A dual clutch transmission vehicle control method, device, equipment and storage medium

Abstract

The application discloses a kind of double clutch transmission vehicle control method, device, equipment and storage medium, applied to automobile control field, comprising: when receiving parking instruction, the highest vehicle speed and the acceleration of each stage are obtained by warehouse entry path planning;When the vehicle is in brake control, the acceleration of deceleration stage is responded by the deceleration module in the automobile electronic stability program system, the corresponding brake pressure is applied, and the creep torque is reduced by the gearbox control unit according to the brake pressure;When the vehicle is in drive control, the vehicle driving stage is judged;If the vehicle driving stage is non-deceleration stage, the highest vehicle speed is used as target speed;If the vehicle driving stage is deceleration stage, the target speed is gradually adjusted according to the target speed and the actual vehicle speed.The application ensures that the target speed and the actual speed deviation value of the vehicle are relatively stable during the entire driving process by adjusting the target speed in real time, and realizes the stability of double clutch transmission vehicle intelligent parking.

Description

Technical Field

[0001] This invention relates to the field of automotive control, and in particular to a method, apparatus, device, and storage medium for controlling a dual-clutch transmission vehicle. Background Technology

[0002] Compared to electric vehicles, gasoline-powered vehicles have systemic disadvantages in responsiveness, such as in the coordination of power and braking response. Currently, the industry trend is towards a balance between gasoline and electric powertrains in intelligent driving, making it urgent to improve the smoothness of intelligent parking control and enhance the user experience of parking control terminals. Among various powertrain systems, configuring and tuning DCT (dual-clutch transmission) powertrains for gasoline vehicles is currently the most difficult. This is mainly because DCT transmissions have three engagement modes: fully engaged, semi-engaged, and fully depressed. This leads to variations in torque transmission efficiency, which can easily affect driving smoothness. Furthermore, the target vehicle speed (referring to the target creep speed) during intelligent parking is fixed, making it even more difficult to guarantee the smoothness of vehicle parking control.

[0003] Therefore, improving the smoothness of intelligent parking in vehicles with dual-clutch transmissions to enhance the user experience is a pressing technical problem that needs to be solved. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide a method, apparatus, device and storage medium for controlling a dual-clutch transmission vehicle, which solves the problems of poor smoothness and unsatisfactory user experience during intelligent parking of dual-clutch transmission vehicles in the prior art.

[0005] To solve the above-mentioned technical problems, the present invention provides a vehicle control method for a dual-clutch transmission, comprising:

[0006] When a parking instruction is received, the maximum vehicle speed and acceleration at each stage are obtained through parking path planning;

[0007] When the vehicle is under braking control, the deceleration module in the vehicle electronic stability program system responds to the acceleration during the deceleration phase, applies corresponding braking pressure, and the transmission control unit reduces the creep torque according to the braking pressure.

[0008] When the vehicle is under drive control, determine the vehicle's driving stage;

[0009] If the vehicle driving phase is a starting phase, an acceleration phase, or a constant speed phase, then the maximum vehicle speed is taken as the target vehicle speed so that the engine management system responds to the target vehicle speed.

[0010] If the vehicle is in a deceleration phase, the target speed is gradually adjusted based on the target speed and the actual speed so that the engine management system responds to the adjusted target speed.

[0011] Optionally, if the vehicle is in a deceleration phase, the target speed is gradually adjusted based on the target speed and the actual speed, including:

[0012] When the vehicle is in a deceleration phase, the deviation between the target vehicle speed and the actual vehicle speed is calculated in real time at each moment.

[0013] The target vehicle speed for the next moment is calculated based on the deviation value from the previous moment and the actual vehicle speed at the current moment.

[0014] Optionally, before using the maximum vehicle speed as the target vehicle speed, the method further includes:

[0015] Determine if the steering wheel angle is greater than the preset angle value;

[0016] If so, the target vehicle speed is compensated so that the engine management system responds to the compensated target vehicle speed;

[0017] If not, the maximum vehicle speed is taken as the target vehicle speed so that the engine management system responds to the target vehicle speed.

[0018] Optionally, the process of determining whether the vehicle's driving phase is a deceleration phase includes:

[0019] Determine the distance between the current vehicle position and its final position and / or determine whether the vehicle has reached the deceleration sign.

[0020] If the distance is less than the preset distance value and / or the vehicle reaches the deceleration sign, then the vehicle travel phase is a deceleration phase.

[0021] Optionally, determining whether the current vehicle has reached the deceleration sign includes:

[0022] Determine whether the target acceleration meets the preset conditions; the target acceleration refers to the acceleration at each stage.

[0023] If the condition is met, the vehicle has reached the deceleration marker.

[0024] The preset conditions include any one or more of the following: the target acceleration is less than or equal to a preset acceleration threshold, the target acceleration is less than or equal to the actual acceleration, and the difference between the target acceleration and the actual acceleration is less than or equal to a preset difference threshold.

[0025] Optionally, it includes:

[0026] The first torque is calculated based on the acceleration, and the second torque is calculated based on the target vehicle speed;

[0027] Determine whether the first torque is greater than a torque threshold; the torque threshold is the sum of the second torque and a preset hysteresis torque;

[0028] If it is not greater than, then the clutch of the gearbox control unit is controlled to be in a slippery state;

[0029] If the value is greater than the specified value, the clutch of the transmission control unit is controlled to be in a fully engaged state.

[0030] Optionally, the first torque is calculated based on the acceleration, including:

[0031] During the initial stage, an upper limit for the integral slope in the PID control is set, and the first torque is calculated based on the acceleration according to the upper limit of the integral slope.

[0032] During the acceleration phase, the proportional coefficient in the PID control is reduced, and the first torque is calculated based on the acceleration according to the proportional coefficient.

[0033] During the constant speed phase, the upper limit of the integral term in the PID control and the maximum value of the first torque are set, and the first torque is calculated based on the acceleration according to the upper limit of the integral term and the maximum value.

[0034] The present invention also provides a dual-clutch transmission vehicle control device, comprising:

[0035] The parking planning module is used to obtain the maximum vehicle speed and acceleration at each stage through parking path planning when a parking instruction is received.

[0036] The braking control module is used to apply corresponding braking pressure in response to the acceleration during the deceleration phase via the deceleration module in the vehicle electronic stability program system when the vehicle is under braking control, and to reduce the creep torque according to the braking pressure via the transmission control unit.

[0037] The drive control module is used to determine the vehicle's driving stage when the vehicle is under drive control.

[0038] The first response module is used to take the maximum vehicle speed as the target vehicle speed if the vehicle driving stage is a starting stage, an acceleration stage, or a constant speed stage, so that the engine management system responds to the target vehicle speed.

[0039] The second response module is used to progressively adjust the target vehicle speed based on the target vehicle speed and the actual vehicle speed if the vehicle is in a deceleration phase, so that the engine management system responds to the adjusted target vehicle speed.

[0040] The present invention also provides a dual-clutch transmission vehicle control device, comprising:

[0041] Memory, used to store computer programs;

[0042] A processor is used to implement the dual-clutch transmission vehicle control method described above when executing the computer program.

[0043] The present invention also provides a computer-readable storage medium storing computer-executable instructions, which, when loaded and executed by a processor, implement the dual-clutch transmission vehicle control method described above.

[0044] As can be seen, this invention, upon receiving a parking command, calculates the maximum vehicle speed and acceleration at each stage through parking path planning. When the vehicle is under braking control, the deceleration module in the electronic stability program system responds to the acceleration during the deceleration stage, applying corresponding braking pressure, and the transmission control unit reduces the creep torque based on the braking pressure. When the vehicle is under driving control, the driving stage is determined. If the driving stage is a starting stage, an acceleration stage, or a constant speed stage, the maximum vehicle speed is used as the target speed, causing the engine management system to respond to the target speed. If the driving stage is a deceleration stage, the target speed is progressively adjusted based on the target speed and the actual vehicle speed, causing the engine management system to respond to the adjusted target speed. Therefore, this invention ensures a relatively stable deviation between the target speed and the actual vehicle speed throughout the driving process by adjusting the target speed in real time, achieving smooth intelligent parking for dual-clutch transmission vehicles. Furthermore, during the braking stage, the creep torque is reduced based on the braking pressure, thereby reducing the resistance between the brakes and the transmission control unit, ensuring the effectiveness of brake pressure build-up.

[0045] In addition, the present invention also provides a dual-clutch transmission vehicle control device, equipment, and computer-readable storage medium, which also have the above-mentioned beneficial effects. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, 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 embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0047] Figure 1 A flowchart of a dual-clutch transmission vehicle control method provided in an embodiment of the present invention;

[0048] Figure 2 A flowchart illustrating a path planning method provided in an embodiment of the present invention;

[0049] Figure 3 A flowchart illustrating a control logic method provided in an embodiment of the present invention;

[0050] Figure 4 A flowchart illustrating a position determination method provided in an embodiment of the present invention;

[0051] Figure 5 A flowchart illustrating a vehicle speed compensation method provided in an embodiment of the present invention;

[0052] Figure 6 This is an example diagram of a parking control strategy provided in an embodiment of the present invention;

[0053] Figure 7 A flowchart illustrating a mode switching method provided in an embodiment of the present invention;

[0054] Figure 8 A flowchart illustrating a torque calculation method provided in an embodiment of the present invention;

[0055] Figure 9 A flowchart illustrating a method for variable target vehicle speed provided in an embodiment of the present invention;

[0056] Figure 10 This is a schematic diagram of the structure of a dual-clutch transmission vehicle control device provided in an embodiment of the present invention;

[0057] Figure 11 This is a schematic diagram of the structure of a dual-clutch transmission vehicle control device provided in an embodiment of the present invention. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0059] First, let's clarify some of the terms used in this invention:

[0060] APA: Automatic Parking, a fully automatic parking control system.

[0061] ESP: Electronic Stability Program.

[0062] TCU: Transmission Control Unit.

[0063] EMS: Engine-Management-System.

[0064] TCH: Traction control Handling.

[0065] creep: TCU creep mode, the TCU clutch is in a slippery state.

[0066] launch: The TCU clutch is in a fully engaged state.

[0067] CDD: Controlled Deceleration, the deceleration module in ESP.

[0068] VLC: Vehicle longitudinal control module.

[0069] Compared to electric vehicles, fuel vehicles have a systemic disadvantage in terms of response, such as the coordination of power and braking response. Currently, the industry trend is to balance intelligent driving with fuel vehicles. Improving the smoothness of intelligent parking and vehicle control for customers of fuel vehicles and enhancing the customer experience of parking control terminals are urgent. Among many power systems, the configuration and debugging of fuel vehicle power systems with DCT is currently difficult, often consuming a lot of time and human resources from the intelligent driving and chassis departments, and the vehicle control effect after debugging is generally poor. The reasons include the following: (1) The inherent challenges brought about by the structural characteristics of DCT transmission: Compared with hydraulic torque converter (e.g., 8AT) transmissions, DCT transmissions have a combination mode of linkage and semi-linkage, that is, the clutch has three states: loose, slipping, and pressing, which brings about changes in torque transmission efficiency. (2) Drive and braking are independent: The control of the vehicle speed driven by the power is controlled by the TCU. The ESP cannot accurately grasp the braking timing. The current solution can only calibrate the braking pressure slope of the braking segment on the ESP side to achieve deceleration to a stop in coordination with the TCU vehicle speed. However, for a single target creep speed, the debugging requirements of the ESP are very precise and cannot cover the comfort needs of intelligent parking in different scenarios and at different speed segments. It cannot fundamentally solve the contradiction of smoothness experience of intelligent parking for fuel vehicles. (3) At present, the TCU parking interface generally only has one creep speed. This means that in general joint debugging, only one speed can be selected for debugging. It cannot guarantee the improvement of parking speed and its control smoothness in the later stage, which brings a bottleneck to the optimization of intelligent parking experience and affects the end customer experience.

[0070] Due to its inherent limitations, it cannot completely solve problems such as secondary starts and nose-diving during heavy braking in the parking process. Therefore, to solve the above problems, this invention provides a vehicle control method for a dual-clutch transmission. Please refer to [link / reference needed] for details. Figure 1 .

[0071] Please refer to Figure 1 , Figure 1 A flowchart illustrating a vehicle control method for a dual-clutch transmission provided in an embodiment of the present invention. The method may include:

[0072] S101: When a parking instruction is received, the maximum vehicle speed and acceleration at each stage are obtained through parking path planning.

[0073] The execution entity in this embodiment is the vehicle's control terminal. This embodiment does not limit the type of terminal, as long as it can perform the operation of controlling a vehicle with a dual-clutch transmission. It should be noted that the vehicle in this embodiment is a dual-clutch transmission vehicle, and the target vehicle speed in this embodiment is the target creep speed.

[0074] Specifically, you can refer to Figure 2 , Figure 2 This is a flowchart illustrating a path planning method provided in an embodiment of the present invention. When the user clicks "Start Parking," the parking instruction receiving unit of the APA receives the parking instruction and obtains the parking path curve, the length S of each parking path, and the maximum vehicle speed Vmax through the hybrid A-star path planning module of the APA. Further, based on the parking path length S and the maximum vehicle speed Vmax, the acceleration and speed curves are planned.

[0075] Currently, the TCU only has one target speed, which can only achieve the parking effect of the APA at the same creep speed set by the TCU, and cannot achieve full-speed range adaptation. To solve this problem, we can also refer to... Figure 2 Subsequently, the APA sends the planned acceleration to the IPB and the planned maximum vehicle speed to the TCH module, which then maps it to TarSpd on the CAN. In other words, this embodiment adds an interaction interface, TarSpd, between the APA and the TCU. The purpose of this interface is to enable the APA to control the target vehicle speed of the TCU through signals sent by the APA. Based on the vehicle speed request from the APA, the TCU's target creep speed is adjusted in real time to ensure a relatively stable deviation between the target speed and the actual vehicle speed throughout the process. This ensures that the creep torque of the TCU obtained from the lookup table will be relatively stable, thus achieving full-speed range adaptation.

[0076] S102: When the vehicle is under braking control, the deceleration module in the vehicle electronic stability program system responds to the acceleration during the deceleration phase, applies corresponding braking pressure, and the transmission control unit reduces the creep torque according to the braking pressure.

[0077] Currently, during braking, the creep torque and braking system pressurization are not easily coordinated, often leading to issues such as the APA requesting acceleration to control the vehicle speed after speed overshoot. The TCU monitors the pressure level at the braking end, and if the pressure attenuation threshold is not reached, the TCU adjusts the creep speed according to the deviation between the target speed and the actual vehicle speed to achieve the fixed target speed. During this phase, the braking and TCU creep torques are in conflict, resulting in insufficient deceleration, interfering with the IPB deceleration effect, and causing problems such as heavy braking or premature braking. Therefore, this embodiment separates braking and actuation. During braking, the TCU monitors the braking pressure and attenuates the creep torque by looking up a table based on the CDD pressure build-up threshold. For details, please refer to... Figure 3 , Figure 3 This is a flowchart illustrating a control logic method provided in an embodiment of the present invention. The control state of the VLC in the IPB is determined. The specific process for determining the control state can be implemented with reference to existing technologies and will not be elaborated here. The VLC calculates the timing, torque, and braking pressure values ​​for braking and driving based on the acceleration requested by the APA upper layer. It sends the torque under driving control (i.e., the first torque) to the TCU / EMS, and the braking pressure under braking control is executed by the CDD module in the IPB. The CDD responds to the acceleration requested by the APA upper layer and calculates the corresponding braking pressure based on that acceleration. Simultaneously, the TCU reduces creep torque by looking up a table based on the CDD's pressure build-up threshold (threshold lookup is a "condition-action" mapping strategy), thereby reducing the conflict between the IPB and the TCU. For example, when the CDD build-up pressure is 1.5 bar (below the 2 bar threshold), the TCU uses a 1.0 damping coefficient after looking up the table to maintain a basic creep torque of 8 N·m, ensuring low-speed drive stability. When the build-up pressure rises to 3 bar (entering the low threshold range), the TCU uses a 0.6 coefficient to reduce the torque to 4.8 N·m, initially reducing the conflict between drive and braking. When the build-up pressure reaches 7 bar (the middle threshold range), the coefficient drops to 0.3, and the torque is further reduced to 2.4 N·m to avoid excessive cancellation of braking force. When the build-up pressure reaches 12 bar (the high threshold range), the coefficient drops to 0.1, retaining only 0.8 N·m of torque to maintain gear meshing, almost eliminating drive interference and ensuring efficient braking deceleration.

[0078] Through this preset threshold mapping relationship, the TCU does not need to calculate complex mechanical models in real time. It can quickly complete torque decay by simply matching the pressure value and looking up the table, thus achieving smooth coordination between driving and braking.

[0079] Furthermore, current TCUs monitor the pressure level at the braking end. When the pressure attenuation threshold is reached, the TCU will reduce torque according to a certain coefficient. If the coordination is not good, pressure and torque will simultaneously reduce the vehicle speed, resulting in excessively low speed (or a complete stop). If the remaining distance is greater than 20cm at this time, it may cause a second start-up problem. After starting again, if the vehicle speed is rapidly increased due to brake pressure relief and creep torque rise over a short distance, it will cause heavy braking problems due to short-distance emergency braking. This application makes torque and pressure asynchronously attenuate and control them separately during braking to avoid a sudden drop in vehicle speed; during a second start-up, torque is gradually increased and the target vehicle speed is precisely planned to avoid short-distance rapid acceleration; for short-distance braking, torque is suppressed first and power and braking are decoupled in advance to avoid heavy braking conflicts, making the interaction between drive and braking smoother and solving the problem of vehicle speed fluctuation. It can be seen that this invention makes the interaction between drive and braking smoother, covering the entire scenario from braking to second start-up, and ultimately solving the problems of heavy braking and rapid acceleration caused by vehicle speed fluctuation.

[0080] S103: When the vehicle is under drive control, determine the vehicle's driving stage.

[0081] The drive control process includes a starting phase, an acceleration phase, a constant speed phase, and a deceleration phase, each with a different target vehicle speed. Specifically, the APA (Automatic Vehicle Automation) layer sends a dynamically adjustable target vehicle speed to the TCU (Traffic Control Unit) via the TarSpd interface for each phase. The vehicle's driving phase can be determined based on the acceleration curve planned by the APA.

[0082] Furthermore, the process for determining whether the aforementioned vehicle driving phase is a deceleration phase may specifically include:

[0083] Step 11: Determine the distance between the current vehicle position and the final position and / or determine whether the vehicle has reached the deceleration sign.

[0084] Step 12: If the distance is less than the preset distance value and / or the vehicle reaches the deceleration sign, the vehicle travel phase is the deceleration phase.

[0085] Specifically, this embodiment provides a specific method for determining the deceleration phase. It uses distance and position to determine whether the vehicle is currently positioned relative to its final location, and whether the vehicle is currently positioned at a deceleration marker. This embodiment does not limit the preset distance value; for example, it can be 80cm.

[0086] Furthermore, the above-mentioned determination of whether the current vehicle has reached the deceleration sign can specifically include:

[0087] Step 111: Determine whether the target acceleration meets the preset conditions; the target acceleration is the acceleration at each stage; wherein, the preset conditions include any one or more of the following: the target acceleration is less than or equal to a preset acceleration threshold, the target acceleration is less than or equal to the actual acceleration, and the difference between the target acceleration and the actual acceleration is less than or equal to a preset difference threshold.

[0088] Step 112: If satisfied, the current vehicle has reached the deceleration sign.

[0089] Specifically, you can refer to Figure 4 . Figure 4 This is a flowchart illustrating a position determination method provided in an embodiment of the present invention. The acceleration sent from the APA to the IPB can be monitored. The method can determine whether a deceleration flag has been reached based on this acceleration, the relationship between the acceleration and the actual acceleration, or the difference between the acceleration and the actual acceleration.

[0090] S104: If the vehicle is in a starting phase, an acceleration phase, or a constant speed phase, the maximum speed will be used as the target speed so that the engine management system can respond to the target speed.

[0091] Specifically, during the non-deceleration phase, the upper layer of the APA sends the target vehicle speed to the TCU through the TarSpd interface. This target vehicle speed is the maximum vehicle speed.

[0092] Furthermore, before using the maximum speed as the target speed, it may specifically include:

[0093] Step 21: Determine if the steering wheel angle is greater than the preset angle value;

[0094] Step 22: If so, compensate for the target vehicle speed so that the engine management system responds to the compensated target vehicle speed;

[0095] Step 23: If not, use the maximum vehicle speed as the target vehicle speed so that the engine management system responds to the target vehicle speed.

[0096] Specifically, this implementation considers that large-angle steering can create resistance to longitudinal control, causing the actual creep speed to fall short of the APA-required speed (i.e., the target speed). Therefore, dynamic adjustments can be made through the TarSpd interface to ensure that creep can achieve the target speed requested by APA. For details, please refer to... Figure 5 , Figure 5This is a flowchart illustrating a vehicle speed compensation method provided in an embodiment of the present invention. When the steering wheel angle is detected to be greater than 250°, target vehicle speeds of 1-5 km / h are requested (the maximum vehicle speed is generally within the 1-5 km / h range) to statistically analyze the actual achievable vehicle speed effect. The measured closed-loop adjustment amount of the creeping vehicle speed considering steering angle resistance is obtained. ,Will The dynamic compensation value is closed-looped into TarSpd, and the TCU creep is adjusted to achieve the final target vehicle speed through compensation.

[0097] Table 1 Compensation Table for Target Vehicle Speed

[0098]

[0099] Furthermore, the above-mentioned measures to enable the engine management system to respond to the target vehicle speed may specifically include:

[0100] Step 31: Calculate the first torque based on the acceleration, and calculate the second torque based on the target vehicle speed;

[0101] Step 32: Determine whether the first torque is greater than the torque threshold; the torque threshold is the sum of the second torque and the preset hysteresis torque;

[0102] Step 33: If it is not greater than, then control the clutch of the transmission control unit to be in a slippery state;

[0103] Step 34: If the value is greater than the specified value, the clutch of the transmission control unit is in a fully engaged state.

[0104] The TCU creep torque (second torque) and VLC requested torque (first torque) will switch during the control process due to different resistance (unable to reach the expected vehicle speed or acceleration). This switch from creep mode to launch mode brings a sudden change in transmission efficiency, which in turn causes the torque to be transmitted quickly, causing the vehicle speed to rise rapidly and bringing a sense of surging of the whole vehicle. Figure 6 This diagram illustrates a parking control strategy provided by an embodiment of the present invention. The red curve represents the actual vehicle speed, and the blue curve represents the target vehicle speed. During parking, launch and creep may switch under special conditions. For example, creep is used when driving on flat roads, while launch is used when driving over speed bumps, potholes, slopes, etc.

[0105] To reduce the frequency of switching between creep and launch modes during parking, minimize transmission efficiency differences, and prevent frequent vehicle jerking, this embodiment incorporates hysteresis torque. For details, please refer to... Figure 7 , Figure 7This is a flowchart illustrating a mode switching method provided in an embodiment of the present invention. In this embodiment, the torque under drive control, i.e., the first torque, can be calculated by the VLC in the IPB based on acceleration; the second torque under drive control is calculated by the TCU based on the target vehicle speed issued by the APA. The purpose of increasing the hysteresis torque is to reduce the switching frequency between creep mode and launch mode during parking, reduce the difference in transmission efficiency, and avoid frequent vehicle jerking. This hysteresis torque is a calibration value, typically set to 6.5 nm. The EMS fine-tunes the threshold; the first torque only responds and a virtual throttle opening is generated when the first torque is greater than the second torque by a certain value. Through the rational optimization of the hysteresis torque, the sensitivity to entering launch mode is reduced.

[0106] Furthermore, the first torque calculated based on acceleration can specifically include:

[0107] Step 311: During the initial stage, set the upper limit of the integral slope in the PID control, and calculate the first torque based on the acceleration according to the upper limit of the integral slope.

[0108] Step 312: During the acceleration phase, reduce the proportional coefficient in the PID control and calculate the first torque based on the acceleration according to the proportional coefficient;

[0109] Step 313: During the constant speed phase, set the upper limit of the integral term and the maximum value of the first torque in the PID control, and calculate the first torque based on the acceleration according to the upper limit and maximum value of the integral term.

[0110] Specifically, this embodiment further improves parking smoothness and reduces the frequency of mode switching by reducing the magnitude of the first torque. For details, please refer to... Figure 8 , Figure 8 This is a flowchart illustrating a torque calculation method provided in an embodiment of the present invention. It is understood that this embodiment obtains the first torque through PID calculation. The calculation process requires the participation of acceleration issued by the APA and the actual acceleration. Specifically, the acceleration planned by the APA is sent as feedforward to the IPB (without feedback). This weakens the acceleration closed-loop effect at the upper layer of the APA during the start-up and acceleration phases, reducing the probability of entering launch mode or IPB pressure build-up. During the constant speed and deceleration phases, the acceleration planned by the APA and the feedback are sent to the IPB together. Furthermore, during the start-up phase, the growth slope of the integral term is slowed down, and the proportional coefficient is reduced to limit the rapid increase in torque. During the acceleration phase, the proportional coefficient is reduced to weaken the driving effect of deviation on torque. During the constant speed phase, by limiting the upper limit of the integral term and the maximum torque output, only the minimum necessary power is retained.

[0111] S105: If the vehicle is in a deceleration phase, the target speed is gradually adjusted based on the target speed and the actual speed so that the engine management system responds to the adjusted target speed.

[0112] When the vehicle is decelerating, the creep torque is kept smooth by using a variable target speed. Specifically, the APA progressively adjusts the target speed based on the target speed and the actual vehicle speed and sends it to the TCU so that the engine management system can respond with the adjusted target speed.

[0113] Furthermore, if the vehicle is in a deceleration phase, the target speed is gradually adjusted based on the target speed and the actual speed. This can specifically include the following steps:

[0114] Step 41: When the vehicle is in the deceleration phase, calculate the deviation between the target speed and the actual speed at each moment in real time.

[0115] Step 42: Calculate the target vehicle speed for the next moment based on the deviation value of the previous moment and the actual vehicle speed at the current moment.

[0116] For details, please refer to... Figure 9 , Figure 9 This is a flowchart illustrating a method for variable target vehicle speed provided in an embodiment of the present invention. When the maximum vehicle speed is used as the target vehicle speed, the deviation between the actual vehicle speed and the target vehicle speed is calculated. When the deceleration phase is reached, the target vehicle speed for the next moment is calculated using the deviation value calculated at the previous moment and the timing vehicle speed at the current moment. This process is repeated, so that the speed difference is relatively stable and gradually decreases, and the target creep torque is also stable.

[0117] It should be noted that the target vehicle speed compensation for the turning angle also applies to this step; and the EMS response process can be referred to steps 31 to 34 above, which will not be repeated here.

[0118] The dual-clutch transmission vehicle control method provided in this invention, when receiving a parking command, obtains the maximum vehicle speed and acceleration at each stage through parking path planning. When the vehicle is under braking control, the deceleration module in the electronic stability program system responds to the acceleration during the deceleration stage, applies corresponding braking pressure, and the transmission control unit reduces the creep torque based on the braking pressure. When the vehicle is under driving control, the vehicle driving stage is determined. If the vehicle driving stage is a starting stage, an acceleration stage, or a constant speed stage, the maximum vehicle speed is used as the target vehicle speed, so that the engine management system responds to the target vehicle speed. If the vehicle driving stage is a deceleration stage, the target vehicle speed is progressively adjusted based on the target vehicle speed and the actual vehicle speed, so that the engine management system responds to the adjusted target vehicle speed. Therefore, this invention ensures that the deviation between the target vehicle speed and the actual vehicle speed is relatively stable throughout the driving process by adjusting the target vehicle speed in real time, achieving smooth intelligent parking for dual-clutch transmission vehicles. Furthermore, during the braking stage, the creep torque is reduced based on the braking pressure, thereby reducing the resistance between the brakes and the transmission control unit, thus ensuring the effectiveness of brake pressure build-up. Therefore, this invention can balance the inherent defects of the braking system, EMS system, TCU and other aspects of fuel vehicles, as well as the difficulties in the coordination of braking and drive. For DCT models, the vehicle control during starting, acceleration, constant speed and deceleration is smoother, and there will be no problems of secondary starting due to premature braking or heavy nose-diving when braking, which greatly improves the parking control level of DCT models.

[0119] The dual-clutch transmission vehicle control device provided in the embodiments of the present invention will be described below. The dual-clutch transmission vehicle control device described below can be referred to in correspondence with the dual-clutch transmission vehicle control method described above.

[0120] Please refer to the details. Figure 10 , Figure 10 A schematic diagram of a dual-clutch transmission vehicle control device provided in an embodiment of the present invention may include:

[0121] The parking planning module 100 is used to obtain the maximum vehicle speed and acceleration at each stage through parking path planning when a parking instruction is received.

[0122] The braking control module 200 is used to apply corresponding braking pressure in response to the acceleration during the deceleration phase via the deceleration module in the vehicle electronic stability program system when the vehicle is under braking control, and to reduce the creep torque according to the braking pressure via the transmission control unit.

[0123] The drive control module 300 is used to determine the vehicle's driving stage when the vehicle is under drive control.

[0124] The first response module 400 is used to take the maximum vehicle speed as the target vehicle speed if the vehicle driving stage is a starting stage, an acceleration stage, or a constant speed stage, so that the engine management system responds to the target vehicle speed.

[0125] The second response module 500 is used to progressively adjust the target vehicle speed based on the target vehicle speed and the actual vehicle speed if the vehicle is in a deceleration phase, so that the engine management system responds to the adjusted target vehicle speed.

[0126] Based on the above embodiments, the second response module 500 may include:

[0127] The deviation calculation unit is used to calculate the deviation between the target vehicle speed and the actual vehicle speed in real time when the vehicle is in the deceleration phase.

[0128] The adjustment unit is used to calculate the target vehicle speed for the next moment based on the deviation value of the previous moment and the actual vehicle speed at the current moment.

[0129] Based on the above embodiments, the dual-clutch transmission vehicle control device may further include:

[0130] The steering angle detection module is used to determine whether the steering wheel angle is greater than a preset steering angle value;

[0131] The first result module is used to compensate the target vehicle speed if the condition is met, so that the engine management system responds to the compensated target vehicle speed.

[0132] The second result module is used to, if not, take the maximum vehicle speed as the target vehicle speed so that the engine management system responds to the target vehicle speed.

[0133] Based on the above embodiments, the drive control module 300 may include:

[0134] The judgment unit is used to determine the distance between the current vehicle position and the final position and / or to determine whether the current vehicle has reached the deceleration sign position;

[0135] The result unit is configured to determine the vehicle travel phase as a deceleration phase if the distance is less than a preset distance value and / or the vehicle reaches the deceleration marker.

[0136] Based on the above embodiments, the determining unit may include:

[0137] The judgment subunit is used to determine whether the target acceleration meets the preset conditions; the target acceleration is the acceleration of each stage; wherein, the preset conditions include any one or several of the following: the target acceleration is less than or equal to a preset acceleration threshold, the target acceleration is less than or equal to the actual acceleration, and the difference between the target acceleration and the actual acceleration is less than or equal to a preset difference threshold;

[0138] The result subunit is used to determine if the current vehicle reaches the deceleration flag position if the condition is met.

[0139] Based on any of the above embodiments, the first response module may include:

[0140] A torque calculation unit is used to calculate a first torque based on the acceleration and a second torque based on the target vehicle speed;

[0141] A torque determination unit is used to determine whether the first torque is greater than a torque threshold; the torque threshold is the sum of the second torque and a preset hysteresis torque;

[0142] The Creep mode unit is used to control the clutch of the transmission control unit to be in a slippery state if the value is not greater than 0.5%.

[0143] The Launch mode unit is used to control the clutch of the transmission control unit to be in a fully engaged state if the value is greater than the specified value.

[0144] Based on the above embodiments, the torque calculation unit may include:

[0145] The first calculation subunit is used to set the upper limit of the integral slope in the PID control during the start-up phase, and to calculate the first torque based on the acceleration according to the upper limit of the integral slope.

[0146] The second calculation subunit is used to reduce the proportional coefficient in the PID control during the acceleration phase, and calculate the first torque based on the acceleration according to the proportional coefficient.

[0147] The third calculation subunit is used to set the upper limit of the integral term in the PID control and the maximum value of the first torque during the constant speed phase, and to calculate the first torque based on the upper limit of the integral term and the maximum value according to the acceleration.

[0148] It should be noted that the order of the modules and units in the above-mentioned dual-clutch transmission vehicle control device can be changed without affecting the logic.

[0149] The dual-clutch transmission vehicle control device provided in this embodiment of the invention includes: a parking planning module 100, which, upon receiving a parking instruction, plans the maximum vehicle speed and acceleration at each stage through parking path planning; a braking control module 200, which, when the vehicle is under braking control, responds to the acceleration during the deceleration stage through the deceleration module in the vehicle electronic stability program system, applies corresponding braking pressure, and reduces creep torque through the transmission control unit based on the braking pressure; a drive control module 300, which determines the vehicle's driving stage when the vehicle is under drive control; a first response module 400, which, if the vehicle's driving stage is a starting stage, an acceleration stage, or a constant speed stage, uses the maximum vehicle speed as the target vehicle speed to cause the engine management system to respond to the target vehicle speed; and a second response module 500, which, if the vehicle's driving stage is a deceleration stage, progressively adjusts the target vehicle speed based on the target vehicle speed and the actual vehicle speed to cause the engine management system to respond to the adjusted target vehicle speed. As can be seen, this device ensures a relatively stable deviation between the target vehicle speed and the actual vehicle speed throughout the entire driving process by adjusting the target vehicle speed in real time, thus achieving smooth intelligent parking for dual-clutch transmission vehicles. Furthermore, during the braking phase, it reduces the creep torque based on the braking pressure, thereby reducing the resistance between the brakes and the transmission control unit and ensuring the effectiveness of brake pressure build-up. Therefore, this device can balance the inherent deficiencies of the braking system, EMS system, and TCU in fuel vehicles, as well as the challenges of brake-drive coordination. For DCT models, it provides smoother vehicle control during start-up, acceleration, constant speed, and deceleration, eliminating issues such as premature braking followed by a second start or heavy nose-diving during braking, significantly improving parking control performance in DCT models.

[0150] The dual-clutch transmission vehicle control device provided in the embodiments of the present invention is described below. The dual-clutch transmission vehicle control device described below can be referred to in correspondence with the dual-clutch transmission vehicle control method described above.

[0151] Please refer to Figure 11 , Figure 11 A schematic diagram of a dual-clutch transmission vehicle control device provided in an embodiment of the present invention may include:

[0152] Memory 10 is used to store computer programs;

[0153] The processor 20 is used to execute computer programs to implement the dual-clutch transmission vehicle control method described above.

[0154] The memory 10, processor 20, and communication interface 31 all communicate with each other through the communication bus 32.

[0155] In this embodiment of the invention, the memory 10 is used to store one or more programs. The programs may include program code, which includes computer operation instructions. In this embodiment of the invention, the memory 10 may store programs for implementing the following functions:

[0156] When a parking instruction is received, the maximum vehicle speed and acceleration at each stage are obtained through parking path planning;

[0157] When the vehicle is under braking control, the deceleration module in the vehicle electronic stability program system responds to the acceleration during the deceleration phase, applies corresponding braking pressure, and the transmission control unit reduces the creep torque according to the braking pressure.

[0158] When the vehicle is under drive control, determine the vehicle's driving stage;

[0159] If the vehicle is in the starting phase, acceleration phase, or constant speed phase, the maximum speed will be used as the target speed so that the engine management system can respond to the target speed.

[0160] If the vehicle is in a deceleration phase, the target speed is gradually adjusted based on the target speed and the actual speed so that the engine management system responds to the adjusted target speed.

[0161] In one possible implementation, the memory 10 may include a program storage area and a data storage area, wherein the program storage area may store the operating system and applications required for at least one function; and the data storage area may store data created during use.

[0162] Furthermore, memory 10 may include read-only memory and random access memory, providing instructions and data to the processor. A portion of the memory may also include NVRAM. The memory stores operating systems and operating instructions, executable modules, or data structures, or subsets thereof, or extended sets thereof, wherein the operating instructions may include various operating instructions for implementing various operations. The operating system may include various system programs for implementing various basic tasks and handling hardware-based tasks.

[0163] Processor 20 can be a central processing unit (CPU), an application-specific integrated circuit, a digital signal processor, a field-programmable gate array, or other programmable logic device. Processor 20 can be a microprocessor or any conventional processor. Processor 20 can call programs stored in memory 10.

[0164] Communication interface 31 can be an interface for the communication module, used to connect with other devices or systems.

[0165] Of course, it should be noted that, Figure 11 The structure shown does not constitute a limitation on the dual-clutch transmission vehicle control device of the present invention. In practical applications, the dual-clutch transmission vehicle control device may include more than Figure 11 More or fewer components as shown, or combinations of certain components.

[0166] The computer-readable storage medium provided in the embodiments of the present invention is described below. The computer-readable storage medium described below can be referred to in correspondence with the dual-clutch transmission vehicle control method described above.

[0167] The present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the dual-clutch transmission vehicle control method described above.

[0168] The computer-readable storage medium may include various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0169] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0170] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0171] Finally, it should be noted that in this document, relationships such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0172] The present invention provides a detailed description of a dual-clutch transmission vehicle control method, apparatus, device, and computer-readable storage medium. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A vehicle control method for a dual-clutch transmission, characterized in that, include: When a parking instruction is received, the maximum vehicle speed and acceleration at each stage are obtained through parking path planning; When the vehicle is under braking control, the deceleration module in the vehicle electronic stability program system responds to the acceleration during the deceleration phase, applies corresponding braking pressure, and the transmission control unit reduces the creep torque according to the braking pressure. When the vehicle is under drive control, determine the vehicle's driving stage; If the vehicle driving phase is a starting phase, an acceleration phase, or a constant speed phase, then the maximum vehicle speed is taken as the target vehicle speed so that the engine management system responds to the target vehicle speed. If the vehicle is in a deceleration phase, the target speed is gradually adjusted based on the target speed and the actual speed so that the engine management system responds to the adjusted target speed. If the vehicle is in a deceleration phase, the target speed is gradually adjusted based on the target speed and the actual speed, including: When the vehicle is in a deceleration phase, the deviation between the target vehicle speed and the actual vehicle speed is calculated in real time at each moment. The target vehicle speed for the next moment is calculated based on the deviation value from the previous moment and the actual vehicle speed at the current moment.

2. The dual-clutch transmission vehicle control method according to claim 1, characterized in that, Before using the maximum vehicle speed as the target vehicle speed, the following is also included: Determine if the steering wheel angle is greater than the preset angle value; If so, the target vehicle speed is compensated so that the engine management system responds to the compensated target vehicle speed; If not, the maximum vehicle speed is taken as the target vehicle speed so that the engine management system responds to the target vehicle speed.

3. The dual-clutch transmission vehicle control method according to claim 1, characterized in that, The process for determining whether the vehicle is in a deceleration phase includes: Determine the distance between the current vehicle position and its final position and / or determine whether the vehicle has reached the deceleration sign. If the distance is less than the preset distance value and / or the vehicle reaches the deceleration sign, then the vehicle travel phase is a deceleration phase.

4. The dual-clutch transmission vehicle control method according to claim 3, characterized in that, Determining whether the current vehicle has reached the deceleration sign includes: Determine whether the target acceleration meets the preset conditions; the target acceleration refers to the acceleration at each stage. If the condition is met, the vehicle has reached the deceleration marker. The preset conditions include any one or more of the following: the target acceleration is less than or equal to a preset acceleration threshold, the target acceleration is less than or equal to the actual acceleration, and the difference between the target acceleration and the actual acceleration is less than or equal to a preset difference threshold.

5. The dual-clutch transmission vehicle control method according to any one of claims 1 to 4, characterized in that, To enable the engine management system to respond to the target vehicle speed, including: The first torque is calculated based on the acceleration, and the second torque is calculated based on the target vehicle speed; Determine whether the first torque is greater than a torque threshold; the torque threshold is the sum of the second torque and a preset hysteresis torque; If it is not greater than, then the clutch of the gearbox control unit is controlled to be in a slippery state; If the value is greater than the specified value, the clutch of the transmission control unit is controlled to be in a fully engaged state.

6. The dual-clutch transmission vehicle control method according to claim 5, characterized in that, The first torque is calculated based on the acceleration, including: During the initial stage, an upper limit for the integral slope in the PID control is set, and the first torque is calculated based on the acceleration according to the upper limit of the integral slope. During the acceleration phase, the proportional coefficient in the PID control is reduced, and the first torque is calculated based on the acceleration according to the proportional coefficient. During the constant speed phase, the upper limit of the integral term in the PID control and the maximum value of the first torque are set, and the first torque is calculated based on the acceleration according to the upper limit of the integral term and the maximum value.

7. A vehicle control device for a dual-clutch transmission, characterized in that, include: The parking planning module is used to obtain the maximum vehicle speed and acceleration at each stage through parking path planning when a parking instruction is received. The braking control module is used to apply corresponding braking pressure in response to the acceleration during the deceleration phase via the deceleration module in the vehicle electronic stability program system when the vehicle is under braking control, and to reduce the creep torque according to the braking pressure via the transmission control unit. The drive control module is used to determine the vehicle's driving stage when the vehicle is under drive control. The first response module is used to take the maximum vehicle speed as the target vehicle speed if the vehicle driving stage is a starting stage, an acceleration stage, or a constant speed stage, so that the engine management system responds to the target vehicle speed. The second response module is used to progressively adjust the target vehicle speed based on the target vehicle speed and the actual vehicle speed if the vehicle is in a deceleration phase, so that the engine management system responds to the adjusted target vehicle speed. The second response module includes: The deviation calculation unit is used to calculate the deviation between the target vehicle speed and the actual vehicle speed in real time when the vehicle is in the deceleration phase. The adjustment unit is used to calculate the target vehicle speed for the next moment based on the deviation value of the previous moment and the actual vehicle speed at the current moment.

8. A vehicle control device for a dual-clutch transmission, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the dual-clutch transmission vehicle control method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when loaded and executed by a processor, implement the dual-clutch transmission vehicle control method as described in any one of claims 1 to 6.

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