjustment of clutch torque transmission and engine speed. Furthermore, the total torque demand of the clutches is rationally allocated, effectively coordinating the control methods of the two clutches at different stages, balancing the dominant torque transmission role of the main clutch and the torque transmission stability of the auxiliary clutch.

[0075] This application provides a dual-clutch upshift control method, which includes: acquiring the closed-loop regulating torque and demand feedforward torque of the dual clutches. The closed-loop regulating torque is determined by keeping the engine and the disengaged clutch in a state of slight slippage. The total demand torque of the clutches is determined based on the closed-loop regulating torque and the demand feedforward torque. During different control stages in the upshift torque interaction process, the total demand torque of the clutches is allocated to the primary clutch and the auxiliary clutch in the corresponding control stage. One of the primary clutch and the auxiliary clutch is a disengaged clutch, and the other is an engaged clutch. In other words, this application embodiment determines the corresponding closed-loop regulating torque of the dual clutches by keeping the engine and the disengaged clutch in a state of slight slippage, thereby achieving decoupling control between the engine's inertial torque and the torque transmission of the disengaged clutch. Then, the total demand torque of the clutches is determined based on the closed-loop regulating torque and the demand feedforward torque, and during the upshift process, the total demand torque is allocated to the primary clutch and the auxiliary clutch, achieving coordinated control of the engaged clutch and the disengaged clutch. This improves the clutch torque control accuracy and engine speed control accuracy during the upshift process, enhances torque transmission matching accuracy and upshift control robustness, and improves upshift smoothness and stability.

[0076] 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.

[0077] See Figure 4 The figure is a structural block diagram of a dual-clutch upshift control device provided in an embodiment of this application.

[0078] The dual-clutch upshift control device 400 provided in this embodiment includes:

[0079] The first acquisition unit 410 is used to acquire the closed-loop adjustment torque and the required feedforward torque of the dual clutch, wherein the closed-loop adjustment torque is determined by keeping the engine and the disengaged clutch in a state of slight slippage.

[0080] The first determining unit 420 is used to determine the total required torque of the clutch based on the closed-loop regulating torque and the required feedforward torque.

[0081] The distribution unit 430 is used to distribute the total required torque of the clutch to the main control clutch and the auxiliary clutch at different control stages during the upshift torque interaction process. One of the main control clutch and the auxiliary clutch is a disengaging clutch and the other is an engaging clutch.

[0082] Optionally, the first acquisition unit is specifically used for:

[0083] The target speed of the engine is determined based on the target speed difference and the speed of the disengaging clutch, wherein the target speed difference is the speed difference between the disengaging clutch and the engine when they are in the micro-slipping state;

[0084] The control error is determined based on the target speed and the actual speed of the engine.

[0085] The closed-loop regulating torque is determined based on the control error.

[0086] Optionally, the control phase includes an early transition phase, a first main control phase, and a second main control phase;

[0087] The allocation unit is specifically used for:

[0088] In the first main control stage, the main control clutch is the disengagement clutch, the auxiliary clutch is the engagement clutch, the torque allocated to the engagement clutch gradually increases, and the torque allocated to the disengagement clutch gradually decreases.

[0089] In the second main control stage, the main control clutch is the engagement clutch, the auxiliary clutch is the disengagement clutch, the torque allocated to the disengagement clutch continues to gradually decrease, and the torque allocated to the engagement clutch continues to gradually increase.

[0090] Optionally, the first determining unit is specifically used for:

[0091] The sum of the closed-loop regulating torque and the required feedforward torque is determined as the total required torque of the clutch.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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: The closed-loop regulating torque and required feedforward torque of the dual clutch are obtained, wherein the closed-loop regulating torque is determined by keeping the engine and the disengaged clutch in a state of slight slippage. The total clutch torque demand is determined based on the closed-loop regulating torque and the demand feedforward torque. During different control phases of the upshift torque interaction process, the total required torque of the clutch is allocated to the main control clutch and the auxiliary clutch of the corresponding control phase. One of the main control clutch and the auxiliary clutch is a disengagement clutch, and the other is an engagement clutch. The method for obtaining the closed-loop regulating torque of the dual clutch includes: The target speed of the engine is determined based on the target speed difference and the speed of the disengaging clutch, wherein the target speed difference is the speed difference between the disengaging clutch and the engine when they are in the micro-slipping state; The control error is determined based on the target speed and the actual speed of the engine. The closed-loop regulating torque is determined based on the control error. The control phase includes an early transition phase, a first main control phase, and a second main control phase. The allocation of the total clutch torque demand to the primary and auxiliary clutches at different control stages during the upshift torque interaction process includes: In the first main control stage, the main control clutch is the disengagement clutch, the auxiliary clutch is the engagement clutch, the torque allocated to the engagement clutch gradually increases, and the torque allocated to the disengagement clutch gradually decreases; the engagement clutch is controlled in open-loop time ramp mode; the PI adjustment part is directly applied to the disengagement clutch; In the second main control stage, the main control clutch is the engagement clutch, the auxiliary clutch is the disengagement clutch, the torque allocated to the disengagement clutch continues to gradually decrease, and the torque allocated to the engagement clutch continues to gradually increase; the disengagement clutch is controlled in open-loop time ramp mode; the PI adjustment part is directly applied to the engagement clutch.

2. The method according to claim 1, characterized in that, Determining the total clutch torque requirement based on the closed-loop regulating torque and the demand feedforward torque includes: The sum of the closed-loop regulating torque and the required feedforward torque is determined as the total required torque of the clutch.

3. A dual-clutch upshift control device, characterized in that, The device includes: The first acquisition unit is used to acquire the closed-loop adjustment torque and the required feedforward torque of the dual clutch, wherein the closed-loop adjustment torque is determined by keeping the engine and the disengaged clutch in a state of slight slippage. The first determining unit is used to determine the total required torque of the clutch based on the closed-loop regulating torque and the required feedforward torque. The distribution unit is used to distribute the total torque demand of the clutch to the main control clutch and the auxiliary clutch at different control stages during the upshift torque interaction process. One of the main control clutch and the auxiliary clutch is a disengaging clutch and the other is an engaging clutch. The first acquisition unit is specifically used for: The target speed of the engine is determined based on the target speed difference and the speed of the disengaging clutch, wherein the target speed difference is the speed difference between the disengaging clutch and the engine when they are in the micro-slipping state; The control error is determined based on the target speed and the actual speed of the engine. The closed-loop regulating torque is determined based on the control error. The control phase includes an early transition phase, a first main control phase, and a second main control phase. The allocation unit is specifically used for: In the first main control stage, the main control clutch is the disengagement clutch, the auxiliary clutch is the engagement clutch, the torque allocated to the engagement clutch gradually increases, and the torque allocated to the disengagement clutch gradually decreases; the engagement clutch is controlled in open-loop time ramp mode; the PI adjustment part is directly applied to the disengagement clutch; In the second main control stage, the main control clutch is the engagement clutch, the auxiliary clutch is the disengagement clutch, the torque allocated to the disengagement clutch continues to gradually decrease, and the torque allocated to the engagement clutch continues to gradually increase; the disengagement clutch is controlled in open-loop time ramp mode; the PI adjustment part is directly applied to the engagement clutch.

4. The apparatus according to claim 3, characterized in that, The first determining unit is specifically used for: The sum of the closed-loop regulating torque and the required feedforward torque is determined as the total required torque of the clutch.

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