CN114962622B - Gear shifting control method and device for double-clutch transmission - Google Patents

Abstract

The application discloses a gear shift control method and device of a dual clutch transmission, wherein the gear shift control method comprises the following steps: predicting a gear shifting type according to the change trend of the accelerator opening; if the predicted gear shifting type is an acceleration downshift, controlling the dual clutch transmission to be pre-engaged from a current gear to a preset gear, wherein the preset gear is lower than the current gear; and if the received downshift instruction indicates to downshift to the preset gear, controlling the dual clutch transmission to directly perform clutch oil filling operation in response to the downshift instruction. According to the method and the device, when the predicted gear shifting type is the acceleration gear shifting, the dual clutch transmission is controlled to be pre-shifted to the preset gear from the current gear, and if the operation of the gear shifting to the preset gear is actually triggered, the time of shifting fork gear shifting is saved in the gear shifting process, so that the overall response time of gear shifting is shortened.

Description

Gear shifting control method and device for double-clutch transmission

Technical Field

The present disclosure relates to the field of vehicle technologies, and in particular, to a shift control method and apparatus for a dual clutch transmission.

Background

With the development of social economy and the continuous improvement of the life quality of people, automobiles are becoming more popular as a part of the daily life of people, the requirements of users on the automobiles are also becoming higher, the dynamic property is an important factor influencing the drivability, and particularly when a driver presses an accelerator pedal under various driving conditions to quickly improve the driving speed, the speed of the acceleration response of the automobile is greatly influenced.

The power transmission path is shown in fig. 1, wherein factors influencing the acceleration response of the whole vehicle mainly comprise the throttle response characteristic, the booster response characteristic, the gear shifting response of a gearbox and the like of the engine.

The influence of the gear shifting response of the gearbox on the acceleration response of the whole vehicle is mainly reflected in the acceleration and downshift process, and the influence of the gear shifting response of the gearbox on the acceleration response of the whole vehicle is smaller in other gear shifting types (including acceleration and upshift, coast and downshift). For a vehicle type with a Dual Clutch Transmission (DCT), the shift fork shift-in action is performed after the upshift and downshift are triggered, otherwise, the subsequent shift action cannot be performed, which prolongs the overall response time of the shift.

In addition, in the acceleration and downshift process, the control of shifting fork gear engagement and clutch oil charge is not distinguished from other gear shifting types, so that the rotating speed synchronization time is longer, and the overall response time of gear shifting is prolonged.

Disclosure of Invention

The application provides a gear shifting control method and device of a double-clutch transmission, which are used for controlling the double-clutch transmission to be pre-shifted to a preset gear from a current gear when a predicted gear shifting type is an acceleration gear shifting, and if the operation of the gear shifting to the preset gear is actually triggered, the gear shifting time of a shifting fork is saved in the gear shifting process, so that the overall response time of gear shifting is shortened.

The application provides a gear shifting control method of a dual clutch transmission, which comprises the following steps:

predicting a gear shifting type according to the change trend of the accelerator opening;

if the predicted gear shifting type is an acceleration downshift, controlling the dual clutch transmission to be pre-engaged from a current gear to a preset gear, wherein the preset gear is lower than the current gear;

and if the received downshift instruction indicates to downshift to the preset gear, controlling the dual clutch transmission to directly perform clutch oil filling operation in response to the downshift instruction.

Preferably, the dual clutch transmission is controlled to be pre-engaged from a current gear to a preset gear, and specifically comprises:

inquiring a pre-trailer speed correction value of a preset gear corresponding to the current gear, wherein the pre-trailer speed correction value is a correction value of a gear shifting point when the current gear is pre-shifted to the preset gear;

correcting a gear shifting point of a preset gear corresponding to the current gear according to the pre-trailer speed correction value to obtain a corrected gear shifting point;

collecting the current speed of the vehicle;

and when the current vehicle speed reaches the corrected gear shifting point, controlling the dual clutch transmission to be pre-engaged to a preset gear.

Preferably, the dual clutch transmission is controlled to be pre-engaged to a preset gear, and further comprising:

inquiring a pre-trailer speed relieving correction value of a preset gear corresponding to the current gear, wherein the pre-trailer speed relieving correction value is the maximum value of the correction value of a gear shifting point when the current gear is pre-hung to the preset gear;

obtaining the maximum value of a gear shifting point of a preset gear corresponding to the current gear according to the released pre-trailer speed correction value;

and if the current vehicle speed is between the corrected gear shifting point and the maximum value of the gear shifting point, controlling the dual clutch transmission to be pre-engaged to a preset gear.

Preferably, the dual clutch transmission is controlled to directly perform clutch oil filling operation, and specifically comprises:

automatically switching the oil filling mode from a normal oil filling mode to a motion oil filling mode;

and controlling the dual clutch transmission to charge the clutch in the motion oil charging mode.

Preferably, when the current gear is pre-engaged to a preset gear, the movement of the shifting fork is controlled according to the opening degree of the accelerator and the position of the shifting fork.

The application also provides a gear shifting control device of the double-clutch transmission, which comprises a prediction module, a pre-gear-shifting module, an instruction judging module and an oil filling module;

the prediction module is used for predicting the gear shifting type according to the change trend of the accelerator opening;

the pre-shift module is used for controlling the dual clutch transmission to be pre-shifted from the current gear to a preset gear if the predicted gear shifting type is an acceleration gear shifting, wherein the preset gear is lower than the current gear;

the instruction judging module is used for judging whether the received downshift instruction indicates to downshift to a preset gear or not;

the oil filling module is used for responding to the downshift instruction to control the dual clutch transmission to directly perform clutch oil filling operation if the downshift instruction indicates downshift to a preset gear.

Preferably, the pre-shift module comprises a query module, a correction module, an acquisition module and a first control module;

the inquiry module is used for inquiring a pre-trailer speed correction value of a preset gear corresponding to the current gear, wherein the pre-trailer speed correction value is a correction value of a gear shifting point when the current gear is pre-hung to the preset gear;

the correction module is used for correcting the gear shifting point of the preset gear corresponding to the current gear according to the pre-trailer speed correction value to obtain a corrected gear shifting point;

the acquisition module is used for acquiring the current speed;

the first control module is used for controlling the dual clutch transmission to be pre-engaged to a preset gear when the current vehicle speed reaches the corrected gear shifting point.

Preferably, the query module is further configured to query a release pre-trailer speed correction value of a preset gear corresponding to the current gear, where the release pre-trailer speed correction value is a maximum value of correction values of shift points when the current gear is pre-engaged to the preset gear;

the correction module is also used for obtaining the maximum value of the gear shifting point of the preset gear corresponding to the current gear according to the released pre-trailer speed correction value;

the first control module is used for controlling the dual clutch transmission to be pre-engaged to a preset gear if the current vehicle speed is between the corrected gear shifting point and the maximum value of the gear shifting point.

Preferably, the oil filling module comprises a switching module and a second control module;

the switching module is used for automatically switching the oil filling mode from the normal oil filling mode to the motion oil filling mode;

the second control module is used for controlling the dual clutch transmission to charge oil of the clutch in a motion oil charging mode.

Preferably, in the pre-shift process, the shift fork control parameter is determined by the shift fork position and the accelerator opening.

Other features of the present application and its advantages will become apparent from the following detailed description of exemplary embodiments of the present application, which proceeds with reference to the accompanying drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description, serve to explain the principles of the application.

FIG. 1 is a prior art power transmission path for a shift event;

FIG. 2 is a schematic illustration of a typical upshift and downshift process for a DCT vehicle type;

FIG. 3 is a flow chart of a shift control method for a dual clutch transmission provided herein;

FIG. 4 is a flow chart of a preferred embodiment of the present application for controlling a pre-shift of a dual clutch transmission from a current gear to a preset gear;

fig. 5 is a structural diagram of a shift control device of a dual clutch transmission provided by the present application.

Detailed Description

Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present application unless it is specifically stated otherwise.

The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the application, its application, or uses.

Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the techniques, methods, and apparatus should be considered part of the specification.

In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of exemplary embodiments may have different values.

The application provides a gear shifting control method and device of a double-clutch transmission, which are used for controlling the double-clutch transmission to be pre-shifted to a preset gear from a current gear when a predicted gear shifting type is an acceleration gear shifting, and if the operation of the gear shifting to the preset gear is actually triggered, the gear shifting time of a shifting fork is saved in the gear shifting process, so that the overall response time of gear shifting is shortened. On the other hand, under the condition of conforming to the corresponding oil temperature of the gearbox, in the pre-shift process, the control parameters of shift fork shift are determined by the position of the shift fork and the opening degree of the accelerator, and the shift fork is controlled to shift into a preset gear at the fastest speed. In addition, in the clutch oil filling stage, the oil filling mode is automatically switched from the normal oil filling mode to the motion oil filling mode, and the oil filling time is compressed to the maximum extent in the motion oil filling mode, so that the rotating speed synchronization time is shortened, and the overall response speed of gear shifting is improved.

As shown in fig. 2, a typical upshift and downshift process of the DCT type mainly includes two stages of rotational speed synchronization and torque alternation. The rotation speed synchronization stage is required to complete shifting fork gear engagement and clutch oil filling, and simultaneously, the actions of engine rotation speed synchronization and the like are performed, and the influence of the rotation speed synchronization stage on acceleration response is large. The torque alternation stage, in which the power has already started to be transmitted, has a smaller influence on the acceleration response element, so that the application focuses on the improvement optimization of the rotation speed synchronization stage.

Example 1

As shown in fig. 3, the shift control method of the dual clutch transmission includes:

s310: and predicting the gear shifting type according to the change trend of the accelerator opening.

The type of gear shifting predicted according to the change trend of the accelerator opening belongs to the prior art, and will not be described in detail here.

S320: and if the predicted gear shifting type is acceleration and downshift, acquiring the oil temperature of the gearbox and the current vehicle speed.

S330: and judging whether the oil temperature of the gearbox is larger than an oil temperature threshold value or not and whether the current vehicle speed is larger than a vehicle speed threshold value or not. If the gearbox oil temperature is greater than the oil temperature threshold and the current vehicle speed is greater than the vehicle speed threshold, executing S350; otherwise, S340 is performed.

The oil temperature threshold value is the oil temperature of the gearbox when the engine warmup is successful.

When the vehicle speed is low in the running process of the vehicle, the intention of a driver is judged mainly according to the position (such as P, R, N, D) of a gear shifting lever, so that gear selection is realized; when the vehicle speed is higher, the intention of a driver is judged mainly according to a gear shifting point determined by the opening degree of an accelerator and the vehicle speed, so that gear selection is realized.

Thus, strategic adjustment during upshifts and downshifts can only be achieved when the vehicle speed is high (i.e., the vehicle speed is greater than the vehicle speed threshold).

S340: the dual clutch transmission is controlled to shift gears according to the prior art.

S350: the dual clutch transmission is controlled to be pre-engaged from a current gear to a preset gear, wherein the preset gear is lower than the current gear. In the prior art, in the normal driving process, if the vehicle speed is higher, if acceleration action exists, the gear shifting action is started after the vehicle speed reaches a gear shifting point corresponding to the current gear (determined by the opening degree of an accelerator and the vehicle speed), and the gear shifting action comprises shifting fork gear shifting, clutch oil filling, synchronous engine rotating speed and torque alternation, and the whole gear shifting process is performed after the gear shifting operation is triggered.

In order to shorten the shift time, in the present application, the shift stage is reduced to the preset shift stage in advance before the shift-down operation is triggered, under conditions that the driver intends to accelerate the shift-down, and that the transmission oil temperature and the vehicle speed are met.

Specifically, controlling the dual clutch transmission to pre-shift from the current gear to the preset gear includes the steps of:

s3501: inquiring a pre-trailer speed correction value of the preset gear corresponding to the current gear, wherein the pre-trailer speed correction value is a correction value of a gear shifting point when the current gear is pre-shifted to the preset gear.

The shift point in other shift types and the shift point in the case of a shift down to a gear other than the preset gear, an upshift, or the like in the upshift type are unchanged.

S3502: and correcting the gear shifting point of the preset gear corresponding to the current gear according to the pre-trailer speed correction value to obtain a corrected gear shifting point. The corrected shift point is greater than or equal to the shift point before correction, so that compared with the prior art, the method and the device can be used for engaging a lower preset gear at a higher vehicle speed.

S3503: the current vehicle speed is collected.

S3504: and when the current vehicle speed reaches the corrected gear shifting point, controlling the dual clutch transmission to be pre-engaged to the preset gear.

On the basis of the above, it is preferable that, as shown in fig. 4, in step S3501, the released pre-trailer speed correction value of the preset gear corresponding to the current gear is also searched for, the released pre-trailer speed correction value being the maximum value of the correction value of the shift point when the preset gear is pre-engaged from the current gear. In step S3502, the maximum value of the shift point of the preset gear corresponding to the current gear is obtained according to the released pre-trailer speed correction value. If the vehicle speed exceeds the maximum value of the shift point, the driving intention of the driver is not an acceleration downshift.

On the basis of the above, in step S3504, the double clutch transmission is controlled to be pre-engaged to the preset gear only when the current vehicle speed is between the corrected shift point and the maximum value of the shift point.

As an embodiment, the preset gear is one gear lower than the current gear. Steps S3501 and S3502 are described below by way of example of this embodiment.

As an example, tables 1 and 2 are a typical downshift map and a pre-shift vehicle speed correction table of a DCT vehicle type of the related art, respectively.

TABLE 1 downshift map typical of DCT vehicle model

APS	0	6	13	19	25	31	38	44	50	56	63	69	75	81	88	94	100	105
																			2→1	4	5	5	5	5	5	5	7	7	11	12	15	20	22	22	25	25	25
3→2	27	27	27	27	27	27	28	31	34	36	39	41	46	50	54	61	63	64
																			4→3	40	40	40	40	40	42	44	47	51	55	59	65	70	76	85	95	100	104
5→4	53	53	53	54	57	59	63	67	71	78	83	90	97	106	114	124	129	131
																			6→5	68	70	70	70	70	75	85	95	103	112	123	128	136	143	149	155	161	163

Wherein, the first row represents the accelerator opening, and the first row represents the gear change.

Table 2 pre-engaged speed fix-up table

Preset gear	Vehicle speed correction value (km/h)	Preset gear	Vehicle speed correction value (km/h)
				1-gear pre-trailer speed correction	0	1 st gear release pre-trailer speed correction	1
2-gear pre-trailer speed correction	10	2-gear release pre-trailer speed correction	12
				3-6 shift pre-trailer speed correction	16	3-6 shift release pre-trailer speed correction	18

As an example, the sum of the original shift point and the pre-trailer speed correction value is taken as the corrected shift point, and the sum of the original shift point and the release pre-trailer speed correction value is taken as the maximum value of the shift point.

Taking the accelerator opening as 16 and 3 shift down as 2 as an example, as can be seen from tables 1 and 2, the original shift point is 27km/h, the 2-shift pre-trailer speed correction value is 10km/h, and the corrected shift point is 27+10=37 km/h. The 2 nd gear release pre-trailer speed correction value is 12km/h, and the maximum value of the gear shift point is 27+12=39 km/h. And if the speed of the vehicle is in the range of 37-39km/h, controlling the double-clutch transmission to pre-shift from 3 to 2 so as to realize the shifting fork to shift in advance.

It will be appreciated that the preset gear is not limited to a first gear down, may be a second or third gear down, or other number of gears, but the downshift principle is the same as described above.

In the prior art, when a shift fork is in gear, shift fork control parameters (such as a gear-in pressure change rate, a gear-in flow rate and the like) are determined by the oil temperature of a gearbox and the position of the shift fork.

In order to ensure that shift fork gear engagement is completed in the shortest time, in the acceleration and gear-down process, shift fork control parameters (such as gear-engaged pressure change rate, gear-engaged flow rate and the like) are mainly determined according to the accelerator opening and shift fork position.

S360: after the upshift operation is triggered, it is determined whether the received downshift instruction indicates a downshift to the preset gear. If yes, executing S380; otherwise, S370 is performed.

S370: if the actual intention of the driver is not to decrease from the current gear to the preset gear, a gear shift from the preset gear to the target gear indicated in the downshift instruction is performed according to the prior art. The dual clutch transmission is then controlled in accordance with the prior art to complete subsequent shift operations.

For example, if the target gear in the downshift instruction is 1 gear, the double clutch transmission is controlled to be shifted down from 2 gear to 1 gear in step S350, but the target gear in the downshift instruction is shifted down from 3 gear to 2 gear in step S370.

It will be appreciated that the downshift instruction may also be received before the shift fork upshift is completed, at which time a shift from the current gear to the target gear indicated in the downshift instruction may be made in accordance with the prior art. The dual clutch transmission is then controlled in accordance with the prior art to complete subsequent shift operations.

S380: if the downshift instruction indicates to downshift to the preset gear, a shift fork shift operation is not required in the subsequent gear shifting process, and therefore, the dual clutch transmission is controlled to directly perform a clutch oil filling operation in response to the downshift instruction.

The prior art aims at driving comfort, so that the oil filling processes of all gear shifting type clutches are the same, and the oil filling time is relatively long.

In the application, in order to shorten the clutch oil filling time in the process of upshifting and downshifting, when the type of gear shifting is triggered, the oil filling mode is automatically switched from the normal oil filling mode to the motion oil filling mode, and in the motion mode, the oil filling time can be compressed to the greatest extent.

The double-clutch transmission is required to synchronize the engine speed from a low speed corresponding to a high gear to a high speed corresponding to a low gear while the shifting fork is engaged and the clutch is filled with oil, so that the engine torque is increased on one hand, the clutch torque can be properly reduced on the other hand, and the engine speed is assisted to be quickly synchronized.

In the application, in the rotational speed synchronization process, the control strategy of the engine torque and the clutch torque is kept unchanged, but in order to adapt to the shifting fork gear engaging and clutch oil charging strategies, the control parameters of the engine torque and the clutch torque need to be adaptively adjusted.

Example two

Based on the gear shifting control method, the application also provides a gear shifting control device of the double-clutch transmission. As shown in fig. 5, the shift control device of the dual clutch transmission includes a prediction module 510, a pre-shift module 520, a command determination module 530, and an oil charge module 540.

The prediction module 510 is configured to predict a shift type according to a variation trend of an accelerator opening.

The pre-shift module 520 is configured to control the dual clutch transmission to pre-shift from a current gear to a preset gear if the predicted shift type is an upshift, wherein the preset gear is lower than the current gear.

The instruction determining module 530 is configured to determine whether the received downshift instruction indicates to downshift to a preset gear.

The oil charge module 540 is configured to control the dual clutch transmission to directly perform a clutch oil charge operation in response to a downshift command if the downshift command indicates a downshift to a preset gear.

The pre-shift module 520 includes a query module 5201, a correction module 5202, an acquisition module 5203, and a first control module 5204.

The query module 5201 is configured to query a pre-trailer speed correction value of a preset gear corresponding to a current gear, where the pre-trailer speed correction value is a correction value of a shift point when the current gear is pre-engaged to the preset gear.

The correction module 5202 is configured to correct a shift point of a preset gear corresponding to the current gear according to the pre-trailer speed correction value, and obtain a corrected shift point.

The acquisition module 5203 is used for acquiring the current vehicle speed.

The first control module 5204 is used for controlling the dual clutch transmission to be pre-engaged to a preset gear when the current vehicle speed reaches the corrected gear shift point.

Preferably, the query module 5201 is further configured to query a release pre-trailer speed correction value of a preset gear corresponding to the current gear, where the release pre-trailer speed correction value is a maximum value of correction values of shift points when the preset gear is pre-engaged from the current gear. The correction module 5202 is further configured to obtain a maximum value of a shift point of a preset gear corresponding to the current gear according to the released pre-trailer speed correction value. On the basis, the first control module 5204 is used for controlling the dual clutch transmission to be pre-engaged to a preset gear if the current vehicle speed is between the corrected gear shift point and the maximum value of the gear shift point.

Preferably, the oil filling module 540 includes a switching module 5401 and a second control module 5402.

The switching module 5401 is used to automatically switch the oil-filled mode from the normal oil-filled mode to the moving oil-filled mode.

The second control module 5402 is configured to control the dual clutch transmission to fill the clutch in a sporty fill mode.

When the acceleration and downshift type is predicted, the shifting fork is pre-hung to a lower preset gear before the acceleration and downshift operation is triggered, so that the integral downshift time is shortened; the shifting fork gear-engaging control parameters of the upshift and downshift types are independently controlled according to the opening degree of the accelerator and the position of the shifting fork, so that the shifting fork gear-engaging time is shortened relative to other gear-engaging types; in the acceleration and downshift process, the clutch oil charge adopts a motion oil charge mode, so that the clutch oil charge time is shortened, and based on the conditions, in the engine synchronization process, the acceleration responsiveness corresponding to the acceleration and downshift type is improved by adaptively adjusting the control parameters of the engine torque and the clutch torque.

Although specific embodiments of the present application have been described in detail by way of example, it will be appreciated by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present application. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the present application. The scope of the application is defined by the appended claims.

Claims (6)

1. A shift control method of a dual clutch transmission, comprising:

predicting a gear shifting type according to the change trend of the accelerator opening;

if the predicted gear shifting type is an acceleration gear shifting, controlling the dual clutch transmission to be pre-shifted from a current gear to a preset gear, wherein the preset gear is lower than the current gear;

if the received downshift instruction indicates to downshift to the preset gear, responding to the downshift instruction and controlling the dual clutch transmission to directly perform clutch oil filling operation;

the method for controlling the dual clutch transmission to be pre-engaged to a preset gear from the current gear specifically comprises the following steps:

inquiring a pre-trailer speed correction value of the preset gear corresponding to the current gear, wherein the pre-trailer speed correction value is a correction value of a gear shifting point when the current gear is pre-shifted to the preset gear;

correcting a gear shifting point of the preset gear corresponding to the current gear according to the pre-trailer speed correction value to obtain a corrected gear shifting point;

collecting the current speed of the vehicle;

when the current vehicle speed reaches the corrected gear shifting point, controlling the dual clutch transmission to be pre-engaged to the preset gear;

controlling the dual clutch transmission to be pre-engaged to a preset gear, and further comprising:

inquiring a release pre-trailer speed correction value of the preset gear corresponding to the current gear, wherein the release pre-trailer speed correction value is the maximum value of the correction value of a gear shifting point when the current gear is pre-shifted to the preset gear;

obtaining the maximum value of the gear shifting point of the preset gear corresponding to the current gear according to the released pre-trailer speed correction value;

and if the current vehicle speed is between the corrected gear shifting point and the maximum value of the gear shifting point, controlling the dual clutch transmission to be pre-engaged to the preset gear.

2. The shift control method of a dual clutch transmission according to claim 1, characterized by controlling the dual clutch transmission to directly perform a clutch oil filling operation, specifically comprising:

automatically switching the oil filling mode from a normal oil filling mode to a motion oil filling mode;

and controlling the dual clutch transmission to charge the clutch in a motion oil charging mode.

3. The shift control method of a dual clutch transmission according to claim 1, wherein movement of a fork is controlled according to an accelerator opening and a fork position when a current gear is pre-engaged to the preset gear.

4. The gear shifting control device of the double-clutch transmission is characterized by comprising a prediction module, a pre-gear shifting module, an instruction judging module and an oil filling module;

the prediction module is used for predicting a gear shifting type according to the change trend of the accelerator opening;

the pre-shift module is used for controlling the dual clutch transmission to be pre-shifted from a current gear to a preset gear if the predicted gear shifting type is an acceleration and downshift, wherein the preset gear is lower than the current gear;

the instruction judging module is used for judging whether the received downshift instruction indicates to be downshifted to the preset gear or not;

the oil charging module is used for responding to the downshift instruction to control the dual clutch transmission to directly perform clutch oil charging operation if the downshift instruction indicates downshift to the preset gear;

the pre-shift module comprises a query module, a correction module, an acquisition module and a first control module;

the inquiry module is used for inquiring a pre-trailer speed correction value of the preset gear corresponding to the current gear, wherein the pre-trailer speed correction value is a correction value of a gear shifting point when the current gear is pre-hung to the preset gear;

the correction module is used for correcting the gear shifting point of the preset gear corresponding to the current gear according to the pre-trailer speed correction value to obtain a corrected gear shifting point;

the acquisition module is used for acquiring the current speed;

the first control module is used for controlling the dual clutch transmission to be pre-engaged to the preset gear when the current vehicle speed reaches the corrected gear shifting point;

the inquiry module is further used for inquiring a release pre-trailer speed correction value of the preset gear corresponding to the current gear, wherein the release pre-trailer speed correction value is the maximum value of correction values of shift points when the current gear is pre-hung to the preset gear;

the correction module is also used for obtaining the maximum value of the gear shifting point of the preset gear corresponding to the current gear according to the released pre-trailer speed correction value;

and the first control module is used for controlling the dual clutch transmission to be pre-engaged to the preset gear if the current vehicle speed is between the corrected gear shifting point and the maximum value of the gear shifting point.

5. The shift control device of a dual clutch transmission of claim 4, wherein the oil fill module comprises a switch module and a second control module;

the switching module is used for automatically switching the oil filling mode from the normal oil filling mode to the motion oil filling mode;

the second control module is used for controlling the dual clutch transmission to charge oil of the clutch in a motion oil charging mode.

6. The shift control device of a dual clutch transmission according to claim 5, wherein the shift fork control parameter is determined by a shift fork position and an accelerator opening degree during a pre-shift.

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