Method, device and computer equipment for determining clutch half-engagement point pressure

Abstract

The present application relates to the field of data analysis technology, and in particular to a method, device, and computer equipment for determining the clutch half-engagement point pressure. The method comprises: predicting the target pressure corresponding to the clutch based on the gearbox oil temperature of the target vehicle; predicting the target voltage corresponding to the clutch motor in the clutch based on the target pressure and the numerical control coefficient of the target vehicle; wherein the numerical control coefficient includes a numerical control proportional coefficient, a numerical control integral coefficient, and a numerical control differential coefficient; and performing error correction on the initial value of the clutch half-engagement point based on the target voltage to obtain the clutch half-engagement point pressure. When the present application uses the target voltage determined based on the numerical control coefficient to perform error correction on the initial value of the clutch half-engagement point, the target pressure obtained by the error correction can be matched with the actual vehicle condition of the target vehicle, thereby ensuring that the driving power of the target vehicle is not affected and improving the driving stability of the target vehicle.

Description

Technical Field

[0001] The present application relates to the field of data analysis technology, and in particular to a method, device and computer equipment for determining the pressure of a clutch half-engagement point. Background Art

[0002] As the proportion of new energy vehicles in the automobile market increases year by year, more and more new energy vehicles are produced and put into use. Among them, plug-in hybrid vehicles are particularly popular among consumers.

[0003] In the hybrid system of plug-in hybrid vehicles, the clutch is responsible for transmitting engine torque, and the clutch half-engagement point is a control parameter in the series-to-parallel stage of the hybrid system, which directly affects the driving dynamics and stability of the vehicle.

[0004] However, the clutch in the hybrid system will pre-set the initial pressure corresponding to the clutch half-engagement point after the product rolls off the production line. However, due to certain equipment differences in the manufacturing and assembly of different clutches, the uniformly set initial value of the clutch half-engagement point cannot be adapted to each clutch, making the half-engagement point of some clutches unable to adapt to the hybrid system, affecting the vehicle's driving power and driving stability. Summary of the Invention

[0005] Based on this, it is necessary to provide a method, device and computer equipment for determining the clutch half-engagement point pressure that can adapt the clutch half-engagement point to the hybrid system in order to address the above technical problems.

[0006] In a first aspect, the present application provides a method for determining clutch half-engagement point pressure. The method comprises:

[0007] Predict the target clutch pressure based on the target vehicle's transmission oil temperature;

[0008] Predicting the target voltage corresponding to the clutch motor in the clutch based on the target pressure and the numerical control coefficients of the target vehicle; wherein the numerical control coefficients include numerical control proportional coefficients, numerical control integral coefficients, and numerical control differential coefficients;

[0009] According to the target voltage, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0010] In one embodiment, predicting a target voltage corresponding to a clutch motor in a clutch based on a target pressure and a numerical control coefficient of a target vehicle includes:

[0011] Predicting the target current corresponding to the clutch motor in the clutch based on the target pressure, the actual pressure of the clutch in the target vehicle, and the numerical control coefficient;

[0012] The clutch motor voltage is analyzed according to the target current, the actual current corresponding to the clutch motor and the numerical control coefficient to obtain the target voltage corresponding to the clutch motor in the clutch.

[0013] In one embodiment, the target pressure includes a first target pressure at a first moment, a second target pressure at a second moment, and a third target pressure at a third moment; the actual pressure includes a first actual pressure at the first moment, a second actual pressure at the second moment, and a third actual pressure at the third moment; and predicting a target current corresponding to a clutch motor in the clutch based on the target pressure, an actual pressure of a clutch in a target vehicle, and a numerical control coefficient includes:

[0014] determining a first pressure difference between the first target pressure and the first actual pressure, a second pressure difference between the second target pressure and the second actual pressure, and a third pressure difference between the third target pressure and the third actual pressure;

[0015] A target current corresponding to a clutch motor in the clutch is predicted according to the first pressure difference, the second pressure difference, the third pressure difference and a numerical control coefficient.

[0016] In one embodiment, the target current includes a first target current at a first moment and a second target current at a second moment; the actual current includes a first actual current at the first moment and a second actual current at the second moment; and performing voltage analysis on the clutch motor based on the target current, the actual current corresponding to the clutch motor, and a numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch includes:

[0017] determining a first current difference between a first target current and a first actual current, and a second current difference between a second target current and a second actual current;

[0018] The voltage of the clutch motor is analyzed according to the first current difference, the second current difference and the numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch.

[0019] In one embodiment, predicting a target pressure corresponding to a clutch according to a transmission oil temperature of a target vehicle includes:

[0020] Obtaining a mapping relationship, where the mapping relationship is used to represent a relationship between transmission oil temperature and clutch pressure;

[0021] The transmission oil temperature is used to query the clutch pressure mapping relationship to obtain the target pressure corresponding to the transmission oil temperature.

[0022] In one embodiment, error correction is performed on the initial value of the clutch half-engagement point according to the target voltage to obtain the clutch half-engagement point pressure, including:

[0023] Determine the target number of corrections corresponding to the clutch half-engagement point;

[0024] According to the target voltage, the initial value of the clutch half-engagement point is corrected to obtain the reference value of the clutch half-engagement point;

[0025] Verify whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number; wherein the reference correction number refers to the number of corrections completed when the clutch half-engagement point reference value is obtained;

[0026] If it is reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure;

[0027] If not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to execute the step of performing error correction on the clutch half-engagement point initial value according to the target voltage to obtain the clutch half-engagement point pressure until the clutch half-engagement point pressure is determined.

[0028] In one embodiment, the process of determining the initial value of the clutch half-engagement point includes:

[0029] When the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, determining the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment; wherein the second moment is the moment reached after a unit time has passed from the first moment;

[0030] Verify whether the actual pressure change rate reaches the maximum target change rate;

[0031] If so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

[0032] In a second aspect, the present application also provides a device for determining clutch half-engagement point pressure. The device comprises:

[0033] A first prediction module is used to predict a target pressure corresponding to the clutch according to the transmission oil temperature of the target vehicle;

[0034] A second prediction module is configured to predict a target voltage corresponding to a clutch motor in the clutch based on the target pressure and a numerical control coefficient of the target vehicle; wherein the numerical control coefficient includes a numerical control proportional coefficient, a numerical control integral coefficient, and a numerical control differential coefficient;

[0035] The correction module is used to perform error correction on the initial value of the clutch half-engagement point according to the target voltage to obtain the clutch half-engagement point pressure.

[0036] In a third aspect, the present application further provides a computer device. The computer device includes a memory and a processor. The memory stores a computer program. When the processor executes the computer program, the following steps are performed:

[0037] Predict the target clutch pressure based on the target vehicle's transmission oil temperature;

[0038] Predicting the target voltage corresponding to the clutch motor in the clutch based on the target pressure and the numerical control coefficients of the target vehicle; wherein the numerical control coefficients include numerical control proportional coefficients, numerical control integral coefficients, and numerical control differential coefficients;

[0039] According to the target voltage, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0040] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the following steps:

[0041] Predict the target clutch pressure based on the target vehicle's transmission oil temperature;

[0042] Predicting the target voltage corresponding to the clutch motor in the clutch based on the target pressure and the numerical control coefficients of the target vehicle; wherein the numerical control coefficients include numerical control proportional coefficients, numerical control integral coefficients, and numerical control differential coefficients;

[0043] According to the target voltage, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0044] In a fifth aspect, the present application further provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the following steps:

[0045] Predict the target clutch pressure based on the target vehicle's transmission oil temperature;

[0046] Predicting the target voltage corresponding to the clutch motor in the clutch based on the target pressure and the numerical control coefficients of the target vehicle; wherein the numerical control coefficients include numerical control proportional coefficients, numerical control integral coefficients, and numerical control differential coefficients;

[0047] According to the target voltage, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0048] The clutch half-engagement point pressure determination method, device, and computer device predict a target voltage corresponding to the clutch motor in the clutch based on the target pressure corresponding to the clutch and the numerical control coefficient of the target vehicle. Furthermore, the clutch half-engagement point initial value is error-corrected based on the target voltage to obtain the clutch half-engagement point pressure. As can be seen from the foregoing, in determining the clutch half-engagement point pressure, the present application does not adopt the prior art method of using the clutch half-engagement point initial value as the target pressure. Instead, the clutch half-engagement point pressure is determined based on the target vehicle's transmission oil temperature, and the target voltage corresponding to the clutch motor in the clutch is determined based on the numerical control coefficient of the target vehicle. Furthermore, the clutch half-engagement point pressure is determined based on the target voltage. Because the numerical control coefficient of the target vehicle can effectively reflect the actual vehicle condition of the target vehicle, when the clutch half-engagement point initial value is error-corrected using the target voltage determined based on the numerical control coefficient, the clutch half-engagement point pressure obtained after error correction matches the actual vehicle condition of the target vehicle, ensuring that the target vehicle's driving dynamics are not affected and improving the target vehicle's driving stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 A schematic flow chart of a first method for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0050] Figure 2 A schematic flow chart of a second method for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0051] Figure 3 A schematic flow chart of a third method for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0052] Figure 4 A schematic flow chart of a fourth method for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0053] Figure 5 A schematic flow chart of a fifth method for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0054] Figure 6 A flowchart of a method for determining clutch half-engagement point pressure according to an embodiment of the present application;

[0055] Figure 7 A structural block diagram of a device for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0056] Figure 8 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0057] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0058] It should be understood that the specific embodiments described herein are merely used to explain the present application and are not intended to limit the present application. In the description of the present application, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. 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 are not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they contradict each other.

[0059] In one embodiment, Figure 1 As shown, a method for determining the clutch half-engagement point pressure is provided. This embodiment uses the method applied to a terminal as an example for illustration. It is understood that the method can also be applied to a server, or to a system including a terminal and a server, and implemented through interaction between the terminal and the server. In this embodiment, the method includes the following steps:

[0060] S101 , predicting a target pressure corresponding to a clutch according to a transmission oil temperature of a target vehicle.

[0061] The target clutch pressure refers to the pressure applied by the clutch pressure plate to the clutch pressure plate, enabling the clutch to smoothly transmit engine torque to the vehicle's drivetrain (i.e., the equipment used to propel the vehicle, such as the drive shaft, transmission gears, and wheels). Furthermore, the engine torque transmitted by the clutch at the target pressure is the engine torque at its maximum torque.

[0062] It should be noted that when determining the target pressure of the clutch in the target vehicle, an ideal pressure of the clutch corresponding to at least one candidate oil temperature of the transmission in the target vehicle may be predetermined; then, after determining the transmission oil temperature of the transmission in the target vehicle, the ideal pressure corresponding to the transmission oil temperature may be used as the predicted target pressure corresponding to the clutch;

[0063] The ideal pressure corresponding to each candidate oil temperature may be set or adjusted based on the working experience of the staff and the actual situation of the target vehicle. The ideal pressure corresponding to each candidate oil temperature is not limited here.

[0064] In one embodiment of the present application, a pressure mapping relationship between candidate oil temperatures and ideal pressures can be established in advance, and the pressure mapping relationship records the ideal pressure of the clutch corresponding to at least one candidate oil temperature of the transmission in the target vehicle; therefore, when it is necessary to predict the target pressure corresponding to the clutch in the target vehicle, the ideal pressure corresponding to the transmission oil temperature can be determined based on the pressure mapping relationship, and this ideal pressure is the target pressure corresponding to the clutch in the target vehicle.

[0065] It is further explained that before predicting the target pressure corresponding to the clutch, the error correction state of the clutch half-engagement point can also be determined, so that when the error correction state of the clutch half-engagement point is the correction state, the step of predicting the target pressure corresponding to the clutch based on the transmission oil temperature of the target vehicle is executed to complete the subsequent confirmation of the clutch half-engagement point pressure; if the error correction state of the clutch half-engagement point is the prohibited state, there is no need to execute the step of predicting the target pressure corresponding to the clutch based on the transmission oil temperature of the target vehicle, and the process of determining the clutch half-engagement point pressure is stopped.

[0066] Specifically, a driving signal of the target vehicle may be obtained, and then, according to a preset error correction state verification rule, the driving signal of the target vehicle may be verified to obtain the error correction state of the clutch half-engagement point.

[0067] The target vehicle's driving signals may include, but are not limited to, a clutch half-engagement point self-learning activation instruction, clutch operating status, clutch motor fault flag, clutch pressure sensor fault flag, and transmission oil temperature sensor fault flag. Furthermore, the terminal device executing the clutch half-engagement point pressure determination method may obtain the clutch half-engagement point self-learning activation instruction from an offline test bench; and the terminal device executing the clutch half-engagement point pressure determination method may obtain information such as the clutch operating status, clutch motor fault flag, clutch pressure sensor fault flag, and transmission oil temperature sensor fault flag from the target vehicle's internal information collection module.

[0068] The terminal device that executes the clutch half-engagement point pressure determination method may be an HCU (Hybrid Control Unit) of a vehicle power system.

[0069] In one embodiment of the present application, if the pre-set error correction status verification rules are as follows: the clutch half-engagement point self-learning activation command is True (compliant, correct), the actual clutch pressure = 0 bar (bar, pressure unit), the transmission oil temperature ≥ 40°C (Celsius), the clutch operating state is Disengaged, the clutch motor fault flag is False (incorrect), the clutch pressure sensor fault flag is False, and the transmission oil temperature sensor fault flag is False, then the clutch half-engagement point error correction status is determined to be Corrected. Therefore, if any one of the driving signals does not meet the pre-set error correction status verification rules, the clutch half-engagement point error correction status is determined to be Disabled.

[0070] Furthermore, if it is determined that the error correction state of the clutch half-engagement point is in the prohibited state, the target voltage of the clutch motor is set to 0 volts, and a fault command is sent to the offline detection bench so that the offline detection bench performs vehicle detection on the target vehicle.

[0071] S102 , predicting a target voltage corresponding to a clutch motor in the clutch according to the target pressure and a numerical control coefficient of the target vehicle.

[0072] Among them, the CNC coefficients include CNC proportional coefficients, CNC integral coefficients and CNC differential coefficients.

[0073] It should be noted that the target voltage of the clutch motor in the clutch refers to the ideal voltage output by the clutch motor under ideal conditions, when the clutch transmits engine torque with zero loss, ensuring unimpeded driving dynamics of the target vehicle. Therefore, a target voltage acquisition rule can be set based on the target pressure and the target vehicle's numerical control coefficient. The target voltage of the clutch motor in the clutch can then be predicted based on this acquisition rule.

[0074] The target voltage is the voltage output by the clutch motor in the clutch when the clutch pressure of the clutch is the target pressure.

[0075] In one embodiment of the present application, if the target voltage acquisition rule is to perform voltage correction on the actual voltage of the clutch in the target vehicle to obtain the corrected target voltage, then when it is necessary to obtain the target voltage corresponding to the clutch motor in the clutch, the actual voltage of the clutch in the target vehicle is obtained, and the actual voltage of the clutch in the target vehicle is corrected according to the target pressure and the numerical control coefficient to obtain the corrected target voltage corresponding to the clutch motor in the clutch.

[0076] In another embodiment of the present application, if the target voltage acquisition rule is to determine the target current corresponding to the clutch motor, and determine the target voltage corresponding to the clutch motor in the clutch based on the target current; then when it is necessary to obtain the target voltage corresponding to the clutch motor in the clutch, the target current corresponding to the clutch motor is determined based on the target pressure and the numerical control coefficient, and the target voltage corresponding to the clutch motor in the clutch is determined based on the target current and the numerical control coefficient.

[0077] S103 , performing error correction on the initial value of the clutch half-engagement point according to the target voltage to obtain the clutch half-engagement point pressure.

[0078] In one embodiment of the present application, an error correction model for the initial value of the clutch half-engagement point can be pre-trained, and then, by inputting the target voltage and the initial value of the clutch half-engagement point into the error correction model, the output result of the error correction model is obtained, and the output result is the clutch half-engagement point pressure.

[0079] Among them, the training process of the error correction model includes: obtaining the clutch half-engagement point sample value and the sample voltage corresponding to the clutch half-engagement point sample value, and manually marking the clutch half-engagement point pressure on the clutch half-engagement point sample value and the sample voltage, and then training the error correction model according to the clutch half-engagement point sample value and the sample voltage marked with the clutch half-engagement point pressure to obtain the trained error correction model.

[0080] In another embodiment of the present application, the number of corrections for the initial value of the clutch half-engagement point can be determined in advance, and then, the initial value of the clutch half-engagement point is error-corrected according to the target voltage to obtain a reference value of the clutch half-engagement point; it is verified whether the reference correction number corresponding to the reference value of the clutch half-engagement point reaches the target correction number; if it is reached, the reference value of the clutch half-engagement point is used as the clutch half-engagement point pressure; if it is not reached, the reference value of the clutch half-engagement point is used as the new initial value of the clutch half-engagement point, and the step of performing error correction on the initial value of the clutch half-engagement point according to the target voltage is returned to execute until the clutch half-engagement point pressure is determined.

[0081] The above-mentioned clutch half-engagement point pressure determination method predicts a target voltage corresponding to the clutch motor in the clutch based on the target pressure corresponding to the clutch and the numerical control coefficient of the target vehicle; then, based on the target voltage, an error correction is performed on the initial value of the clutch half-engagement point to obtain the clutch half-engagement point pressure. As can be seen from the above, in determining the clutch half-engagement point pressure, the present application does not adopt the prior art method of using the initial value of the clutch half-engagement point as the target pressure. Instead, the target pressure corresponding to the clutch is predicted based on the transmission oil temperature of the target vehicle, and then, based on the numerical control coefficient of the target vehicle, the target voltage corresponding to the clutch motor in the clutch is determined, and then, the clutch half-engagement point pressure is determined based on the target voltage. Because the numerical control coefficient of the target vehicle can effectively reflect the actual vehicle condition of the target vehicle, when the target voltage determined based on the numerical control coefficient is used to perform error correction on the initial value of the clutch half-engagement point, the clutch half-engagement point pressure obtained by error correction can match the actual vehicle condition of the target vehicle, ensuring that the driving dynamics of the target vehicle are not affected and improving the driving stability of the target vehicle.

[0082] In one embodiment, if Figure 2 As shown, when it is necessary to predict the target pressure corresponding to the clutch based on the target pressure and the numerical control coefficient of the target vehicle, the following contents may be specifically included:

[0083] S201 , predicting a target current corresponding to a clutch motor in the clutch according to a target pressure, an actual pressure of a clutch in a target vehicle, and a numerical control coefficient.

[0084] The target current is the current output by the clutch motor in the clutch when the clutch pressure of the clutch is the target pressure.

[0085] It should be noted that when it is necessary to predict the target current corresponding to the clutch motor in the clutch, the pressure difference between the target pressure and the actual pressure can be determined based on the target pressure and the actual pressure of the clutch in the target vehicle, and then, the target current corresponding to the clutch motor in the clutch can be predicted based on the pressure difference and the numerical control coefficient.

[0086] It is further explained that in order to ensure the accuracy of the target current determination, the pressure difference between the target pressure and the actual pressure at the first moment, the pressure difference between the target pressure and the actual pressure at the second moment, and the pressure difference between the target pressure and the actual pressure at the third moment can be determined respectively. Then, based on the pressure differences at the three moments, the target current corresponding to the clutch motor in the clutch is predicted.

[0087] Specifically, the target pressure includes a first target pressure at the first moment, a second target pressure at the second moment, and a third target pressure at the third moment; the actual pressure includes the first actual pressure at the first moment, the second actual pressure at the second moment, and the third actual pressure at the third moment; when it is necessary to predict the target current corresponding to the clutch motor in the clutch based on the target pressure, the actual pressure of the clutch in the target vehicle and the numerical control coefficient, it may include the following: determining a first pressure difference between the first target pressure and the first actual pressure, a second pressure difference between the second target pressure and the second actual pressure, and a third pressure difference between the third target pressure and the third actual pressure; predicting the target current corresponding to the clutch motor in the clutch based on the first pressure difference, the second pressure difference, the third pressure difference and the numerical control coefficient.

[0088] Among them, the CNC coefficients include CNC proportional coefficients, CNC integral coefficients and CNC differential coefficients.

[0089] In one embodiment of the present application, when it is necessary to determine the target current corresponding to the clutch motor in the clutch based on the target pressure, the actual pressure of the clutch in the target vehicle and the numerical control coefficient, the first pressure difference, the second pressure difference, the third pressure difference and the numerical control coefficient can be substituted into the calculation formula (1) to obtain the calculation result fed back by the calculation formula (1), and the calculation result is the target current corresponding to the clutch motor in the clutch.

[0090] The calculation formula (1) is as follows:

[0091] I cluReq (k)=K pp ·[P e (k)-P e (k-1)]+K pi ·P e (k)+K pd ·[P e (k)-2P e (k-1)]+P e (k-2) (1)

[0092] Among them, I cluReq (k) refers to the target current corresponding to the clutch motor in the clutch; K pp Refers to the numerical control proportional coefficient in the numerical control coefficient; P e (k) refers to the first pressure difference at the first moment; P e (k-1) refers to the second pressure difference corresponding to the second moment of K-1; K pi Refers to the numerical control integral coefficient in the numerical control coefficient; K pd Refers to the numerical control differential coefficient in the numerical control coefficient; P e (k-2) refers to the third pressure difference corresponding to the third moment K-2.

[0093] S202 , performing voltage analysis on the clutch motor according to the target current, the actual current corresponding to the clutch motor, and the numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch.

[0094] It should be noted that when it is necessary to determine the target voltage corresponding to the clutch motor in the clutch, the current difference between the target current and the actual current can be determined based on the target current and the actual current corresponding to the clutch motor, and then, the target voltage corresponding to the clutch motor in the clutch can be determined based on the current difference and the numerical control coefficient.

[0095] Further explanation: in order to ensure the accuracy of the target voltage determination, the current difference between the target current at the first moment and the clutch motor and the current difference between the target current at the second moment and the clutch motor can be determined respectively. Then, based on the current difference at the two moments, the target voltage corresponding to the clutch motor in the clutch is determined.

[0096] Specifically, the target current includes a first target current at a first moment and a second target current at a second moment; the actual current includes a first actual current at a first moment and a second actual current at a second moment; when it is necessary to perform a voltage analysis on the clutch motor based on the target current, the actual current corresponding to the clutch motor and the numerical control coefficient to obtain the target voltage corresponding to the clutch motor in the clutch, it may include the following: determining a first current difference between the first target current and the first actual current, and a second current difference between the second target current and the second actual current; performing a voltage analysis on the clutch motor based on the first current difference, the second current difference and the numerical control coefficient to obtain the target voltage corresponding to the clutch motor in the clutch.

[0097] In one embodiment of the present application, when it is necessary to determine the target voltage corresponding to the clutch motor in the clutch based on the first current difference, the second current difference and the numerical control coefficient, the first current difference, the second current difference and the numerical control coefficient can be substituted into calculation formula (2) to obtain the calculation result fed back by calculation formula (2), and the calculation result is the target voltage corresponding to the clutch motor in the clutch.

[0098] The calculation formula (2) is as follows:

[0099] U cluReq (k)=K p le(k)+K i · +K d [le(k)-le(k-1)](2)

[0100] Among them, U cluReq (k) refers to the target voltage corresponding to the clutch motor in the clutch; K pRefers to the numerical control proportional coefficient in the numerical control coefficient; le(k) refers to the first current difference at the first moment; le(k-1) refers to the second current difference corresponding to the second moment K-1; K i Refers to the numerical control integral coefficient in the numerical control coefficient; K d Refers to the NC differential coefficient in the NC coefficient.

[0101] The above-mentioned clutch half-engagement point pressure determination method determines the target current corresponding to the clutch motor in the clutch; then, based on the target current, the actual current corresponding to the clutch motor, and the numerical control coefficient, determines the target voltage corresponding to the clutch motor in the clutch. This application ensures that, during the process of determining the target voltage corresponding to the clutch motor in the clutch based on the target current, the actual current corresponding to the clutch motor, and the numerical control coefficient, the target voltage effectively reflects the actual vehicle condition of the target vehicle, providing a data basis for subsequent error correction of the initial value of the clutch half-engagement point.

[0102] In one embodiment, if Figure 3 As shown, when it is necessary to predict the target pressure corresponding to the clutch according to the transmission oil temperature of the target vehicle, the following contents may be specifically included:

[0103] S301: Obtain a mapping relationship.

[0104] The mapping relationship is used to characterize the relationship between the transmission oil temperature and the clutch pressure.

[0105] Specifically, the mapping relationship between the transmission oil temperature and the clutch pressure can be set or adjusted based on the historical experience of the staff and the historical oil temperature of the target vehicle. The specific content of the mapping relationship between the transmission oil temperature and the clutch pressure is not limited here.

[0106] In one embodiment of the present application, a pressure step corresponding to the clutch pressure in the mapping relationship is set. Based on historical experience, the transmission oil temperature corresponding to each pressure step is determined based on historical data of the target vehicle's power system bench test and the historical experience of the staff, and then a mapping relationship between the transmission oil temperature and the clutch pressure is obtained; wherein, in the mapping relationship, the higher the transmission oil temperature, the lower the clutch pressure.

[0107] S302 , querying a clutch pressure mapping relationship using the transmission oil temperature to obtain a target pressure corresponding to the transmission oil temperature.

[0108] In one embodiment of the present application, when it is necessary to determine the target pressure of the clutch in the target vehicle, a relationship query is performed on the mapping relationship based on the transmission oil temperature to determine that the clutch pressure corresponding to the transmission oil temperature in the mapping relationship is the target pressure corresponding to the transmission oil temperature.

[0109] To further explain, if there is no candidate oil temperature that is the same as the transmission oil temperature recorded in the mapping relationship, the oil temperature difference between the transmission oil temperature and other transmission oil temperatures recorded in the mapping relationship is calculated, and the other transmission oil temperature with the smallest oil temperature difference is determined as the clutch pressure corresponding to the other transmission oil temperature with the smallest oil temperature difference, and as the target pressure corresponding to the transmission oil temperature.

[0110] The above clutch half-engagement point pressure determination method determines the target pressure of the clutch in the target vehicle based on the mapping relationship, provides a data basis for the subsequent determination of the target voltage corresponding to the clutch motor in the clutch, and ensures the accuracy of the target voltage determination.

[0111] In one embodiment, if Figure 4 As shown, when it is necessary to perform error correction on the initial value of the clutch half-engagement point according to the target voltage to obtain the clutch half-engagement point pressure, the following contents may be specifically included:

[0112] S401, determining a target correction number corresponding to a clutch half-engagement point.

[0113] In one embodiment of the present application, when it is necessary to determine the target number of corrections, different numbers of corrections corresponding to different initial values ​​of the clutch half-engagement point can be set based on the work experience of the vehicle operation and maintenance personnel; then, when it is necessary to determine the target number of corrections corresponding to the clutch half-engagement point, the number of corrections corresponding to the initial value of the clutch half-engagement point is used as the target number of corrections.

[0114] In another embodiment of the present application, the target number of corrections corresponding to the clutch half-engagement point corresponding to the target vehicle at the current moment can be set based on the work experience of the vehicle operation and maintenance personnel.

[0115] It should be noted that, in order to prevent excessive number of corrections, a correction threshold may be determined based on the actual situation of the target vehicle and the historical experience of the staff to ensure that the number of corrections is less than or equal to the correction threshold.

[0116] S402 , performing error correction on the initial value of the clutch half-engagement point according to the target voltage to obtain a reference value of the clutch half-engagement point.

[0117] It should be noted that before performing error correction on the initial value of the clutch half-engagement point, it is necessary to determine the initial value of the clutch half-engagement point. Specifically, if there is a storage device that stores the initial value of the clutch half-engagement point, a pressure acquisition request is sent to the storage device to obtain the initial value of the clutch half-engagement point contained in the storage device.

[0118] The storage device may be a local storage device corresponding to the target vehicle, or a cloud storage device corresponding to the target vehicle. The device type of the storage device is not limited here.

[0119] In another embodiment of the present application, if there is no storage device storing the initial value of the clutch half-engagement point, then when the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment is determined; wherein the second moment is the moment reached after a unit time has passed from the first moment; verify whether the actual pressure change rate reaches the target change rate with the maximum value; if so, use the actual pressure of the clutch at the second moment as the initial value of the clutch half-engagement point.

[0120] Furthermore, the target change rate may be the maximum pressure change rate of the clutch between two adjacent moments within a preset detection cycle; or, the target change rate may be a change rate pre-set by vehicle operation and maintenance personnel based on the actual conditions of the target vehicle.

[0121] The time length corresponding to the detection cycle can be set or adjusted according to the actual situation of the target vehicle and the historical experience of the vehicle operation and maintenance personnel. The time length corresponding to the detection cycle is not limited here.

[0122] It should be noted that when it is necessary to determine the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment, a difference operation can be performed on the actual pressure at the first moment and the actual pressure at the second moment to obtain the pressure difference between the two moments; then, a ratio operation is performed on the pressure difference between the two moments and the unit time (that is, the length of time between the first moment and the second moment), and the obtained operation result is the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment.

[0123] Specifically, the initial value of the clutch half-engagement point is analyzed according to the actual clutch pressure, the actual clutch pressure change rate and the actual clutch pressure jerk, including the following: if the second moment is the current moment, the first moment is the previous moment corresponding to the current moment, therefore, when the actual clutch pressure jerk of the previous moment is ≥ 0 bar / s 2 (bar per square second), the actual clutch pressure jerk at the current moment is <0 bar / s 2 , and when the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment reaches the target change rate with the maximum value, the actual pressure of the clutch at the current moment is used as the initial value of the clutch half-engagement point.

[0124] It should be noted that when performing error correction on the initial value of the clutch half-engagement point, reference can be made to calculation formula (3). By inputting the initial value of the clutch half-engagement point into calculation formula (3), error correction can be performed on the initial value of the clutch half-engagement point to obtain the clutch half-engagement point pressure.

[0125] The calculation formula (3) is as follows:

[0126] P ClukissPtSelfLrn = / (3)

[0127] Among them, P ClukissPtSelfLrn Refers to the clutch half-engagement point pressure; Refers to the initial value of the clutch half-engagement point; m refers to the maximum number of corrections for the error correction of the initial value of the clutch half-engagement point; Refers to the current number of corrections made to the initial value of the clutch half-engagement point.

[0128] S403 , verifying whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number.

[0129] The reference correction number refers to the number of corrections completed when obtaining the reference value of the clutch half-engagement point.

[0130] S404: If reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure.

[0131] S405, if it is not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to execute the step of performing error correction on the clutch half-engagement point initial value according to the target voltage to obtain the clutch half-engagement point pressure, until the clutch half-engagement point pressure is determined.

[0132] In one embodiment of the present application, if the number of corrections is predetermined to be two, the first round of error correction is performed on the initial value of the clutch half-engagement point according to the target voltage to obtain a reference value of the clutch half-engagement point; at this time, the reference correction number corresponding to the clutch half-engagement point reference value does not reach the target correction number, the clutch half-engagement point reference value is used as the new initial value of the clutch half-engagement point, and the step of performing error correction on the initial value of the clutch half-engagement point is returned to obtain a new reference value of the clutch half-engagement point; at this time, the reference correction number corresponding to the new reference value of the clutch half-engagement point reaches the target correction number, and the clutch half-engagement point reference value corresponding to the last correction process is used as the clutch half-engagement point pressure.

[0133] To further illustrate, during the correction process, the error correction state of the clutch half-engagement point is determined based on the driving data of the target vehicle; if the error correction state is prohibited, the initial pressure is used as the clutch half-engagement point pressure.

[0134] In one embodiment of the present application, after obtaining the clutch half-engagement point pressure, it is also possible to verify whether the target pressure is within a pre-set pressure range. If it is, it is determined that the clutch half-engagement point pressure meets the correction completion conditions; if not, it is determined that the clutch half-engagement point pressure does not meet the correction completion conditions. If the clutch half-engagement point pressure does not meet the correction completion conditions, the initial value of the clutch half-engagement point is maintained unchanged, and a fault command is sent to the offline test bench so that the offline test bench performs fault maintenance on the target vehicle.

[0135] The above-mentioned method for determining the clutch half-engagement point pressure obtains the clutch half-engagement point pressure by performing error correction on the initial value of the clutch half-engagement point. This ensures that the target pressure obtained through error correction matches the actual vehicle conditions of the target vehicle, ensuring that the driving dynamics of the target vehicle are not affected and improving the driving stability of the target vehicle.

[0136] In one embodiment, if Figure 5 As shown, when it is necessary to determine the clutch half-engagement point pressure, the following may be specifically included:

[0137] S501: Acquire a mapping relationship.

[0138] S502 , querying a clutch pressure mapping relationship using the transmission oil temperature to obtain a target pressure corresponding to the transmission oil temperature.

[0139] S503 , determining a first pressure difference between the first target pressure and the first actual pressure, a second pressure difference between the second target pressure and the second actual pressure, and a third pressure difference between the third target pressure and the third actual pressure.

[0140] S504 , predicting a target current corresponding to the clutch motor in the clutch according to the first pressure difference, the second pressure difference, the third pressure difference, and the numerical control coefficient.

[0141] S505 , determining a first current difference between the first target current and the first actual current, and a second current difference between the second target current and the second actual current.

[0142] S506 , performing voltage analysis on the clutch motor according to the first current difference, the second current difference, and the numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch.

[0143] S507 , performing error correction on the initial value of the clutch half-engagement point according to the target voltage to obtain the clutch half-engagement point pressure.

[0144] In one embodiment of the present application, Figure 6 As shown, when it is necessary to determine the clutch half-engagement point pressure, the following contents may be specifically included: a driving signal of a target vehicle may be obtained; an error correction state of the clutch half-engagement point is determined, and if the error correction state of the clutch half-engagement point is a correction state, the step of determining the target pressure of the clutch in the target vehicle is executed; if the error correction state of the clutch half-engagement point is a prohibited state, the step of determining the target pressure of the clutch in the target vehicle does not need to be executed; when the error correction state of the clutch half-engagement point is a correction state, the target pressure of the clutch in the target vehicle is determined; according to the target pressure and the numerical control coefficient of the target vehicle, the target voltage corresponding to the clutch motor in the clutch is determined; according to the target voltage, the initial value of the clutch half-engagement point is error-corrected to obtain the clutch half-engagement point pressure; verifying whether the target pressure meets the correction completion condition; if the clutch half-engagement point pressure meets the correction completion condition, the process of determining the target pressure is terminated; if the clutch half-engagement point pressure does not meet the correction completion condition, the initial value of the clutch half-engagement point is kept unchanged.

[0145] The above-mentioned clutch half-engagement point pressure determination method predicts a target voltage corresponding to the clutch motor in the clutch based on the target pressure corresponding to the clutch and the numerical control coefficient of the target vehicle; then, based on the target voltage, an error correction is performed on the initial value of the clutch half-engagement point to obtain the clutch half-engagement point pressure. As can be seen from the above, in determining the clutch half-engagement point pressure, the present application does not adopt the prior art method of using the initial value of the clutch half-engagement point as the target pressure. Instead, the target pressure corresponding to the clutch is predicted based on the transmission oil temperature of the target vehicle, and then, based on the numerical control coefficient of the target vehicle, the target voltage corresponding to the clutch motor in the clutch is determined, and then, the clutch half-engagement point pressure is determined based on the target voltage. Because the numerical control coefficient of the target vehicle can effectively reflect the actual vehicle condition of the target vehicle, when the target voltage determined based on the numerical control coefficient is used to perform error correction on the initial value of the clutch half-engagement point, the clutch half-engagement point pressure obtained by error correction can match the actual vehicle condition of the target vehicle, ensuring that the driving dynamics of the target vehicle are not affected and improving the driving stability of the target vehicle.

[0146] It should be understood that, although the steps in the flowcharts of the above embodiments are shown in sequence as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be performed in other orders. Moreover, at least a portion of the steps in the flowcharts of the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily to be performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0147] Based on the same inventive concept, embodiments of the present application also provide a clutch half-engagement point pressure determination device for implementing the aforementioned clutch half-engagement point pressure determination method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more clutch half-engagement point pressure determination device embodiments provided below can be found in the aforementioned limitations of the clutch half-engagement point pressure determination method and will not be further elaborated here.

[0148] In one embodiment, Figure 7 As shown, a clutch half-engagement point pressure determination device is provided, comprising: a first prediction module 10, a second prediction module 20 and a correction module 30, wherein:

[0149] The first prediction module 10 is configured to predict a target pressure corresponding to the clutch according to the transmission oil temperature of the target vehicle.

[0150] The second prediction module 20 is used to predict the target voltage corresponding to the clutch motor in the clutch according to the target pressure and the numerical control coefficient of the target vehicle; wherein the numerical control coefficient includes a numerical control proportional coefficient, a numerical control integral coefficient and a numerical control differential coefficient.

[0151] The correction module 30 is used to perform error correction on the initial value of the clutch half-engagement point according to the target voltage to obtain the clutch half-engagement point pressure.

[0152] In one embodiment, the target current corresponding to the clutch motor in the clutch is predicted based on the target pressure, the actual pressure of the clutch in the target vehicle, and the numerical control coefficient; the voltage of the clutch motor is analyzed based on the target current, the actual current corresponding to the clutch motor, and the numerical control coefficient to obtain the target voltage corresponding to the clutch motor in the clutch.

[0153] In one embodiment, a first pressure difference between a first target pressure and a first actual pressure, a second pressure difference between a second target pressure and a second actual pressure, and a third pressure difference between a third target pressure and a third actual pressure are determined; and a target current corresponding to a clutch motor in a clutch is predicted based on the first pressure difference, the second pressure difference, the third pressure difference and a numerical control coefficient.

[0154] In one embodiment, a first current difference between a first target current and a first actual current, and a second current difference between a second target current and a second actual current are determined; a voltage analysis of the clutch motor is performed based on the first current difference, the second current difference and a numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch.

[0155] In one embodiment, a mapping relationship is obtained, where the mapping relationship is used to characterize the relationship between the transmission oil temperature and the clutch pressure; the clutch pressure mapping relationship is queried using the transmission oil temperature to obtain a target pressure corresponding to the transmission oil temperature.

[0156] In one embodiment, a target correction number corresponding to the clutch half-engagement point is determined; an error correction is performed on the clutch half-engagement point initial value according to the target voltage to obtain a clutch half-engagement point reference value; and it is verified whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number; wherein the reference correction number refers to the number of corrections completed when obtaining the clutch half-engagement point reference value; if reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure; if not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to the step of performing error correction on the clutch half-engagement point initial value according to the target voltage to obtain the clutch half-engagement point pressure, until the clutch half-engagement point pressure is determined.

[0157] In one embodiment, when the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment is determined; wherein the second moment is the moment reached after a unit time has passed from the first moment; it is verified whether the actual pressure change rate reaches the target change rate with the maximum value; if so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

[0158] The clutch half-engagement point pressure determination device predicts a target voltage corresponding to the clutch motor in the clutch based on the target pressure corresponding to the clutch and the numerical control coefficient of the target vehicle; then, based on the target voltage, performs error correction on the initial value of the clutch half-engagement point to obtain the clutch half-engagement point pressure. As can be seen from the above, in determining the clutch half-engagement point pressure, the present application does not adopt the prior art method of using the initial value of the clutch half-engagement point as the target pressure. Instead, the present application predicts the target pressure corresponding to the clutch based on the transmission oil temperature of the target vehicle, then determines the target voltage corresponding to the clutch motor in the clutch based on the numerical control coefficient of the target vehicle, and then determines the clutch half-engagement point pressure based on the target voltage. Because the numerical control coefficient of the target vehicle can effectively reflect the actual vehicle condition of the target vehicle, when the present application uses the target voltage determined based on the numerical control coefficient to perform error correction on the initial value of the clutch half-engagement point, the clutch half-engagement point pressure obtained by error correction can match the actual vehicle condition of the target vehicle, ensuring that the driving dynamics of the target vehicle are not affected and improving the driving stability of the target vehicle.

[0159] Each module in the clutch half-engagement point pressure determination device described above may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor within a computer device in the form of hardware, or may be stored in a computer device memory in the form of software, so that the processor can call and execute the corresponding operations of each module.

[0160] In one embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure diagram may be as follows: Figure 8As shown. The computer device includes a processor, memory, an input / output interface, a communication interface, a display unit, and an input device. The processor, memory, and input / output interface are connected via a system bus, while the communication interface, display unit, and input device are connected to the system bus via the input / output interface. The processor of the computer device provides computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operating system and computer programs stored in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with external terminals via wired or wireless communication, which can be achieved via Wi-Fi, mobile cellular networks, NFC (near-field communication), or other technologies. When executed by the processor, the computer program implements a method for determining the clutch half-engagement point pressure. The display unit of the computer device is used to produce a visual image and can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the computer device casing, or an external keyboard, touchpad or mouse.

[0161] Those skilled in the art will understand that Figure 8 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0162] In one embodiment, a computer device is provided, including a memory and a processor, wherein a computer program is stored in the memory, and when the processor executes the computer program, the following steps are implemented:

[0163] Predict the target clutch pressure based on the target vehicle's transmission oil temperature;

[0164] Predicting the target voltage corresponding to the clutch motor in the clutch based on the target pressure and the numerical control coefficients of the target vehicle; wherein the numerical control coefficients include numerical control proportional coefficients, numerical control integral coefficients, and numerical control differential coefficients;

[0165] According to the target voltage, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0166] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0167] Predicting the target current corresponding to the clutch motor in the clutch based on the target pressure, the actual pressure of the clutch in the target vehicle, and the numerical control coefficient;

[0168] The clutch motor voltage is analyzed according to the target current, the actual current corresponding to the clutch motor and the numerical control coefficient to obtain the target voltage corresponding to the clutch motor in the clutch.

[0169] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0170] determining a first pressure difference between the first target pressure and the first actual pressure, a second pressure difference between the second target pressure and the second actual pressure, and a third pressure difference between the third target pressure and the third actual pressure;

[0171] A target current corresponding to a clutch motor in the clutch is predicted according to the first pressure difference, the second pressure difference, the third pressure difference and a numerical control coefficient.

[0172] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0173] determining a first current difference between a first target current and a first actual current, and a second current difference between a second target current and a second actual current;

[0174] The voltage of the clutch motor is analyzed according to the first current difference, the second current difference and the numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch.

[0175] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0176] Obtaining a mapping relationship, where the mapping relationship is used to represent a relationship between transmission oil temperature and clutch pressure;

[0177] The transmission oil temperature is used to query the clutch pressure mapping relationship to obtain the target pressure corresponding to the transmission oil temperature.

[0178] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0179] Determine the target number of corrections corresponding to the clutch half-engagement point;

[0180] According to the target voltage, the initial value of the clutch half-engagement point is corrected to obtain the reference value of the clutch half-engagement point;

[0181] Verify whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number; wherein the reference correction number refers to the number of corrections completed when the clutch half-engagement point reference value is obtained;

[0182] If it is reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure;

[0183] If not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to execute the step of performing error correction on the clutch half-engagement point initial value according to the target voltage to obtain the clutch half-engagement point pressure until the clutch half-engagement point pressure is determined.

[0184] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0185] When the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, determining the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment; wherein the second moment is the moment reached after a unit time has passed from the first moment;

[0186] Verify whether the actual pressure change rate reaches the maximum target change rate;

[0187] If so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

[0188] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0189] Predict the target clutch pressure based on the target vehicle's transmission oil temperature;

[0190] Predicting the target voltage corresponding to the clutch motor in the clutch based on the target pressure and the numerical control coefficients of the target vehicle; wherein the numerical control coefficients include numerical control proportional coefficients, numerical control integral coefficients, and numerical control differential coefficients;

[0191] According to the target voltage, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0192] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0193] Predicting the target current corresponding to the clutch motor in the clutch based on the target pressure, the actual pressure of the clutch in the target vehicle, and the numerical control coefficient;

[0194] The clutch motor voltage is analyzed according to the target current, the actual current corresponding to the clutch motor and the numerical control coefficient to obtain the target voltage corresponding to the clutch motor in the clutch.

[0195] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0196] determining a first pressure difference between the first target pressure and the first actual pressure, a second pressure difference between the second target pressure and the second actual pressure, and a third pressure difference between the third target pressure and the third actual pressure;

[0197] A target current corresponding to a clutch motor in the clutch is predicted according to the first pressure difference, the second pressure difference, the third pressure difference and a numerical control coefficient.

[0198] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0199] determining a first current difference between a first target current and a first actual current, and a second current difference between a second target current and a second actual current;

[0200] The voltage of the clutch motor is analyzed according to the first current difference, the second current difference and the numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch.

[0201] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0202] Obtaining a mapping relationship, where the mapping relationship is used to represent a relationship between transmission oil temperature and clutch pressure;

[0203] The transmission oil temperature is used to query the clutch pressure mapping relationship to obtain the target pressure corresponding to the transmission oil temperature.

[0204] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0205] Determine the target number of corrections corresponding to the clutch half-engagement point;

[0206] According to the target voltage, the initial value of the clutch half-engagement point is corrected to obtain the reference value of the clutch half-engagement point;

[0207] Verify whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number; wherein the reference correction number refers to the number of corrections completed when the clutch half-engagement point reference value is obtained;

[0208] If it is reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure;

[0209] If not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to execute the step of performing error correction on the clutch half-engagement point initial value according to the target voltage to obtain the clutch half-engagement point pressure until the clutch half-engagement point pressure is determined.

[0210] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0211] When the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, determining the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment; wherein the second moment is the moment reached after a unit time has passed from the first moment;

[0212] Verify whether the actual pressure change rate reaches the maximum target change rate;

[0213] If so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

[0214] In one embodiment, a computer program product is provided, comprising a computer program, which, when executed by a processor, implements the following steps:

[0215] Predict the target clutch pressure based on the target vehicle's transmission oil temperature;

[0216] Predicting the target voltage corresponding to the clutch motor in the clutch based on the target pressure and the numerical control coefficients of the target vehicle; wherein the numerical control coefficients include numerical control proportional coefficients, numerical control integral coefficients, and numerical control differential coefficients;

[0217] According to the target voltage, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0218] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0219] Predicting the target current corresponding to the clutch motor in the clutch based on the target pressure, the actual pressure of the clutch in the target vehicle, and the numerical control coefficient;

[0220] The clutch motor voltage is analyzed according to the target current, the actual current corresponding to the clutch motor and the numerical control coefficient to obtain the target voltage corresponding to the clutch motor in the clutch.

[0221] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0222] determining a first pressure difference between the first target pressure and the first actual pressure, a second pressure difference between the second target pressure and the second actual pressure, and a third pressure difference between the third target pressure and the third actual pressure;

[0223] A target current corresponding to a clutch motor in the clutch is predicted according to the first pressure difference, the second pressure difference, the third pressure difference and a numerical control coefficient.

[0224] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0225] determining a first current difference between a first target current and a first actual current, and a second current difference between a second target current and a second actual current;

[0226] The voltage of the clutch motor is analyzed according to the first current difference, the second current difference and the numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch.

[0227] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0228] Obtaining a mapping relationship, where the mapping relationship is used to represent a relationship between transmission oil temperature and clutch pressure;

[0229] The transmission oil temperature is used to query the clutch pressure mapping relationship to obtain the target pressure corresponding to the transmission oil temperature.

[0230] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0231] Determine the target number of corrections corresponding to the clutch half-engagement point;

[0232] According to the target voltage, the initial value of the clutch half-engagement point is corrected to obtain the reference value of the clutch half-engagement point;

[0233] Verify whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number; wherein the reference correction number refers to the number of corrections completed when the clutch half-engagement point reference value is obtained;

[0234] If it is reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure;

[0235] If not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to execute the step of performing error correction on the clutch half-engagement point initial value according to the target voltage to obtain the clutch half-engagement point pressure until the clutch half-engagement point pressure is determined.

[0236] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0237] When the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, determining the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment; wherein the second moment is the moment reached after a unit time has passed from the first moment;

[0238] Verify whether the actual pressure change rate reaches the maximum target change rate;

[0239] If so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

[0240] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of relevant countries and regions.

[0241] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0242] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0243] The above embodiments merely illustrate several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art may make various modifications and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A method for determining clutch half-engagement point pressure, characterized in that: The method comprises: Predicting a target pressure corresponding to the clutch based on the transmission oil temperature of the target vehicle; wherein the target pressures include a first target pressure at a first moment, a second target pressure at a second moment, and a third target pressure at a third moment; and the actual pressures include a first actual pressure at the first moment, a second actual pressure at the second moment, and a third actual pressure at the third moment; determining a first pressure difference between the first target pressure and the first actual pressure, a second pressure difference between the second target pressure and the second actual pressure, and a third pressure difference between the third target pressure and the third actual pressure; predicting a target current corresponding to a clutch motor in the clutch according to the first pressure difference, the second pressure difference, the third pressure difference, and a numerical control coefficient; Performing voltage analysis on the clutch motor according to the target current, the actual current corresponding to the clutch motor, and the numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch; wherein the numerical control coefficient includes a numerical control proportional coefficient, a numerical control integral coefficient, and a numerical control differential coefficient; According to the target voltage, an error correction is performed on an initial value of the clutch half-engagement point to obtain the clutch half-engagement point pressure.

2. The method according to claim 1, characterized in that The numerical control coefficients include numerical control proportional coefficients, numerical control integral coefficients and numerical control differential coefficients.

3. The method according to claim 2, characterized in that The target voltage is the voltage output by the clutch motor in the clutch when the clutch pressure of the clutch is the target pressure.

4. The method according to claim 2, characterized in that The target current includes a first target current at a first moment and a second target current at a second moment; the actual current includes a first actual current at the first moment and a second actual current at the second moment; and performing voltage analysis on the clutch motor according to the target current, the actual current corresponding to the clutch motor, and the numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch includes: determining a first current difference between the first target current and the first actual current, and a second current difference between the second target current and the second actual current; A voltage analysis is performed on the clutch motor according to the first current difference, the second current difference and the numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch.

5. The method according to claim 1, wherein The method of predicting a target pressure corresponding to the clutch according to the transmission oil temperature of the target vehicle includes: Acquiring a mapping relationship, wherein the mapping relationship is used to represent a relationship between a transmission oil temperature and a clutch pressure; The clutch pressure mapping relationship is queried using the transmission oil temperature to obtain a target pressure corresponding to the transmission oil temperature.

6. The method according to any one of claims 1 to 5, characterized in that The step of performing error correction on the initial value of the clutch half-engagement point according to the target voltage to obtain the clutch half-engagement point pressure includes: determining a target correction number corresponding to the clutch half-engagement point; performing error correction on the initial value of the clutch half-engagement point according to the target voltage to obtain a reference value of the clutch half-engagement point; Verifying whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number; wherein the reference correction number refers to the number of corrections completed when the clutch half-engagement point reference value is obtained; If it is reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure; If not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to the step of performing error correction on the clutch half-engagement point initial value according to the target voltage to obtain the clutch half-engagement point pressure until the clutch half-engagement point pressure is determined.

7. The method according to any one of claims 1 to 5, characterized in that The process of determining the initial value of the clutch half-engagement point includes: When the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, determining the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment; wherein the second moment is the moment reached after a unit time has passed from the first moment; Verifying whether the actual pressure change rate reaches a target change rate with a maximum value; If so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

8. A clutch half-engagement point pressure determination device, characterized in that: The device comprises: a first prediction module, configured to predict a target pressure corresponding to the clutch based on a transmission oil temperature of the target vehicle; wherein the target pressures include a first target pressure at a first moment, a second target pressure at a second moment, and a third target pressure at a third moment; and the actual pressures include a first actual pressure at the first moment, a second actual pressure at the second moment, and a third actual pressure at the third moment; a second prediction module, configured to determine a first pressure difference between the first target pressure and the first actual pressure, a second pressure difference between the second target pressure and the second actual pressure, and a third pressure difference between the third target pressure and the third actual pressure; predict a target current corresponding to a clutch motor in the clutch based on the first pressure difference, the second pressure difference, the third pressure difference, and a numerical control coefficient; and perform voltage analysis on the clutch motor based on the target current, the actual current corresponding to the clutch motor, and the numerical control coefficient to obtain a target voltage corresponding to the clutch motor in the clutch; wherein the numerical control coefficient includes a numerical control proportional coefficient, a numerical control integral coefficient, and a numerical control differential coefficient; The correction module is used to perform error correction on the initial value of the clutch half-engagement point according to the target voltage to obtain the clutch half-engagement point pressure.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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