Dual-clutch automatic transmission slip control method and device, and vehicle

Abstract

The present application relates to the technical field of passenger vehicles, and in particular to a dual-clutch automatic transmission slip control method and device, and a vehicle. The method comprises: determining whether a current vehicle enters a non-driving state; if yes, calculating a first clutch control torque of the current vehicle in the non-driving state, and acquiring a current clutch closed-loop control torque; and performing torque control on the basis of the first clutch control torque and the current clutch closed-loop control torque. Therefore, the problems that in actual slip control, if an engine is under the working conditions of fuel cutoff, air conditioner operating, and the like after quickly releasing an accelerator (Tip out) in a fixed gear, the engine rotating speed is reduced, and the economy is affected; and if the accelerator is quickly released (Tip in) again at this time, a noticeable drivability shock can be induced, and if PI torque closed-loop control is adopted, a small system slip difference or a clutch locking up with the engine can be caused, causing noticeable NVH during vehicle acceleration ,and reducing the user driving experience.

Description

Dual-clutch automatic transmission slip control method, device and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number 202410257929.6 and application date of March 7, 2024, and claims the priority of the Chinese patent application. The entire content of the Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the technical field of passenger vehicles, and in particular to a dual-clutch automatic transmission slip control method, device, and vehicle. Background Art

[0004] A dual-clutch transmission has two concentric, loose input shafts and several intermediate shafts. Power is delivered through meshing gears on these shafts. The clutches are controlled to disengage the clutch in the current gear and engage the clutch in the next gear. The arrangement is typically odd-on-outer and even-on-inner (odd and even are distinguished by gear). When operating in a fixed gear, one of the clutches is engaged. When the vehicle speed and the speed difference between the engine and clutch are below the slip differential threshold, slip control is activated. During the slip control process, the engine and clutch are closed-loop controlled according to the target slip difference. However, in actual slip control, after the fixed gear Tipout, as the engine torque drops rapidly, the transmission system switches from forward drive to reverse drag state. Especially under conditions such as engine fuel cut-off and air conditioning on, the engine speed is often pulled down, resulting in a large speed difference with the clutch. At this time, the engine resumes fuel supply prematurely due to the drop in speed, affecting economy. At this time, if the Tip-in operation is performed again, the engine speed will quickly pass through the clutch, inducing obvious driving impact. If the PI torque closed-loop control is used, the integral of the I torque will cause the clutch control torque to be significantly greater than the absolute value of the power source torque. When Tip-in is performed again, the system slip difference will be small or the clutch speed and engine speed will be locked due to the large clutch control torque. The acceleration process of the vehicle will be accompanied by obvious NVH (Noise, Vibration, Harshness) problems, causing user complaints.

[0005] In current related technologies, the shifting quality of PHEV (Plug-in hybrid electric vehicle) models equipped with a dual-clutch transmission during coasting is improved by maintaining minimum torque, and the non-shifting process remains in the state of following the power source; or the actual slip difference between the actual engine and the clutch is used as the target slip difference to improve the drivability during the accelerator pedal pressing process.

[0006] However, the above method has the following four problems: ① When the vehicle transitions from driving to coasting, the engine-end torque decreases rapidly and the clutch control torque decreases synchronously. If the clutch torque of the slipping process is not controlled in advance, the engine speed will be dragged down. At the same time, these torques are not fixed values ​​and cannot be controlled by a single minimum torque. They need to be differentiated according to the working conditions; ② The control method of PHEV models is not suitable for traditional models equipped with dual-clutch automatic transmissions. The air-conditioning load and the like are electrical loads and will not be reflected in the coasting process reverse load; ③ The process of recovering from the controlled minimum torque to the absolute value of the power source torque is not restricted. The torque jumps rapidly, which will lead to obvious drivability problems; ④ By using the actual slip difference as the target slip difference control, the wear of the clutch will be accelerated, the fuel consumption will increase, and the power performance will be affected.

[0007] Summary of the Invention

[0008] The present application provides a dual-clutch automatic transmission slip control method, device and vehicle to solve the problem that in actual slip control, after quickly releasing the accelerator in a fixed gear Tipout, if the engine is in a fuel-off state, the air conditioner is on, etc., the engine speed will be reduced and a large speed difference will occur between the clutch and the fuel supply to restore, affecting economy. If the accelerator is quickly released Tipin again at this time, it will induce a significant impact on driving performance. If the PI torque closed-loop control is used, the accumulation of the I torque will cause the clutch control torque to be significantly greater than the absolute value of the power source torque. When Tipin is performed again, the system slip difference is small or the clutch and the engine are locked, resulting in significant NVH during acceleration of the vehicle, which reduces the user's driving experience.

[0009] The first aspect of the present application provides a dual-clutch automatic transmission slip control method, comprising the following steps: determining whether a current vehicle enters a non-driving state; if the current vehicle enters the non-driving state, calculating the first clutch control torque of the current vehicle when it is in the non-driving state, and obtaining the current clutch closed-loop control torque; performing torque control based on the first clutch control torque and the current clutch closed-loop control torque.

[0010] With the above technical solution, after Tip-out, when the clutch torque decreases rapidly along with the engine torque, a non-driving state determination is first performed to prevent the engine speed from being lowered during coasting, thereby avoiding the impact of rapidly stepping on the accelerator and Tip-in again, which may have a negative impact on drivability.

[0011] Optionally, the determination of whether the current vehicle is in a non-driving state includes: detecting whether the accelerator pedal of the current vehicle is switched from a triggered state to a non-triggered state; if the accelerator pedal is switched from the triggered state to the non-triggered state, obtaining the net engine torque and engine speed of the current vehicle; if the net engine torque is less than a preset torque, and the engine speed is less than a preset speed, determining that the current vehicle has entered the non-driving state.

[0012] Through the above technical solution, the vehicle's non-driving state is determined based on the engine torque, engine speed and speed acceleration, thereby preventing the engine torque from decreasing rapidly after the tipout, resulting in a process in which the clutch torque first decreases and then increases, which has a negative impact on drivability.

[0013] Optionally, the calculation of the first clutch control torque when the current vehicle is in the non-driving state includes: determining whether the current vehicle meets the pre-oil cut-off condition; if the current vehicle meets the pre-oil cut-off condition, obtaining the engine loss torque, air-conditioning load torque and closed-loop control torque of the current vehicle, and obtaining the first clutch control torque based on the absolute value of the sum of the engine loss torque, the air-conditioning load torque and the closed-loop control torque; if the current vehicle does not meet the pre-oil cut-off condition, obtaining the first clutch control torque based on the sum of the absolute value and a preset calibrated torque.

[0014] Through the above technical solution, the engine status at the time of Tipout is referred to to make a pre-fuel cut-off judgment, and the minimum clutch control torque during the coasting process is determined in combination with the air conditioning load, ensuring that the engine speed will not be lowered during the coasting process, avoiding the impact problem caused by Tipin again.

[0015] Optionally, the determination of whether the current vehicle meets the pre-fuel cut-off condition includes: determining whether the engine speed is greater than or equal to a preset engine fuel cut-off speed, and whether the accelerator pedal is in a non-triggered state; if the engine speed is greater than or equal to the preset engine fuel cut-off speed and the accelerator pedal is in the non-triggered state, then it is determined that the current vehicle meets the pre-fuel cut-off condition.

[0016] Through the above technical solution, the engine pre-fuel cut-off judgment is performed based on the engine speed and the accelerator pedal, preventing the engine speed from being lowered when in a slipping state, thereby affecting the economy.

[0017] Optionally, the torque control based on the first clutch control torque and the current clutch closed-loop control torque includes: judging whether the current clutch closed-loop control torque is greater than or equal to the first clutch control torque; if the current clutch closed-loop control torque is greater than or equal to the first clutch control torque, performing torque control based on the current clutch closed-loop control torque; if the current clutch closed-loop control torque is less than the first clutch control torque, performing torque control based on the first clutch control torque.

[0018] With the above technical solution, the current clutch closed-loop control torque is compared with the first clutch control torque, and the appropriate control torque is selected for torque control, thereby reducing the impact of clutch wear on dynamic performance.

[0019] Optionally, the torque control based on the current clutch closed-loop control torque includes: obtaining the current transmission oil temperature and the current clutch control torque; determining a first torque slope based on the current transmission oil temperature; and adjusting the current clutch control torque to the current clutch closed-loop control torque based on the first torque slope.

[0020] Through the above technical solution, the torque slope is limited by obtaining the current transmission oil temperature of the current vehicle, thereby avoiding causing the vehicle to shake.

[0021] Optionally, after performing torque control based on the first clutch control torque and the current clutch closed-loop control torque, the method further includes: detecting whether the accelerator pedal of the current vehicle is switched from a non-triggered state to a triggered state; if the accelerator pedal is switched from the non-triggered state to the triggered state, obtaining the current gear position of the current vehicle and the current opening of the accelerator pedal; determining the second clutch control torque of the current vehicle based on the current gear position and the current opening, and performing torque control based on the larger of the second clutch control torque and the current clutch closed-loop control torque; wherein, performing torque control based on the larger of the second clutch control torque and the current clutch closed-loop control torque includes:

[0022] Obtaining a current transmission oil temperature and a current clutch control torque; determining a second torque slope based on the current transmission oil temperature; and adjusting the current clutch control torque to the larger of the second clutch control torque and the current clutch closed-loop control torque based on the second torque slope.

[0023] Through the above technical solution, the clutch control torque is controlled based on the gear position and the accelerator pedal opening to improve the drivability of the re-acceleration process, and when the accelerator pedal is stepped on during the slip control process, the clutch is restored to the larger value of the clutch closed-loop control torque and the clutch control torque value when the accelerator pedal is stepped on according to a predetermined slope, thereby improving the drivability of the process of recovering from the minimum clutch torque to the actual torque.

[0024] Optionally, the above-mentioned dual-clutch automatic transmission slip control method also includes: judging whether the current clutch closed-loop control parameters of the clutch control system meet the preset self-learning conditions; if the current clutch closed-loop control parameters meet the preset self-learning conditions, then obtaining new clutch closed-loop control parameters based on the product of the current clutch closed-loop control parameters and the preset threshold value.

[0025] Through the above technical solution, the PI torque is self-learned according to the actual performance of the slip difference control during the acceleration process when the user steps on the accelerator pedal, thereby improving the NVH problem during the acceleration process.

[0026] The second aspect of the present application provides a dual-clutch automatic transmission slip control device, including: a first judgment module, used to judge whether the current vehicle enters a non-driving state; a calculation module, used to calculate the first clutch control torque of the current vehicle when it is in the non-driving state if the current vehicle enters the non-driving state, and obtain the current clutch closed-loop control torque; a control module, used to perform torque control based on the first clutch control torque and the current clutch closed-loop control torque.

[0027] Optionally, the first judgment module is also used to: detect whether the accelerator pedal of the current vehicle is switched from the triggered state to the non-triggered state; if the accelerator pedal is switched from the triggered state to the non-triggered state, obtain the net engine torque and engine speed of the current vehicle; if the net engine torque is less than the preset torque, and the engine speed is less than the preset speed, determine that the current vehicle enters the non-driving state.

[0028] Optionally, the calculation module is further configured to: determine whether the current vehicle meets a pre-fuel cut-off condition;

[0029] If the current vehicle meets the pre-fuel cut-off condition, the engine loss torque, air-conditioning load torque and closed-loop control torque of the current vehicle are obtained, and the first clutch control torque is obtained according to the absolute value of the sum of the engine loss torque, the air-conditioning load torque and the closed-loop control torque; if the current vehicle does not meet the pre-fuel cut-off condition, the first clutch control torque is obtained according to the sum of the absolute value and the preset calibrated torque.

[0030] Optionally, the first judgment module is also used to: judge whether the engine speed is greater than or equal to a preset engine fuel cut-off speed, and whether the accelerator pedal is in a non-triggering state; if the engine speed is greater than or equal to the preset engine fuel cut-off speed and the accelerator pedal is in the non-triggering state, it is determined that the current vehicle meets the pre-fuel cut-off condition.

[0031] Optionally, the control module includes: determining whether the current clutch closed-loop control torque is greater than or equal to the first clutch control torque; if the current clutch closed-loop control torque is greater than or equal to the first clutch control torque, performing torque control according to the current clutch closed-loop control torque; if the current clutch closed-loop control torque is less than the first clutch control torque, performing torque control according to the first clutch control torque.

[0032] Optionally, the control module is also used to: obtain the current transmission oil temperature and the current clutch control torque; determine a first torque slope based on the current transmission oil temperature; and adjust the current clutch control torque to the current clutch closed-loop control torque based on the first torque slope.

[0033] Optionally, after performing torque control based on the first clutch control torque and the current clutch closed-loop control torque, the control module is further configured to: detect whether the accelerator pedal of the current vehicle is switched from a non-triggered state to a triggered state; if the accelerator pedal is switched from the non-triggered state to the triggered state, obtain the current gear position of the current vehicle and the current opening of the accelerator pedal; determine the second clutch control torque of the current vehicle based on the current gear position and the current opening, and perform torque control based on the larger of the second clutch control torque and the current clutch closed-loop control torque; wherein, performing torque control based on the larger of the second clutch control torque and the current clutch closed-loop control torque includes:

[0034] Obtaining a current transmission oil temperature and a current clutch control torque; determining a second torque slope based on the current transmission oil temperature; and adjusting the current clutch control torque to the larger of the second clutch control torque and the current clutch closed-loop control torque based on the second torque slope.

[0035] Optionally, the above-mentioned dual-clutch automatic transmission slip control device also includes: a second judgment module, used to judge whether the current clutch closed-loop control parameters of the clutch control system meet the preset self-learning conditions; a self-learning module, used to obtain new clutch closed-loop control parameters based on the product of the current clutch closed-loop control parameters and the preset threshold value if the current clutch closed-loop control parameters meet the preset self-learning conditions.

[0036] The third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the dual-clutch automatic transmission slip control method as described in the above embodiment.

[0037] A fourth aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the dual-clutch automatic transmission slip control method as described in the above embodiment.

[0038] In the above embodiment, it is determined whether the current vehicle enters a non-driving state. If the current vehicle enters a non-driving state, the first clutch control torque when the current vehicle is in the non-driving state is calculated, and the current clutch closed-loop control torque is obtained, and torque control is performed based on the first clutch control torque and the current clutch closed-loop control torque. This solves the problem of actual slip control. In actual slip control, if the engine is in fuel-off or air conditioning conditions after a rapid accelerator tip-out in a fixed gear, the engine speed will be reduced, and a large speed difference will occur in the clutch, causing premature fuel supply recovery, affecting economy. If the accelerator is quickly released and tipped in again at this time, it will induce a significant drivability impact. If the PI torque closed-loop control is used, the accumulation of the I torque will cause the clutch control torque to be significantly greater than the absolute value of the power source torque. When tipping in again, the system slip difference is small or the clutch and engine lock, resulting in significant NVH during vehicle acceleration and a reduced driving experience. By referring to the engine status at tip-out and the pre-fuel-off judgment, combined with the air conditioning status, the engine speed will not be reduced during coasting, avoiding the impact caused by another rapid accelerator tip-in. The clutch torque recovery rate is also limited to improve drivability during the process of recovering from the clutch minimum torque to the actual torque. Based on the actual performance of slip difference control during acceleration by pressing the accelerator pedal, the PI torque is self-learned to improve NVH during acceleration.

[0039] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] FIG1 is a flow chart of a slip control method for a dual-clutch automatic transmission according to an embodiment of the present application;

[0041] FIG2 is a flow chart of a slip control method for a dual-clutch automatic transmission according to one embodiment of the present application;

[0042] FIG3 is an exemplary diagram of a slip control device for a dual-clutch automatic transmission according to an embodiment of the present application;

[0043] FIG4 is a schematic diagram of a vehicle structure according to an embodiment of the present application. DETAILED DESCRIPTION

[0044] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0045] The following describes a dual-clutch automatic transmission slip control method, device, vehicle, and storage medium according to an embodiment of the present application with reference to the accompanying drawings. In view of the actual slip control mentioned in the background technology center above, if the engine is in a fuel-off, air-conditioning, or other operating conditions after a rapid throttle release in a fixed gear Tipout, the engine speed will be reduced and the clutch will have a large speed difference, causing premature resumption of fuel supply, affecting economy. If the throttle is quickly released again at this time Tipin operation, a significant drivability impact will be induced. If the PI torque closed-loop control is used, the accumulation of the I torque will cause the clutch control torque to be significantly greater than the absolute value of the power source torque. When Tipin is performed again, the system slip difference is small or the clutch and engine are locked, resulting in significant NVH during acceleration of the vehicle, which reduces the user's driving experience. The present application provides a dual-clutch automatic transmission slip control method, wherein the method determines whether the current vehicle enters a non-driving state. If the current vehicle enters a non-driving state, the first clutch control torque when the current vehicle is in the non-driving state is calculated, and the current clutch closed-loop control torque is obtained. Torque control is performed based on the first clutch control torque and the current clutch closed-loop control torque. The problem of the engine torque changing from positive to negative after the gear is tipped out and the transmission system switches from forward drive to reverse drag state is solved. In particular, under the working conditions of engine oil cut-off and air conditioning on, the engine combustion torque drops rapidly. In addition, the clutch hydraulic system and PI item torque hysteresis will cause the engine speed to be pulled down and the clutch to resume fuel supply in advance due to a large speed difference, affecting economy. If the accelerator is quickly released and the Tip-in operation is performed again at this time, it will induce a significant driving impact. If the PI item torque closed-loop control is used, the accumulation of I item torque will cause the clutch control torque to be significantly greater than the absolute value of the power source torque. When Tip-in is performed again, the system slip difference is small or the clutch and the engine are locked, resulting in obvious NVH during the acceleration process of the vehicle, which reduces the user's driving experience. By referring to the engine state and pre-oil cut-off judgment when Tip-out, combined with the air conditioning state, it is ensured that the engine speed will not be pulled down during the coasting process, avoiding the problem of Tip-in caused by quickly stepping on the gas again. in, and limit the clutch torque recovery rate to improve the drivability of the process from the minimum clutch torque to the actual torque. According to the actual performance of the slip difference control during the acceleration process of stepping on the accelerator pedal, the PI torque is self-learned to improve the NVH problem during the acceleration process.

[0046] Specifically, FIG1 is a flow chart of a dual-clutch automatic transmission slip control method provided in an embodiment of the present application.

[0047] As shown in FIG1 , the dual-clutch automatic transmission slip control method includes the following steps:

[0048] In step S101 , it is determined whether the vehicle is currently in a non-driving state.

[0049] It should be understood that during the clutch slip control process, the engine torque decreases rapidly after tip-out. If the non-driving state is determined only based on the engine torque value, the clutch torque may first decrease and then increase, which will have a negative impact on drivability.

[0050] Specifically, in some embodiments, determining whether the current vehicle is in a non-driving state includes: detecting whether the accelerator pedal of the current vehicle is switched from a triggered state to a non-triggered state; if the accelerator pedal is switched from a triggered state to a non-triggered state, obtaining the net engine torque and engine speed of the current vehicle; if the net engine torque is less than a preset torque, and the engine speed is less than a preset speed, determining that the current vehicle has entered a non-driving state.

[0051] Among them, the non-trigger state in the embodiment of the present application can be understood as when the current vehicle is in a fixed gear driving process, the driver releases the accelerator pedal, which means that the accelerator pedal of the current vehicle is switched from the trigger state to the non-trigger state.

[0052] It should be noted that the preset torque and the preset speed can be thresholds preset by the user, can be thresholds obtained through a limited number of experiments, or can be thresholds obtained through a limited number of computer simulations. In the embodiment of the present application, the preset torque is recorded as Tq1, which is generally between 40Nm and 60Nm, and the preset speed is recorded as n rpm1 .

[0053] Specifically, when the vehicle is currently driving in a fixed gear, the driver releases the accelerator pedal and the engine torque decreases rapidly. The accelerator pedal of the vehicle is switched from the triggered state to the non-triggered state. At this time, the net engine torque Tq is obtained. eng and engine speed Eng spd If the net torque of the engine is less than the preset torque Tq1 and the engine speed is less than the preset speed n rpm1 , then it is determined that the current vehicle enters the non-driving state, that is: Tq eng <Tq1 Eng spd <Eng idle +Eng offset

[0054] Among them, Eng idle is the engine idle speed, Eng offset is the speed compensation value, which is the calibration amount, Eng offset Related to engine speed acceleration.

[0055] Among them, the engine speed acceleration and Eng offset As shown in Table 1.

[0056] Table 1

[0057] It should be noted that the net engine torque Tq eng It is equal to the engine combustion torque minus the friction torque. The combustion torque and friction torque are monitored. The engine speed, Eng idle and Eng offset All are obtained through CAN signals.

[0058] In step S102 , if the current vehicle enters a non-driving state, the first clutch control torque when the current vehicle is in the non-driving state is calculated, and the current clutch closed-loop control torque is obtained.

[0059] Optionally, in some embodiments, calculating the first clutch control torque when the current vehicle is in a non-driving state includes: determining whether the current vehicle meets the pre-fuel cut-off condition; if the current vehicle meets the pre-fuel cut-off condition, obtaining the engine loss torque, air-conditioning load torque and closed-loop control torque of the current vehicle, and obtaining the first clutch control torque based on the absolute value of the sum of the engine loss torque, air-conditioning load torque and closed-loop control torque; if the current vehicle does not meet the pre-fuel cut-off condition, obtaining the first clutch control torque based on the sum of the absolute value and a preset calibrated torque.

[0060] In the embodiment of the present application, the engine loss torque of the current vehicle is recorded as Tq loss , air conditioning load torque is recorded as Tq Ac , closed-loop control torque is recorded as Tq PI , where Tq PI Torque is the torque value for closed-loop control of the clutch, which is based on the actual speed difference between the engine speed and the clutch and the target speed difference. This can reduce the vibration of the transmission system during acceleration and improve NVH during driving.

[0061] Among them, in some embodiments, determining whether the current vehicle meets the pre-fuel cut-off condition includes: determining whether the engine speed is greater than or equal to the preset engine fuel cut-off speed, and whether the accelerator pedal is in a non-triggered state; if the engine speed is greater than or equal to the preset engine fuel cut-off speed and the accelerator pedal is in a non-triggered state, then it is determined that the current vehicle meets the pre-fuel cut-off condition.

[0062] It should be understood that during the clutch slip control process, after Tip out, in order to improve the vehicle's economical use, the engine torque will drop rapidly. If the clutch torque is not controlled in advance according to the pre-oil cut-off conditions, the engine speed will be easily pulled down by its own losses and load torque. In addition, coupled with the hysteresis of the hydraulic system, it will take a long time for the engine speed to be pulled up again by the clutch.

[0063] The preset engine fuel cut-off speed may be a threshold value pre-set by the user, a threshold value obtained through a limited number of experiments, or a threshold value obtained through a limited number of computer simulations. In the embodiment of the present application, the preset engine fuel cut-off speed is denoted as Eng s1 .

[0064] In this embodiment of the present application, the accelerator pedal being in a non-triggered state means that the current throttle opening of the vehicle is 0.

[0065] It should be understood that if the engine speed Eng spd Greater than or equal to the preset engine fuel cut-off speed Eng s1 , and the accelerator pedal is in the non-trigger state, it means that the current vehicle meets the pre-fuel cut-off conditions, that is: spd ≥Eng s1 ; Pedal th =0;

[0066] Among them, Eng s1 Related to the current gear and engine water temperature, Pedal th is the throttle opening.

[0067] It should be noted that the throttle opening (ie, the accelerator pedal opening) is obtained through the CAN signal.

[0068] Furthermore, after the current vehicle enters the non-driving state, the clutch control system will determine whether the current vehicle meets the pre-fuel cut-off condition based on the engine operating point, and calculate the first clutch control torque Tq of the clutch in the non-driving state in combination with the air conditioning state. clu .

[0069] When the current vehicle meets the pre-fuel cut-off condition, obtain the current vehicle's engine loss torque Tq loss , air conditioning load torque Tq Ac and closed-loop control torque Tq PI , and according to the engine loss torque Tq loss , air conditioning load torque Tq Ac and closed-loop control torque Tq PI The absolute value of the sum is the first clutch control torque, that is, the first clutch control torque Tq in the non-driving state under the pre-oil cut-off condition is obtained. clu The calculation formula is: Tq clu =|Tq lpss +Tq Ac +Tq PI |;

[0070] If the current vehicle does not meet the pre-oil cut-off condition, the first clutch control torque is obtained according to the sum of the absolute value and the preset calibration torque, that is, when the pre-oil cut-off condition is not met, the first clutch control torque Tq in the non-driving state is clu The calculation formula is: Tq clu =|Tq loss +Tq Ac +Tq PI |+Tq det ;

[0071] Among them, Tq loss is the current vehicle's engine loss torque, Tq Ac is the air conditioning load torque, Tq PI is the closed-loop control torque, Tq det It is the torque compensation value, which is a calibrated quantity and is generally between -20Nm and -5Nm.

[0072] In step S103 , torque control is performed according to the first clutch control torque and the current clutch closed-loop control torque.

[0073] The current clutch closed-loop control torque is recorded as Tq in this embodiment of the application. close .

[0074] Optionally, in some embodiments, torque control is performed based on the first clutch control torque and the current clutch closed-loop control torque, including: determining whether the current clutch closed-loop control torque is greater than or equal to the first clutch control torque; if the current clutch closed-loop control torque is greater than or equal to the first clutch control torque, performing torque control based on the current clutch closed-loop control torque; if the current clutch closed-loop control torque is less than the first clutch control torque, performing torque control based on the first clutch control torque.

[0075] It should be understood that, according to the first clutch control torque Tq clu and the current clutch closed-loop control torque Tq close During the torque control process, the first clutch control torque Tq clu Real-time and current clutch closed-loop control torque Tq close When the current clutch closed-loop control torque Tq is compared, close <First clutch control torque Tq clu When the value is set, the minimum torque control is continued, that is, the first clutch control torque Tq clu Perform torque control; when the current clutch closed-loop control torque Tq close ≥First clutch control torque Tq clu When the current clutch closed-loop control torque Tq close Perform torque control.

[0076] In some embodiments, torque control is performed according to the current clutch closed-loop control torque, including: obtaining the current transmission oil temperature and the current clutch control torque; determining a first torque slope according to the current transmission oil temperature; and adjusting the current clutch control torque to the current clutch closed-loop control torque based on the first torque slope.

[0077] Specifically, in the torque control process according to the current clutch closed-loop control, the torque transition process is carried out according to the first torque slope Tq step During the coasting process, since the clutch control torque target value is large, the first torque slope Tq step To avoid causing the vehicle to shake, the first torque slope Tq step The current clutch control torque is adjusted to the current clutch closed-loop control torque based on the current transmission oil temperature and the first torque slope Tq. step As shown in Table 2.

[0078] Table 2

[0079] Among them, the current transmission oil temperature is a monitoring quantity and is obtained through the CAN signal.

[0080] Furthermore, in some embodiments, after performing torque control based on the first clutch control torque and the current clutch closed-loop control torque, the method further includes: detecting whether the accelerator pedal of the current vehicle is switched from a non-triggered state to a triggered state; if the accelerator pedal is switched from a non-triggered state to a triggered state, obtaining the current gear position of the current vehicle and the current opening of the accelerator pedal; determining the second clutch control torque of the current vehicle based on the current gear position and the current opening, and performing torque control based on the larger of the second clutch control torque and the current clutch closed-loop control torque; wherein performing torque control based on the larger of the second clutch control torque and the current clutch closed-loop control torque includes:

[0081] Obtaining a current transmission oil temperature and a current clutch control torque; determining a second torque slope according to the current transmission oil temperature; and adjusting the current clutch control torque to the larger of the second clutch control torque and the current clutch closed-loop control torque based on the second torque slope.

[0082] Among them, it detects whether the accelerator pedal of the current vehicle is switched from the non-trigger state to the trigger state, that is, it detects whether the user steps on the accelerator pedal. If it is detected that the user steps on the accelerator pedal, it means that the accelerator pedal of the current vehicle is switched from the non-trigger state to the trigger state.

[0083] Specifically, when the accelerator pedal of the current vehicle switches from the non-trigger state to the trigger state, the current gear position of the current vehicle and the current opening of the accelerator pedal are obtained, and the second clutch control torque Tq of the current vehicle is determined according to the current gear position and the current opening. clu , as shown in Table 3.

[0084] Table 3

[0085] In order to improve the control process of the engine speed when the accelerator pedal is pressed and thus improve the drivability, it is necessary to control the torque Tq of the second clutch when the accelerator pedal is pressed during the slipping process. clu Perform open-loop control to quickly reduce it to the current clutch closed-loop control torque Tq close and the second clutch control torque Tq clu The larger value is used for torque control.

[0086] Specifically, according to the current clutch closed-loop control torque Tq close and the second clutch control torque Tq clu When the torque control is performed with a larger value, the current transmission oil temperature and the current clutch control torque of the current vehicle are obtained, the second torque slope is determined according to the current transmission oil temperature, and the current clutch control torque is adjusted to the second clutch control torque Tq based on the second torque slope. clu and the current clutch closed-loop control torque Tq close The larger of the two is used for torque control.

[0087] Therefore, during coasting, if it is detected that the driver steps on the accelerator pedal, the clutch control torque is reduced to facilitate engine speed regulation and reduce the impact caused by the speed passing through the clutch speed process.

[0088] Optionally, in some embodiments, the above-mentioned dual-clutch automatic transmission slip control method further includes: determining whether the current clutch closed-loop control parameters of the clutch control system meet the preset self-learning conditions; if the current clutch closed-loop control parameters meet the preset self-learning conditions, then obtaining new clutch closed-loop control parameters based on the product of the current clutch closed-loop control parameters and the preset threshold value.

[0089] The preset threshold may be a threshold set in advance by the user, a threshold obtained through a limited number of experiments, or a threshold obtained through a limited number of computer simulations. Preferably, in the embodiment of the present application, the preset threshold is 0.05.

[0090] It should be understood that during vehicle acceleration, as the engine switches from a reverse-drag state to a driving state, the engine speed will exceed the clutch speed according to the slip control process, and the speed differential will remain essentially stable. Due to factors such as wear and tear or degraded hydraulic valve performance, the engine speed may continue to drop after the tip-out. In this case, the clutch control system will gradually increase the engine speed to align it with the clutch speed through closed-loop PI control. However, during acceleration, the accumulation of I torque will cause the clutch speed to be pinned against the engine speed, preventing the set speed control for a long time, resulting in significant NVH issues. Therefore, self-learning of the PI coefficient is required.

[0091] Among them, the preset self-learning condition is that the vehicle is in a fixed gear and enters the driving state each time, if the engine speed - clutch speed < speed difference judgment threshold n delt , and the duration exceeds the preset duration t0, the system counts up by 1. When the count number exceeds 3 times, it is determined that the current clutch closed-loop control parameters meet the preset self-learning conditions. At this time, the PI coefficient is self-learned, as follows:

[0092] The new clutch closed-loop control parameter is obtained by multiplying the current clutch closed-loop control parameter by the preset threshold, i.e. the new clutch closed-loop control parameter after self-learning. step 0.05 times the current PI coefficient, that is: Learn step-P =0.05P; Learn step-I =0.05I;

[0093] Among them, Learn step-P and Learn step-I are all new clutch closed-loop control parameters, PI is the calibration quantity, is the clutch closed-loop control parameter, n delt It is the speed difference judgment threshold, which is a calibration quantity, generally between 5rpm and 10rpm, and t0 is the duration, generally between 1s and 3s.

[0094] In order to enable those skilled in the art to further understand the dual-clutch automatic transmission slip control method of the embodiment of the present application, it is described in detail below with reference to a specific embodiment, as shown in FIG2 .

[0095] In step S201, it is detected whether the driver releases the accelerator pedal;

[0096] In step S202, the engine net torque, engine speed and speed acceleration are obtained;

[0097] In step S203, when the driver releases the accelerator pedal, it is determined whether the current vehicle satisfies the non-driving state based on the engine net torque, engine speed, and speed acceleration. If the vehicle satisfies the non-driving state, step S204 is executed; otherwise, step S202 is executed again.

[0098] In step S204, the engine speed and throttle opening are obtained;

[0099] In step S205, it is determined whether the pre-fuel cut-off condition is met based on the engine speed and the throttle opening. If the pre-fuel cut-off condition is met, step S203 is executed; if not, step S207 is executed.

[0100] In step S206, if the pre-oil cut-off condition is met, the clutch control torque in the slip state is calculated, and the real-time clutch control torque is compared with the closed-loop control torque during the control process;

[0101] In step S207, if the pre-oil cut-off condition is not met, the clutch control torque in the slip state is calculated, and the real-time clutch control torque is compared with the closed-loop control torque during the control process;

[0102] In step S208, it is determined whether the clutch control torque is less than the closed-loop control torque. If so, step S210 is executed. If not, step S209 is executed.

[0103] In step S209, control is performed according to the clutch control torque (minimum torque);

[0104] In step S210, the clutch is controlled according to the closed-loop control torque, and the change process is carried out according to the predetermined torque slope;

[0105] In step S211, it is determined whether the driver steps on the accelerator pedal. If the driver steps on the accelerator pedal, step S212 is executed; otherwise, step S208 is executed.

[0106] In step S212, the clutch torque is open-loop controlled according to the torque slope, and transitions to a larger value of the closed-loop torque and the clutch control torque;

[0107] In step S213, the accelerator is pressed to accelerate, the clutch speed difference and duration are determined, and the number of times is accumulated;

[0108] In step S214, it is determined whether the number of times exceeds 3 times. If it exceeds 3 times, step S215 is executed. If it does not exceed 3 times, step S213 is continued.

[0109] In step S215 , the PI coefficients are self-learned.

[0110] According to the dual-clutch automatic transmission slip control method proposed in an embodiment of the present application, it is determined whether the current vehicle enters a non-driving state. If the current vehicle enters a non-driving state, the first clutch control torque when the current vehicle is in the non-driving state is calculated, and the current clutch closed-loop control torque is obtained. Torque control is performed based on the first clutch control torque and the current clutch closed-loop control torque. This solves the problem of actual slip control. In actual slip control, if the engine is in fuel-off or air conditioning conditions after a rapid accelerator tip-out in a fixed gear, the engine speed will be reduced, and a large speed difference will occur in the clutch, causing premature fuel supply recovery, affecting economy. If the accelerator is quickly released and tipped in again at this time, it will induce a significant drivability impact. In addition, due to the PI torque closed-loop control, the accumulation of I torque will cause the clutch control torque to be significantly greater than the absolute value of the power source torque. When tipping in again, the system slip difference is small or the clutch and engine lock, resulting in significant NVH during vehicle acceleration and a reduced driving experience. By referring to the engine status and pre-fuel cut-off judgment at the time of tip-out, combined with the air conditioning status, the engine speed will not be reduced during coasting, avoiding the impact caused by another rapid accelerator tip-in. The clutch torque recovery rate is limited to improve drivability during the process of recovering from the clutch minimum torque to the actual torque. At the same time, based on the actual performance of slip difference control during acceleration by pressing the accelerator pedal, the PI torque is self-learned to improve NVH during acceleration.

[0111] Next, a dual-clutch automatic transmission friction control device according to an embodiment of the present application will be described with reference to the accompanying drawings.

[0112] FIG3 is a block diagram of a slip control device for a dual-clutch automatic transmission according to an embodiment of the present application.

[0113] As shown in FIG3 , the dual-clutch automatic transmission friction control device 10 includes: a first judgment module 100 , a calculation module 200 and a control module 300 .

[0114] Among them, the first judgment module 100 is used to determine whether the current vehicle enters a non-driving state; the calculation module 200 is used to calculate the first clutch control torque when the current vehicle is in a non-driving state and obtain the current clutch closed-loop control torque if the current vehicle enters a non-driving state; the control module 300 is used to perform torque control based on the first clutch control torque and the current clutch closed-loop control torque.

[0115] Optionally, in some embodiments, the first judgment module 100 is also used to: detect whether the accelerator pedal of the current vehicle is switched from a triggered state to a non-triggered state; if the accelerator pedal is switched from a triggered state to a non-triggered state, obtain the net engine torque and engine speed of the current vehicle; if the net engine torque is less than the preset torque, and the engine speed is less than the preset speed, determine that the current vehicle enters a non-driving state.

[0116] Optionally, in some embodiments, the calculation module 200 is also used to: determine whether the current vehicle meets the pre-fuel cut-off condition; if the current vehicle meets the pre-fuel cut-off condition, obtain the engine loss torque, air-conditioning load torque and closed-loop control torque of the current vehicle, and obtain the first clutch control torque according to the absolute value of the sum of the engine loss torque, air-conditioning load torque and closed-loop control torque; if the current vehicle does not meet the pre-fuel cut-off condition, obtain the first clutch control torque according to the sum of the absolute value and the preset calibrated torque.

[0117] Optionally, in some embodiments, the first judgment module 100 is also used to: determine whether the engine speed is greater than or equal to a preset engine fuel cut-off speed, and whether the accelerator pedal is in a non-triggered state; if the engine speed is greater than or equal to the preset engine fuel cut-off speed and the accelerator pedal is in a non-triggered state, it is determined that the current vehicle meets the pre-fuel cut-off condition.

[0118] Optionally, in some embodiments, the control module 300 includes: determining whether the current clutch closed-loop control torque is greater than or equal to the first clutch control torque; if the current clutch closed-loop control torque is greater than or equal to the first clutch control torque, performing torque control according to the current clutch closed-loop control torque; if the current clutch closed-loop control torque is less than the first clutch control torque, performing torque control according to the first clutch control torque.

[0119] Optionally, in some embodiments, the control module 300 is further used to: obtain the current transmission oil temperature and the current clutch control torque; determine a first torque slope according to the current transmission oil temperature; and adjust the current clutch control torque to the current clutch closed-loop control torque based on the first torque slope.

[0120] Optionally, in some embodiments, after performing torque control based on the first clutch control torque and the current clutch closed-loop control torque, the control module 300 is further configured to: detect whether the accelerator pedal of the current vehicle is switched from a non-triggered state to a triggered state; if the accelerator pedal is switched from a non-triggered state to a triggered state, obtain the current gear position of the current vehicle and the current opening of the accelerator pedal; determine the second clutch control torque of the current vehicle based on the current gear position and the current opening, and perform torque control based on the larger of the second clutch control torque and the current clutch closed-loop control torque; wherein performing torque control based on the larger of the second clutch control torque and the current clutch closed-loop control torque includes:

[0121] Obtaining a current transmission oil temperature and a current clutch control torque; determining a second torque slope according to the current transmission oil temperature; and adjusting the current clutch control torque to the larger of the second clutch control torque and the current clutch closed-loop control torque based on the second torque slope.

[0122] Optionally, in some embodiments, the above-mentioned dual-clutch automatic transmission slip control device 10 further includes: a second judgment module, used to judge whether the current clutch closed-loop control parameters of the clutch control system meet the preset self-learning conditions; a self-learning module, used to obtain new clutch closed-loop control parameters based on the product of the current clutch closed-loop control parameters and the preset threshold if the current clutch closed-loop control parameters meet the preset self-learning conditions.

[0123] It should be noted that the aforementioned explanation of the embodiment of the dual-clutch automatic transmission slip control method is also applicable to the dual-clutch automatic transmission slip control device of this embodiment, and will not be repeated here.

[0124] According to the dual-clutch automatic transmission slip control device proposed in the embodiment of the present application, it is determined whether the current vehicle enters a non-driving state. If the current vehicle enters a non-driving state, the first clutch control torque when the current vehicle is in the non-driving state is calculated, and the current clutch closed-loop control torque is obtained, and torque control is performed based on the first clutch control torque and the current clutch closed-loop control torque. This solves the problem of actual slip control. In actual slip control, if the engine is in fuel-off or air conditioning conditions after a rapid accelerator tip-out in a fixed gear, the engine speed will be reduced, and a large speed difference will occur in the clutch, causing premature fuel supply recovery, affecting economy. If the accelerator is quickly released and tipped in again at this time, it will induce a significant drivability impact. If the PI torque closed-loop control is used, the accumulation of the I torque will cause the clutch control torque to be significantly greater than the absolute value of the power source torque. When tipping in again, the system slip difference is small or the clutch and engine lock, resulting in significant NVH during vehicle acceleration and a reduced driving experience. By referring to the engine status at tip-out and the pre-fuel-off judgment, combined with the air conditioning status, the engine speed will not be reduced during coasting, avoiding the impact caused by another rapid accelerator tip-in. The clutch torque recovery rate is also limited to improve drivability during the process of recovering from the clutch minimum torque to the actual torque. Based on the actual performance of slip difference control during acceleration by pressing the accelerator pedal, the PI torque is self-learned to improve NVH during acceleration.

[0125] FIG4 is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0126] Memory 401 , processor 402 , and computer programs stored in the memory 401 and executable on the processor 402 .

[0127] When the processor 402 executes the program, the dual-clutch automatic transmission slip control method provided in the above embodiment is implemented.

[0128] Furthermore, the vehicle further comprises:

[0129] The communication interface 403 is used for communication between the memory 401 and the processor 402 .

[0130] The memory 401 is used to store computer programs that can be run on the processor 402 .

[0131] The memory 401 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0132] If memory 401, processor 402, and communication interface 403 are implemented independently, communication interface 403, memory 401, and processor 402 can be interconnected via a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. Buses can be categorized as address buses, data buses, control buses, and the like. For ease of illustration, FIG4 shows only one thick line, but this does not imply that there is only one bus or only one type of bus.

[0133] Optionally, in a specific implementation, if the memory 401, the processor 402 and the communication interface 403 are integrated on a chip, the memory 401, the processor 402 and the communication interface 403 can communicate with each other through an internal interface.

[0134] The processor 402 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0135] An embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-mentioned dual-clutch automatic transmission slip control method.

[0136] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0137] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this application, "N" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0138] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed out of the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present application belong.

[0139] The logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection with one or N wires (electronic devices), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and a portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0140] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiment, the N steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used to implement: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0141] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0142] In addition, the functional units in the various embodiments of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into a module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0143] The storage medium mentioned above may be a read-only memory, a magnetic disk, or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application. Persons skilled in the art may make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present application.

Claims

1. A dual-clutch automatic transmission slip control method, wherein: The following steps are involved: Determine whether the current vehicle has entered a non-driving state; If the current vehicle enters the non-driving state, calculating the first clutch control torque when the current vehicle is in the non-driving state, and obtaining the current clutch closed-loop control torque; and Torque control is performed according to the first clutch control torque and the current clutch closed-loop control torque.

2. The dual clutch automatic transmission slip control method according to claim 1, wherein: The determining whether the vehicle is currently in a non-driving state includes: Detecting whether the accelerator pedal of the current vehicle is switched from a triggered state to a non-triggered state; If the accelerator pedal switches from the triggered state to the non-triggered state, obtaining the current net engine torque and engine speed of the vehicle; If the engine net torque is less than a preset torque and the engine speed is less than a preset speed, it is determined that the current vehicle enters the non-driving state.

3. The dual clutch automatic transmission slip control method according to claim 1, wherein: The calculating the first clutch control torque when the current vehicle is in the non-driving state includes: Determining whether the current vehicle meets the pre-fuel cut-off condition; If the current vehicle satisfies the pre-fuel cut-off condition, obtaining the engine loss torque, air conditioner load torque, and closed-loop control torque of the current vehicle, and obtaining the first clutch control torque according to the absolute value of the sum of the engine loss torque, the air conditioner load torque, and the closed-loop control torque; If the current vehicle does not meet the pre-fuel cut-off condition, the first clutch control torque is obtained according to the sum of the absolute value and a preset calibrated torque.

4. The dual clutch automatic transmission slip control method according to claim 3, wherein: The determining whether the current vehicle meets the pre-fuel cut-off condition includes: Determine whether the engine speed is greater than or equal to the preset engine fuel cut-off speed and whether the accelerator pedal is in a non-triggered state; If the engine speed is greater than or equal to the preset engine fuel cut-off speed and the accelerator pedal is in the non-triggered state, it is determined that the current vehicle meets the pre-fuel cut-off condition.

5. The dual clutch automatic transmission slip control method according to claim 1, wherein: The performing torque control according to the first clutch control torque and the current clutch closed-loop control torque includes: determining whether the current clutch closed-loop control torque is greater than or equal to the first clutch control torque; If the current clutch closed-loop control torque is greater than or equal to the first clutch control torque, then according to the current The front clutch closes the loop to control the torque for torque control; If the current clutch closed-loop control torque is less than the first clutch control torque, torque control is performed according to the first clutch control torque.

6. The dual clutch automatic transmission slip control method according to claim 5, wherein: The performing torque control according to the current clutch closed-loop control torque includes: Get the current transmission oil temperature and the current clutch control torque; determining a first torque slope according to the current transmission oil temperature; The current clutch control torque is adjusted to the current clutch closed-loop control torque based on the first torque slope.

7. The dual clutch automatic transmission slip control method according to claim 1 or 5, wherein: After performing torque control according to the first clutch control torque and the current clutch closed-loop control torque, the method further includes: Detecting whether the accelerator pedal of the current vehicle is switched from a non-triggered state to a triggered state; If the accelerator pedal is switched from the non-trigger state to the trigger state, obtaining the current gear position of the current vehicle and the current opening of the accelerator pedal; determining a second clutch control torque of the current vehicle according to the current gear position and the current opening, and performing torque control according to the larger of the second clutch control torque and the current clutch closed-loop control torque; The performing of torque control according to the larger of the second clutch control torque and the current clutch closed-loop control torque includes: Get the current transmission oil temperature and the current clutch control torque; determining a second torque slope according to the current transmission oil temperature; Based on the second torque slope, the current clutch control torque is adjusted to a larger one of the second clutch control torque and the current clutch closed-loop control torque.

8. The dual clutch automatic transmission slip control method according to claim 1, wherein: Also includes: Determining whether current clutch closed-loop control parameters of the clutch control system meet preset self-learning conditions; If the current clutch closed-loop control parameter satisfies the preset self-learning condition, a new clutch closed-loop control parameter is obtained according to the product of the current clutch closed-loop control parameter and a preset threshold.

9. A dual-clutch automatic transmission friction control device, wherein: include: The first judgment module is used to judge whether the current vehicle enters a non-driving state; a calculation module, configured to calculate the first clutch control torque when the current vehicle is in the non-driving state and obtain the current clutch closed-loop control torque if the current vehicle enters the non-driving state; and A control module is configured to perform torque control according to the first clutch control torque and the current clutch closed-loop control torque.

10. A vehicle, wherein: Including memory and processor; The processor runs a program corresponding to the executable program code by reading the executable program code stored in the memory, so as to implement the dual-clutch automatic transmission slip control method according to any one of claims 1 to 8.

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