CN115614467A - Shift control method for a dual clutch transmission - Google Patents
Shift control method for a dual clutch transmission Download PDFInfo
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- CN115614467A CN115614467A CN202110794813.2A CN202110794813A CN115614467A CN 115614467 A CN115614467 A CN 115614467A CN 202110794813 A CN202110794813 A CN 202110794813A CN 115614467 A CN115614467 A CN 115614467A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/0208—Selector apparatus with means for suppression of vibrations or reduction of noise
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Abstract
The invention provides a gear shifting control method for a dual clutch transmission, which comprises the following steps of: s1: detecting whether the automobile meets a 1-gear shifting enabling condition or not; if yes, go to step S2. S2: and detecting whether the 3-gear shifting fork is in place or not, and if not, entering a step S4. S3: executing 3-gear downshift, and detecting whether an unexecutable condition occurs; if not, detecting whether 3-gear downshift is completed; if yes, go to step S4. S4: executing odd clutch combination and detecting whether an inexecutable condition occurs; if not, detecting whether a 1-gear engaging condition is met; if yes, the process proceeds to step S5, otherwise, the process returns to step S4. S5: executing odd clutch opening, and detecting whether an inexecutable condition occurs; if not, judging whether the odd number clutch is opened or not; if not, returning to the step S5, if yes, executing the gear 1. Improve the noise, vibration, harshness of sound and vibration and ride comfort when the brake shifts 1.
Description
Technical Field
The invention relates to the field of automobiles, in particular to a gear shifting control method for a dual-clutch transmission.
Background
A Dual Clutch Transmission (DCT) is an automatic transmission, and has become more and more popular with home and abroad automobile host computer factories in recent years. Compared with other automatic transmissions, the DCT has the advantages of uninterrupted power in the gear shifting process, good gear shifting quality, high transmission efficiency and the like, so that the DCT is one of the popular automatic transmissions for the automobile at present. The hybrid power vehicle is not only widely applied to the traditional internal combustion engine vehicle, but also applied to hybrid power vehicles in various structural styles.
The problem of noise of engaging a 1-gear under a braking working condition and the problem of smoothness of stepping on an accelerator (under an urban congestion working condition) in the process of engaging the 1-gear are the problem of pain points of DCT (discrete cosine transformation).
1. Brake 1 gear noise problem
Under the braking condition, in the prior art, a gear 1 is directly engaged according to a gear shift diagram or a pre-engaged gear, and when the gear 1 is engaged, an odd-numbered shaft has two states (the shaft speed of an odd-numbered input shaft is N1, and the target shaft speed (the shaft speed of an output shaft is multiplied by a gear 1 ratio) of the gear 1 is N1):
(1) The 3-gear shifting fork is in place, the odd shaft speed keeps the 3-gear speed ratio, and N1 is necessarily smaller than N1 because the 3-gear speed ratio is smaller than the 1-gear speed ratio.
(2) The 3-gear shifting fork is not in place, the odd-number shaft shifting fork is in an empty state, the speed of the odd-number input shaft is not controllable at the moment, but is influenced by the dragging torque of the shaft system, the speed of the odd-number input shaft can slowly fall, the odd-number input shaft can fall to the position near 0 in serious conditions, and N1 is smaller than N1.
Suppose the rotating speed of the input shaft end of the 1-gear synchronizer is omega l The rotating speed of the output shaft end is omega o At the synchronous speed difference Δ ω = ω l -ω o After the speed difference of two ends of the synchronizer reaches synchronization, the gear sleeve passes through the synchronizing ring to enter a free sliding stage until the gear sleeve is meshed with the gear hub, and the gear engaging process is finished.
As shown in FIG. 1, since N1 is less than N1, during the synchronization of the engaged 1 gear (t 1-t2 phase), the acceleration w of the odd input shaft l ' is positive, after the synchronization of the gear 1 is finished (t 2-t3 stage), due to inertia, in the free-sliding stage, the rotating speed of the input shaft end of the synchronizer is omega l Will accelerate temporarily and output the rotation speed omega of the shaft end c Continuing to decelerate (during braking, output shaft acceleration w o Negative) resulting in a synchronous speed difference Δ ω = ω at the instant of gear engagement l -ω o The variation is large, bringing about gear rattle noise.
2. Ride comfort of stepping on the accelerator in the process of engaging the 1-gear
During the process of braking to put into 1 gear, if the driver suddenly looses the brake and the 1 gear synchronization stage is not completed, the synchronization is completedOutput shaft end acceleration w in free sliding stage o ' sudden change, tooth hitting noise occurs. If the driver looses the brake and steps on the gas, the condition that the driving gear is firstly reduced from 2 to 1 and then is increased from 1 to 2 will occur, the problem of frequent gear shifting in a short time exists, the driving smoothness is influenced, and the problem is more serious under the condition of congestion.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, and provides a gear shifting control method for a dual-clutch transmission, wherein a 1-gear engaging condition and a 3-gear reversing pre-control condition are added before the clutch odd shaft and a synchronizer input shaft are engaged, so that the rotating speeds of the clutch odd shaft and the synchronizer input shaft are both deceleration during 1-gear shifting, the rotating speed difference is reduced, the noise, vibration and sound vibration roughness of the 1-gear engaging under the braking condition is obviously improved, the 1-gear reversing operation is added in an implementation mode, and the problem of poor smoothness caused by frequent switching of the driving gear between the 1-gear and the 2-gear under the congestion condition is obviously improved.
The invention provides a gear shifting control method for a dual clutch transmission, which comprises the following steps:
s1: detecting whether the automobile meets a 1-gear shifting enabling condition or not;
if yes, entering step S2;
if not, continuously detecting whether the automobile meets a 1-gear shifting enabling condition;
s2: detecting whether a 3-gear shifting fork is in place;
if yes, entering step S3; if not, the process goes to step S4.
S3: executing 3-gear downshift, and detecting whether an unexecutable condition occurs;
if yes, returning to the initial state; if not, detecting whether 3-gear downshift is completed; if not, the process returns to step S3, and if so, the process proceeds to step S4.
S4: executing odd clutch combination and detecting whether an inexecutable condition occurs;
if yes, returning to the initial state; if not, detecting whether a 1-gear engaging condition is met; if so, the process proceeds to step S5, otherwise, the process returns to step S4.
S5: executing odd clutch opening, and detecting whether an inexecutable condition occurs;
if yes, returning to the initial state; if not, judging whether the odd-numbered clutch is opened or not; if not, the process returns to step S5, and if so, the process proceeds to step S6.
S6: executing gear 1;
wherein the non-executable conditions include the throttle being greater than a first throttle threshold or the target gear being greater than 3.
By adopting the scheme, the input shaft and the odd shafts of the synchronizer are in the deceleration process in the stage of rotating speed synchronization, and the deceleration process is consistent with the continuous deceleration trend of the rotating speed of the output shaft of the gearbox in the braking process, so that the synchronous speed difference at the moment of gear meshing is reduced, the noise, vibration and sound vibration roughness of the gear 1 under the braking working condition is obviously improved, and the noise, vibration and sound vibration roughness of the vehicle under some working conditions can be effectively improved.
According to another specific embodiment of the present invention, in the shift control method for a dual clutch transmission disclosed in the embodiment of the present invention, the step of determining whether the 1-gear shift enable is satisfied in step S1 includes:
s1-a, detecting whether the speed of the automobile is greater than a first speed threshold value or not and a 1-gear shifting fork is not in place;
if yes, entering the step S1-b;
if not, returning to the initial state;
s1-b: detecting whether the accelerator is smaller than a second accelerator threshold value or not, and the driving gear and the target gear are both 2 gears;
if yes, entering step S2;
if not, step S1-b is restarted.
Adopt above-mentioned scheme, ensure that 1 fender shift fork and car speed can begin to shift 1 and begin the operation of shifting again, and ensure that two separation and reunions shift to 1 fender from 2 grades, reduce the intervention to normal operating mode, can regard as the condition of accurate discernment this operating mode.
According to another specific embodiment of the invention, the embodiment of the invention discloses a gear shifting control method for a dual clutch transmission, wherein the first throttle speed threshold value is 1-10 kph, and the second throttle threshold value is 1% -5%.
According to another embodiment of the invention, the shift control method for the dual clutch transmission is disclosed in the embodiment of the invention, in step S4, the 1-gear-in condition is that the odd shaft rotating speed is greater than the output shaft rotating speed multiplied by the 1-gear speed ratio, and the vehicle speed of the vehicle is less than the second vehicle speed threshold value.
By adopting the scheme, the 1-gear engaging condition is that the rotating speed of the odd-numbered shaft is greater than the rotating speed of the output shaft multiplied by the 1-gear speed ratio, the rotating speed of the odd-numbered shaft is made to be greater than the rotating speed of the 1-gear target input shaft in advance, then the odd-numbered clutch is opened, and the main end and the auxiliary end of the synchronizer are in the deceleration process in the process of synchronizing the rotating speeds of the odd-numbered shaft and the intermediate shaft.
According to another specific embodiment of the invention, the second vehicle speed threshold is 1-10 kph.
According to another specific embodiment of the invention, the shift control method for the dual clutch transmission disclosed by the embodiment of the invention comprises the steps of detecting and judging whether an odd clutch is opened or not according to whether the pressure of the odd clutch is smaller than a pressure threshold or not in step S5, if so, opening the odd clutch, and if not, not opening the odd clutch; the pressure threshold is 50-100 Cbar.
By adopting the scheme, whether the clutch is opened or not can be accurately judged on the basis of the pressure threshold value of 50-100 Cbar
According to another specific embodiment of the present invention, the embodiment of the present invention discloses a shift control method for a dual clutch transmission, further comprising the following steps after the step S6:
s7: detecting whether a 1-gear shift-back condition is met, wherein the 1-gear shift-back condition is that a brake is released or an accelerator is stepped on;
if yes, entering step S8;
if not, detecting whether the gear 1 is engaged; if yes, returning to the initial state, otherwise returning to the step S6;
step S8: and executing 1-gear reverse gear.
By adopting the scheme, if a driver suddenly looses the brake or not only looses the brake but also steps on the accelerator at any time tz in the process of executing the 1-gear shifting, the 1-gear shifting is executed, so that the noise caused by sudden change of the acceleration of the output shaft end in the free sliding stage and the situation that the 1-gear synchronizing stage is not finished in the 1-gear shifting process in the braking and 1-gear shifting process is avoided, and the problem that the smoothness is poor due to frequent switching of the driving gear between the 1-gear and the 2-gear under the congestion working condition is obviously improved.
According to another specific embodiment of the present invention, in step S7, if the accelerator is greater than the first accelerator threshold, it is determined that the accelerator is stepped on, and if the brake is less than the brake threshold, it is determined that the brake is released, where the first accelerator threshold is 1% to 5%, and the brake threshold is 1% to 5%.
According to another specific embodiment of the present invention, the embodiment of the present invention discloses a gear shift control method for a dual clutch transmission, which further comprises the following steps after step S8:
detecting whether the 1-gear downshift is finished or not;
if yes, returning to the initial state;
if not, go back to step S8.
By adopting the scheme, whether the 1-gear downshift is completed or not is detected so as to ensure that the 1-gear downshift is completed smoothly.
The invention has the beneficial effects that:
the input shaft and the odd shafts of the synchronizer are in the deceleration process in the stage of rotating speed synchronization, and the deceleration process is consistent with the continuous deceleration trend of the rotating speed of the output shaft of the gearbox in the braking process, so that the synchronous speed difference at the moment of gear engagement is reduced, the noise, vibration and sound vibration roughness of the gear 1 under the braking working condition is obviously improved, and the noise, vibration and sound vibration roughness of the vehicle under some working conditions can be effectively improved. Meanwhile, in the process of executing 1-gear shifting, if a driver suddenly looses the brake or looses the brake and steps on the accelerator, 1-gear shifting is executed, so that the noise caused by sudden change of the acceleration of an output shaft end in the free sliding stage and the situation that the 1-gear synchronous stage is not finished in the 1-gear shifting process in the braking and 1-gear shifting process is avoided, and the problem of poor smoothness caused by frequent switching of the driving gear between the 1-gear and the 2-gear under the congestion working condition is obviously improved.
Drawings
FIG. 1 is a schematic illustration of a shift problem in the prior art;
FIG. 2 is a control flow diagram of a shift control method for a dual clutch transmission in one embodiment of the present invention;
FIG. 3 is an effect presentation of a shift control method for a dual clutch transmission in one embodiment of an embodiment of the present invention;
FIG. 4 is a control flow diagram of a shift control method for a dual clutch transmission in another embodiment of the present invention;
fig. 5 is a diagram showing an effect of a shift control method for a dual clutch transmission in another embodiment of the invention.
Detailed Description
The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to these embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are included to provide a thorough understanding of the invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been omitted from the description in order not to obscure or obscure the focus of the present invention. It should be noted that the embodiments and features of the embodiments of the present invention may be combined with each other without conflict.
It should be noted that in this specification, like reference numerals and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that are conventionally placed when the products of the present invention are used, and are only used for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements indicated must have specific orientations, be configured in specific orientations, and operate, and thus, should not be construed as limiting the present invention.
The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
In the description of the present embodiment, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed," "connected," and "connected" are to be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present embodiment can be understood in specific cases by those of ordinary skill in the art.
To make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Examples
A shift control method for a dual clutch transmission, as shown in fig. 2, includes the steps of:
s1: detecting whether the automobile meets a 1-gear shifting enabling condition or not;
if yes, entering step S2;
if not, continuously detecting whether the automobile meets a 1-gear shifting enabling condition;
s2: detecting whether a 3-gear shifting fork is in place or not;
if yes, entering step S3; if not, the process goes to step S4.
S3: executing 3-gear reverse gear, and detecting whether an unexecutable condition occurs;
if yes, returning to the initial state; if not, detecting whether 3-gear downshift is completed; if not, the process returns to step S3, and if so, the process proceeds to step S4.
S4: executing odd clutch combination and detecting whether an inexecutable condition occurs;
if yes, returning to the initial state; if not, detecting whether a 1-gear engaging condition is met; if so, the process proceeds to step S5, otherwise, the process returns to step S4.
S5: executing odd clutch opening, and detecting whether an inexecutable condition occurs;
if yes, returning to the initial state; if not, judging whether the odd number clutch is opened or not; if not, the process returns to step S5, and if so, the process proceeds to step S6.
S6: executing gear 1;
wherein the non-executable conditions include the throttle being greater than a first throttle threshold or the target gear being greater than 3.
It should be understood that the term "initial state" refers to a state of inspiration of the detection process, i.e., a starting state in which the shift control method for the dual clutch transmission provided in the present embodiment is to be engaged in 1 gear and activated, typically during coasting or stopping of the vehicle. The odd shaft is the input shaft of the clutch responsible for odd gears, the input shaft of the synchronizer is meshed with the odd input shaft to complete gear shifting, at the moment, N1 and N1 are synchronized, and the output shaft is the output shaft of the gearbox.
In addition, regarding the inexecutable condition, the fact that the accelerator is stepped on or the target gear is greater than 3 gears means that the driving intention is changed, and it is no longer appropriate to engage 1 gear, so that the driver can directly exit.
Specifically, the control method can realize 1-gear pre-engagement under the braking condition, namely as shown in fig. 2 and 3, the 3-gear shifting fork is not in place firstly in steps S1 to S3. Then, on the basis that the 3-gear shifting fork is not in place, the condition that the 1-gear is engaged is limited in the step S4, and the clutch needs to be opened before the gear shifting operation is performed, so that the condition that whether the 1-gear engagement condition is met is judged before the clutch is opened. The process corresponding to step S4 is represented in fig. 3 as the target gear is changed to 1 st gear at time t0, and the preparation of the 1 st gear engagement condition is completed in the period from t-1 to t 0. Opening the clutch at step S5 disengages the odd shaft from the output shaft, which is represented in fig. 3 by completing opening the clutch at t0 and setting the target gear to 1. In S6, gear 1 is engaged.
As shown in fig. 3, the abscissa of the graph is time, and the ordinate of the graph is a numerical value corresponding to each function curve, wherein the function curves in the graph are, from top to bottom, a target shaft speed N1 of 1-gear, an odd-numbered shaft speed N1, a shift fork position, an odd-numbered clutch pressure, and a target gear, respectively.
For example, if the 1-gear engagement condition is that the odd-numbered shaft rotation speed is greater than the 1-gear target input shaft rotation speed (calculated according to the output shaft rotation speed and the 1-gear rotation speed ratio) in the t-1 to t0 stage, the odd-numbered shaft rotation speed is made greater than the 1-gear target input shaft rotation speed in advance in the t-1 to t0 stage, and the rotation speed stabilization is completed in the t0 to t1 stage. That is to say, the speed difference of the master end and the slave end of the 1-gear synchronizer completes the synchronization of the rotating speed in the time period of t1 to t2, at the moment, the rotating speeds of the master end and the slave end of the synchronizer are all in the deceleration process in the time period of the rotating speed synchronization of t1 to t2, which is consistent with the continuous deceleration trend of the rotating speed of the output shaft in the braking process, so that the synchronous speed difference at the gear meshing moment is reduced, therefore, the reduction of the rotating speed of the odd-numbered shaft at t1 to t2 in the synchronization stage can effectively avoid the gear knocking noise caused by the overlarge synchronous speed difference at the gear meshing moment, and the noise, vibration and sound vibration roughness of the 1-gear engaging under the braking working condition are obviously improved.
According to another specific embodiment of the present invention, in a shift control method for a dual clutch transmission disclosed in the embodiment of the present invention, as shown in fig. 4, the step of determining whether the 1-gear shift enable is satisfied in step S1 includes:
s1-a, detecting whether the speed of the automobile is greater than a first speed threshold value or not and a 1-gear shifting fork is not in place;
if yes, entering step S1-b;
if not, returning to the initial state;
s1-b: detecting whether the accelerator is smaller than a second accelerator threshold value or not, and the driving gear and the target gear are both 2 gears;
if yes, entering step S2;
if not, step S1-b is restarted.
It should be understood that the first accelerator threshold is an accelerator state when an accelerator is stepped on, the second accelerator threshold is an accelerator state when the accelerator is released and braked, and a specific accelerator threshold can be set by a person skilled in the art according to the control sensitivity of the accelerator, the first accelerator threshold and the second accelerator threshold have different meanings and are not linked, and the person skilled in the art can set two different thresholds within a certain value range, or set the thresholds equal in value.
Adopt above-mentioned scheme, ensure that 1 fender shift fork and car speed can begin to shift 1 and begin the operation of shifting again, and ensure that two separation and reunions shift to 1 fender from 2 grades, reduce the intervention to normal operating mode, can regard as the condition of accurate discernment this operating mode.
According to another specific embodiment of the invention, the embodiment of the invention discloses a gear shifting control method for a dual clutch transmission, wherein the first throttle speed threshold value is 1-10 kph, and the second throttle threshold value is 1% -5%.
It should be understood that the value ranges of the first throttle threshold and the second throttle threshold may be the same or different, and when the value ranges of the first throttle threshold and the second throttle threshold are the same, a person skilled in the art may set the two different thresholds within the value range, and the two thresholds are not connected.
According to another embodiment of the invention, the shift control method for the dual clutch transmission is disclosed in the embodiment of the invention, in step S4, the 1-gear-in condition is that the odd shaft rotating speed is greater than the output shaft rotating speed multiplied by the 1-gear speed ratio, and the vehicle speed of the vehicle is less than the second vehicle speed threshold value.
Specifically, the odd-numbered shaft is an input shaft of the clutch responsible for the odd-numbered gears, the input shaft of the synchronizer is meshed with the odd-numbered input shaft to complete gear shifting, at the moment, N1 and N1 are synchronized, and the output shaft is an output shaft of the gearbox.
By adopting the scheme, the 1-gear engaging condition is that the rotating speed of the odd-numbered shaft is greater than the rotating speed of the output shaft multiplied by the 1-gear speed ratio, the rotating speed of the odd-numbered shaft is made to be greater than the rotating speed of the 1-gear target input shaft in advance, then the odd-numbered clutch is opened, and the main end and the auxiliary end of the synchronizer are in the deceleration process in the process of synchronizing the rotating speeds of the odd-numbered shaft and the intermediate shaft.
According to another specific embodiment of the invention, the second vehicle speed threshold is 1-10 kph.
It should be understood that, although the value ranges of the first vehicle speed threshold and the second vehicle speed threshold are the same, the two vehicle speed thresholds may be set as different thresholds, and the two vehicle speed thresholds are not related in size.
According to another specific embodiment of the invention, the shift control method for the dual clutch transmission disclosed by the embodiment of the invention comprises the steps of detecting and judging whether an odd clutch is opened or not according to whether the pressure of the odd clutch is smaller than a pressure threshold or not in step S5, if so, opening the odd clutch, and if not, not opening the odd clutch; the pressure threshold is 50-100 Cbar.
It should be understood that, under normal conditions, the torque transmitted by the corresponding clutch before the gear is engaged is required to be less than a certain value, and if the torque is greater than the certain value, the torque is increased during the gear engagement, and in severe cases, the synchronization may not be completed, and finally the gear engagement fails. Therefore, it is assumed that first gear is engaged only when it is detected whether the odd clutch pressure is less than the pressure threshold.
By adopting the scheme, whether the clutch is opened or not can be accurately judged by taking the pressure threshold value of 50-100 Cbar as the standard
According to another specific embodiment of the present invention, the embodiment of the present invention discloses a gear shifting control method for a dual clutch transmission, as shown in fig. 4, after the step S6, the following steps are further performed:
s7: detecting whether a 1-gear shift-back condition is met, wherein the 1-gear shift-back condition is that a brake is released or an accelerator is stepped on;
if yes, entering step S8;
if not, detecting whether the gear 1 is engaged; if yes, returning to the initial state, otherwise, returning to the step S6;
step S8: and executing 1-gear reverse gear.
Specifically, as shown in fig. 5, shift 1 is started at t0, and if the driver suddenly releases the brake or releases the brake and steps on the accelerator at any time tz during the process, shift 1 and shift backing are executed to avoid that the acceleration of the output shaft end suddenly changes during the free sliding stage after the synchronization is finished and the synchronous speed difference is generated again at the moment of gear engagement so as to generate noise and influence the driving smoothness during the 1-gear synchronizing stage during the process of braking and 1-gear shifting.
According to another specific embodiment of the invention, in step S7, if the accelerator is greater than the first accelerator threshold value, it is determined that the accelerator is stepped on, and if the brake is less than the brake threshold value, it is determined that the brake is released, where the first accelerator threshold value is 1% to 5% and the brake threshold value is 1% to 5%.
According to another specific embodiment of the present invention, the shift control method for a dual clutch transmission according to the embodiment of the present invention, as shown in fig. 4, further includes the following steps after step S8:
detecting whether the 1-gear downshift is finished or not;
if yes, returning to the initial state;
if not, go back to step S8.
By adopting the scheme, whether the 1-gear downshift is completed or not is detected so as to ensure that the 1-gear downshift is completed smoothly.
While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a more particular description of the invention than is possible with reference to the specific embodiments, and the specific embodiments of the invention are not to be considered as limited to those descriptions. Various changes in form and detail, including simple deductions or substitutions, may be made by those skilled in the art without departing from the spirit and scope of the invention.
Claims (9)
1. A shift control method for a dual clutch transmission, comprising the steps of:
s1: detecting whether the automobile meets a 1-gear shifting enabling condition or not;
if yes, entering step S2;
if not, continuously detecting whether the automobile meets a 1-gear shifting enabling condition;
s2: detecting whether a 3-gear shifting fork is in place or not;
if yes, entering step S3;
if not, the step S4 is carried out;
s3: executing 3-gear reverse gear, and detecting whether an unexecutable condition occurs;
if yes, returning to the initial state;
if not, detecting whether 3-gear downshift is completed; if not, returning to the step S3, and if so, entering the step S4;
s4: executing odd clutch combination and detecting whether an inexecutable condition occurs;
if yes, returning to the initial state;
if not, detecting whether a 1-gear engaging condition is met; if yes, the step S5 is carried out, and if not, the step S4 is carried out again;
s5: executing odd clutch opening, and detecting whether an inexecutable condition occurs;
if yes, returning to the initial state;
if not, judging whether the odd-numbered clutch is opened or not; if not, returning to the step S5, if yes, entering the step S6;
s6: executing gear 1;
wherein the non-executable conditions include that the throttle is greater than a first throttle threshold or that the target gear is greater than 3.
2. The shift control method for a dual clutch transmission according to claim 1, characterized in that the determination step of whether the 1-gear shift enable is satisfied in step S1 includes:
s1-a, detecting whether the speed of the automobile is greater than a first speed threshold value or not and a 1-gear shifting fork is not in place;
if yes, entering step S1-b;
if not, returning to the initial state;
s1-b: detecting whether the accelerator is smaller than a second accelerator threshold value or not, and the driving gear and the target gear are both 2 gears;
if yes, entering the step S2;
if not, step S1-b is restarted.
3. The shift control method for the dual clutch transmission as claimed in claim 2, characterized in that the first throttle threshold value is 1-10 kph and the second throttle threshold value is 1-5%.
4. The shift control method for the dual clutch transmission according to claim 1, characterized in that in step S4, the 1-gear-in condition is that the odd shaft rotation speed is greater than the output shaft rotation speed multiplied by the 1-gear speed ratio, and the vehicle speed of the vehicle is less than the second vehicle speed threshold.
5. The shift control method for the dual clutch transmission as claimed in claim 4, characterized in that the second vehicle speed threshold is 1-10 kph.
6. The shift control method for a dual clutch transmission according to claim 1, characterized in that in step S5, it is detected and determined whether an odd clutch is open according to whether an odd clutch pressure is less than a pressure threshold, if so, the odd clutch is open, and if not, the odd clutch is not open;
the pressure threshold is 50-100 Cbar.
7. The shift control method for the dual clutch transmission according to claim 1, characterized by further comprising, after the step S6:
s7: detecting whether a 1-gear downshift condition is met, wherein the 1-gear downshift condition is that a brake is released or an accelerator is stepped on;
if yes, entering step S8;
if not, detecting whether the gear 1 is engaged; if yes, returning to the initial state, otherwise returning to the step S6;
step S8: and executing 1-gear reverse gear.
8. The shift control method for a dual clutch transmission according to claim 7, characterized in that in step S7, if the accelerator is greater than the first accelerator threshold value, it is determined that the accelerator is stepped on, and if the brake is less than the brake threshold value, it is determined that the brake is released, the first accelerator threshold value is 1% to 5%, and the brake threshold value is 1% to 5%.
9. The shift control method for the dual clutch transmission according to claim 8, characterized by further comprising, after the step S8, the steps of:
detecting whether the 1-gear downshift is finished or not;
if yes, returning to the initial state;
if not, go back to step S8.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110794813.2A CN115614467A (en) | 2021-07-14 | 2021-07-14 | Shift control method for a dual clutch transmission |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110794813.2A CN115614467A (en) | 2021-07-14 | 2021-07-14 | Shift control method for a dual clutch transmission |
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| CN115614467A true CN115614467A (en) | 2023-01-17 |
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| CN202110794813.2A Pending CN115614467A (en) | 2021-07-14 | 2021-07-14 | Shift control method for a dual clutch transmission |
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| CN (1) | CN115614467A (en) |
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