Clutch control parameter calibration method and device for hybrid transmission and vehicle

Abstract

The application discloses a kind of hybrid transmission clutch control parameter calibration method, device and vehicle, it is related to automobile power transmission system technical field.Therein, the method includes: based on the first clutch control parameter calibration table, determine the second clutch control parameter calibration table of hybrid transmission in the first working mode;Based on the second clutch control parameter calibration table, determine the third clutch control parameter calibration table of hybrid transmission in the first working mode;Pressure is controlled to clutch based on the third clutch control parameter calibration table.The application solves the technical problems of additional energy loss and efficiency decline caused by improper clutch pressure control in related technologies.

Description

Technical Field

[0001] This invention relates to the field of automotive powertrain technology, and more specifically, to a device for calibrating clutch control parameters of a hybrid transmission and a vehicle thereof. Background Technology

[0002] Currently, the control parameters of the clutch in hybrid transmissions are mostly calibrated using a coarse-grained method. When the hybrid transmission is operating in direct drive or parallel mode, clutch engagement is achieved by setting a fixed maximum pressure to ensure that the clutch operates under slip-free conditions. However, this method of directly setting the maximum pressure to control the clutch does not fully consider the real-time changes in engine torque demand, resulting in redundancy in clutch pressure. This leads to excessive load on the fuel supply system, consuming additional energy and affecting the overall vehicle efficiency.

[0003] No effective solution has yet been proposed to address the above issues. Summary of the Invention

[0004] This invention provides a method, apparatus, and vehicle for calibrating clutch control parameters of a hybrid transmission, in order to at least solve the technical problems of additional energy loss and efficiency reduction caused by improper clutch pressure control in related technologies.

[0005] According to one embodiment of the present invention, a method for calibrating clutch control parameters of a hybrid transmission is provided, comprising: determining a second clutch control parameter calibration table of the hybrid transmission in a first operating mode based on a first clutch control parameter calibration table, wherein the first operating mode includes the engine end of the hybrid transmission being in torque control mode or throttle control mode, and the wheel end being in speed mode; the second clutch control parameter calibration table is used to record the critical engine end torque value corresponding to the clutch under any clutch pressure when a target state occurs; the target state is used to indicate that the engine speed is in a state of sudden increase; the first clutch control parameter calibration table is used to determine the clutch control parameter calibration table in the second operating mode of the hybrid transmission. It is determined that the second operating mode includes both engine-end and wheel-end speed-controlled modes. The first clutch control parameter calibration table is used to provide reference torque values ​​corresponding to the critical engine-end torque values, with the upper limit of the reference torque values ​​being greater than the peak torque at the engine end. Based on the second clutch control parameter calibration table, a third clutch control parameter calibration table for the hybrid transmission in the first operating mode is determined. The third clutch control parameter calibration table is used to record clutch control parameter compensation values ​​corresponding to the critical engine-end torque values. These compensation values ​​are used to compensate for clutch pressure to ensure normal clutch operation. The clutch pressure is controlled based on the third clutch control parameter calibration table.

[0006] Optionally, determining the first clutch control parameter calibration table includes: controlling the engine to operate at a first speed in a speed mode and adjusting the gear of the transmission to any gear; controlling the wheel end to operate at a second speed in a speed mode based on the speed ratio of any gear, wherein, in the second operating mode, the speed difference between the driving end and the driven end of the clutch is a preset value; applying pressure to any clutch to the clutch, and recording a reference torque value in response to the stable speed and torque of the engine end; and determining the first clutch control parameter calibration table based on the pressure of any clutch and the corresponding reference torque value.

[0007] Optionally, based on the first clutch control parameter calibration table, a second clutch control parameter calibration table for the hybrid transmission in the first operating mode is determined, including: controlling the engine to operate at idle speed in torque control mode or throttle control mode, and adjusting the transmission gear to any gear; controlling the wheel end to operate at a third speed in speed mode based on the gear ratio of any gear, wherein in the first operating mode, the speed of the clutch driving end and the speed of the clutch driven end are the same; engaging the clutch based on a target pressure and determining the target operating condition to be calibrated, wherein the target operating condition includes a preset speed of the engine end and a preset speed of the wheel end; determining any clutch pressure and the corresponding reference torque value based on the first clutch control parameter calibration table; gradually approaching the reference torque value with respect to the torque at the engine end based on the target loading slope and any clutch pressure, wherein the target loading slope is used to represent the rate of change of torque over time; recording the critical engine end torque value in response to the occurrence of the target state; and determining the second clutch control parameter calibration table based on any clutch pressure and the corresponding critical engine end torque value.

[0008] Optionally, the method for calibrating the clutch control parameters of the hybrid transmission further includes: in response to the absence of a target state, increasing the target loading slope to gradually bring the torque at the engine end closer to the reference torque value, until the target state is reached and the critical engine end torque value is recorded.

[0009] Optionally, based on the second clutch control parameter calibration table, a third clutch control parameter calibration table for the hybrid transmission in the first operating mode is determined, including: in the first operating mode, activating the automatic control mode of the clutch, wherein, in the automatic control mode, the hybrid transmission determines the clutch pressure requirement by querying the second clutch control parameter calibration table based on the critical engine torque value; determining the corresponding clutch pressure based on any critical engine torque value and the second clutch control parameter calibration table; setting an initial clutch control parameter compensation value; controlling the engine torque to reach a preset critical engine torque value based on the sum of the clutch pressure and the initial clutch control parameter compensation value, and judging the working state of the clutch to obtain a first judgment result; controlling the engine torque to reach the upper limit of the critical engine torque value based on a preset rate, and judging the working state of the clutch to obtain a second judgment result; and determining the third clutch control parameter calibration table based on the first judgment result and the second judgment result.

[0010] Optionally, determining a third clutch control parameter calibration table based on the first and second judgment results includes: at any critical engine end torque value, in response to the first or second judgment result indicating that the clutch is slipping, unloading the engine end torque and increasing the initial clutch control parameter compensation value to obtain a clutch control parameter compensation value; at any critical engine end torque value, in response to the first and second judgment results indicating that the clutch is not slipping, determining the initial clutch control parameter compensation value as the clutch control parameter compensation value; and determining a third clutch control parameter calibration table based on any critical engine end torque value and the corresponding clutch control parameter compensation value.

[0011] According to one embodiment of the present invention, a clutch control parameter calibration device for a hybrid transmission is also provided, comprising: a first determining module, configured to determine a second clutch control parameter calibration table for the hybrid transmission under a first operating mode based on a first clutch control parameter calibration table, wherein the first operating mode includes a torque control mode or a throttle control mode at the engine end of the hybrid transmission and a speed control mode at the wheel end; the second clutch control parameter calibration table is used to record the critical engine end torque value corresponding to the clutch under any clutch pressure when a target state occurs; the target state is used to indicate that the engine speed is in a state of rapid increase; the first clutch control parameter calibration table is determined by the hybrid transmission under the second operating mode. The second operating mode includes a speed-controlled mode at both the engine and wheel ends. A first clutch control parameter calibration table provides a reference torque value corresponding to the critical engine torque value, where the upper limit of the reference torque value is greater than the peak torque at the engine end. A second determination module is used to determine a third clutch control parameter calibration table for the hybrid transmission in the first operating mode based on the second clutch control parameter calibration table. The third clutch control parameter calibration table records the clutch control parameter compensation value corresponding to the critical engine torque value, which is used to compensate the clutch pressure to ensure normal clutch operation. A control module is used to control the clutch pressure based on the third clutch control parameter calibration table.

[0012] According to one embodiment of the present invention, a vehicle is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the clutch control parameter calibration method for a hybrid transmission as described above when it runs.

[0013] According to one embodiment of the present invention, a computer-readable storage medium is also provided, wherein the storage medium stores a computer program, wherein the computer program is configured to execute the clutch control parameter calibration method for the hybrid transmission described above when running on a computer or processor.

[0014] According to one embodiment of the present invention, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to execute the clutch control parameter calibration method for the hybrid transmission described in any of the preceding claims.

[0015] According to one embodiment of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the method for calibrating clutch control parameters of a hybrid transmission as described above.

[0016] In this embodiment of the invention, a second clutch control parameter calibration table for the hybrid transmission in the first operating mode is first determined based on a first clutch control parameter calibration table. Then, a third clutch control parameter calibration table for the hybrid transmission in the first operating mode is determined based on the second clutch control parameter calibration table. Finally, the clutch pressure is controlled based on the third clutch control parameter calibration table, thereby maximizing energy utilization efficiency and minimizing energy loss. This achieves the technical effects of improving overall vehicle performance and reducing fuel consumption, and solves the technical problems of additional energy loss and efficiency reduction caused by improper clutch pressure control in related technologies. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0018] Figure 1 This is a flowchart of a method for calibrating clutch control parameters of a hybrid transmission according to one embodiment of the present invention;

[0019] Figure 2 This is an overview flowchart of a hybrid transmission clutch control calibration method according to one embodiment of the present invention;

[0020] Figure 3 This is a flowchart of the calibration of basic torque transmission control parameters of the clutch according to one embodiment of the present invention;

[0021] Figure 4 This is a flowchart of the clutch critical torque transmission control parameter calibration according to one embodiment of the present invention;

[0022] Figure 5 This is a flowchart of clutch response control parameter calibration according to one embodiment of the present invention;

[0023] Figure 6 This is a structural block diagram of a clutch control parameter calibration device for a hybrid transmission according to one embodiment of the present invention. Detailed Implementation

[0024] For ease of understanding, some concepts related to embodiments of the present invention are illustrated below for reference.

[0025] Hybrid transmissions can automatically or manually switch between electric drive, series hybrid drive, parallel hybrid drive, and direct drive modes according to vehicle operating conditions and driver needs, in order to achieve optimal power transmission and efficient energy utilization.

[0026] A clutch is a device used to connect and disconnect power transmission between two rotating shafts or shaft systems. In hybrid transmissions, the clutch is mainly used to achieve a smooth power switch between the engine and the electric motor or directly between the engine and the drive wheels in parallel and direct drive modes.

[0027] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. In the description of these embodiments, unless otherwise stated, "a plurality of" means two or more. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] According to one embodiment of the present invention, an embodiment of a method for calibrating clutch control parameters of a hybrid transmission is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0030] This method embodiment can be executed in an electronic device, similar control device, or system that includes a memory and a processor. Taking an electronic device as an example, the electronic device may include one or more processors and a memory for storing data. Optionally, the electronic device may also include a communication device for communication functions and a display device. Those skilled in the art will understand that the above structural description is merely illustrative and does not limit the structure of the electronic device. For example, the electronic device may include more or fewer components than described above, or have a different configuration than described above.

[0031] A processor may include one or more processing units. For example, a processor may include a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microcontroller unit (MCU), a field-programmable gate array (FPGA), a neural network processing unit (NPU), a tensor processing unit (TPU), or an artificial intelligence (AI) processor. Different processing units may be independent components or integrated into one or more processors. In some instances, electronic devices may also include one or more processors.

[0032] The memory can be used to store computer programs, such as the computer program corresponding to the clutch control parameter calibration method for the hybrid transmission in this embodiment of the invention. The processor implements the aforementioned clutch control parameter calibration method for the hybrid transmission by running the computer program stored in the memory. The memory may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include memory remotely located relative to the processor, and these remote memories can be connected to electronic devices via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0033] Communication devices are used to receive or send data via a network. Specific examples of such networks may include wireless networks provided by the mobile terminal's communication provider. In one example, the communication device includes a network interface controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the communication device may be a radio frequency (RF) module used for wireless communication with the Internet.

[0034] Display devices can be, for example, touchscreen liquid crystal displays (LCDs) and touch displays (also referred to as "touchscreens" or "touch displays"). The LCD allows users to interact with the user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GUI), which allows users to interact with the GUI through finger contact and / or gestures on a touch-sensitive surface. Optional human-computer interaction functions include: creating web pages, drawing, word processing, creating electronic documents, playing games, video conferencing, instant messaging, sending and receiving emails, call interfaces, playing digital video, playing digital music, and / or web browsing, etc. Executable instructions for performing the above human-computer interaction functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0035] This embodiment provides a method for calibrating clutch control parameters of a hybrid transmission operating in an electronic device. Figure 1 This is a flowchart of a method for calibrating clutch control parameters of a hybrid transmission according to one embodiment of the present invention, as shown below. Figure 1 As shown, the process includes the following steps:

[0036] Step S10: Based on the first clutch control parameter calibration table, determine the second clutch control parameter calibration table for the hybrid transmission in the first operating mode. The first operating mode includes the engine end of the hybrid transmission being in torque control mode or throttle control mode, and the wheel end being in speed mode. The second clutch control parameter calibration table is used to record the critical engine end torque value corresponding to the clutch under any clutch pressure when the target state occurs. The target state is used to indicate that the engine speed is in a state of sudden increase. The first clutch control parameter calibration table is determined by the hybrid transmission in the second operating mode. The second operating mode includes both the engine end and the wheel end being in speed mode. The first clutch control parameter calibration table is used to provide a reference torque value corresponding to the critical engine end torque value. The upper limit of the reference torque value is greater than the peak torque of the engine end.

[0037] In this embodiment of the invention, the first clutch control parameter calibration table contains clutch control parameters obtained under relatively ideal testing conditions, primarily derived through testing in the second operating mode. The first clutch control parameter calibration table records the basic torque transmission characteristics of the clutch, i.e., the torque values ​​that can be transmitted under different pressures.

[0038] The second clutch control parameter calibration table is based on data from the first clutch control parameter calibration table and was obtained through testing in the first operating mode, which more closely approximates actual operating conditions. The second clutch control parameter calibration table is primarily used to record the critical engine torque value corresponding to any pressure applied by the clutch when the target state occurs, i.e., when the engine speed suddenly increases.

[0039] In torque control mode, the engine output torque is directly controlled, usually by adjusting parameters such as fuel injection quantity and ignition timing through an electronic control system to achieve a predetermined torque level.

[0040] Throttle control mode is another engine control mode that responds to the driver's accelerator pedal input by adjusting the intake air volume and fuel injection volume, thereby indirectly controlling the engine's output torque and power.

[0041] In a hybrid transmission, when one end is in speed mode, the target speed of that end is fixed or externally controlled.

[0042] The target state refers to a sudden increase in engine speed. When the torque on the clutch exceeds its torque transmission capacity, slippage may occur, causing some of the torque that should have been transmitted to the wheels to be converted into heat energy, no longer driving the vehicle forward. In this situation, due to insufficient load, the engine speed may rise abnormally, which is known as the "runaway phenomenon."

[0043] Based on the first clutch control parameter calibration table, the second clutch control parameter calibration table for the hybrid transmission in the first working mode can be understood as setting the engine end of the hybrid transmission to torque control mode or throttle control mode, while keeping the wheel end in speed mode. Based on the first clutch control parameter calibration table, the second clutch control parameter calibration table is obtained by testing. This table is used to record the critical engine end torque value that the clutch can withstand under different pressures when the engine speed suddenly increases (i.e., the target state).

[0044] As can be seen, by obtaining the second clutch control parameter calibration table based on the first clutch control parameter calibration table, the hybrid transmission can more accurately control the relationship between clutch pressure and engine torque, thereby ensuring that even in complex and changing driving environments, the clutch can quickly adjust its own pressure according to the actual torque demand, avoiding energy waste caused by slippage due to insufficient pressure or overpressure.

[0045] Step S12: Based on the second clutch control parameter calibration table, determine the third clutch control parameter calibration table for the hybrid transmission in the first working mode. The third clutch control parameter calibration table is used to record the clutch control parameter compensation value corresponding to the critical engine end torque value. The clutch control parameter compensation value is used to compensate the clutch pressure so that the clutch can work normally.

[0046] In this embodiment of the invention, the third clutch control parameter calibration table represents a deeper level of adjustment and optimization based on the calibration of the first and second clutch control parameters. The third clutch control parameter calibration table is primarily used to record the additional pressure compensation value required for the clutch to function normally when the engine torque reaches a certain critical value (the torque value that may cause a sudden increase in engine speed, the hybrid transmission in its first operating mode (i.e., engine-side torque control mode or throttle control mode, wheel-side speed control mode) and this value is at a certain threshold.

[0047] The clutch control parameter compensation value refers to the additional pressure value that needs to be applied above the clutch base pressure to cope with sudden changes in engine torque.

[0048] Based on the second clutch control parameter calibration table, the third clutch control parameter calibration table for the hybrid transmission in the first operating mode can be understood as follows: in order to ensure a rapid response to changes in torque demand under any circumstances and to prevent clutch slippage or insufficient pressure, the hybrid transmission is controlled in the first operating mode, and the clutch control parameter compensation value is determined based on the second clutch control parameter calibration table, thereby determining the third clutch control parameter calibration table.

[0049] It can be seen that the compensation value determined by the third clutch control parameter calibration table can be rapidly increased above the base pressure to ensure that the clutch can immediately withstand the sudden increase in torque demand, maintain the stability of engine speed, and thus ensure the smooth operation and driving safety of the vehicle under dynamic conditions.

[0050] Step S14: Control the clutch pressure based on the third clutch control parameter calibration table.

[0051] In this embodiment of the invention, controlling the clutch pressure based on the third clutch control parameter calibration table can be understood as follows: when a change in engine torque demand is detected, the control system immediately queries the third clutch control parameter calibration table to find operating condition data that matches the current torque demand. Based on the found operating condition data, the control system calculates the pressure value required for the clutch to maintain normal operation under the current torque demand. This pressure value is determined by adding the base pressure recorded in the second clutch control parameter calibration table to the clutch control parameter compensation value in the third clutch control parameter calibration table.

[0052] It can be seen that by dynamically adjusting the clutch pressure, the vehicle control system can respond instantly to changes in the torque demand of the engine, optimize the torque transmission process, and ensure the continuity and efficiency of power transmission.

[0053] Figure 2This is an overview flowchart of a hybrid transmission clutch control calibration method according to one embodiment of the present invention, as shown below. Figure 2 As shown, this invention can achieve accurate control of clutch pressure in hybrid transmissions in both direct drive and parallel modes. The method of this invention mainly comprises three parts: calibration of basic clutch torque transmission control parameters, calibration of critical clutch torque transmission control parameters, and calibration of clutch response control parameters, and these three parts are performed sequentially.

[0054] Through the above steps, firstly, based on the first clutch control parameter calibration table, the second clutch control parameter calibration table for the hybrid transmission in the first operating mode is determined. Then, based on the second clutch control parameter calibration table, the third clutch control parameter calibration table for the hybrid transmission in the first operating mode is determined. Finally, based on the third clutch control parameter calibration table, the clutch pressure is controlled, thereby maximizing energy utilization efficiency and minimizing energy loss. This achieves the technical effects of improving overall vehicle performance and reducing fuel consumption, and solves the technical problems of additional energy loss and efficiency reduction caused by improper clutch pressure control in related technologies.

[0055] Optionally, in step S10, determining the first clutch control parameter calibration table may include the following steps:

[0056] Step S101: Control the engine to run at the first speed in the speed mode, and adjust the gear of the transmission to any gear.

[0057] Step S102: Based on the speed ratio of any gear, the wheel end is controlled to operate at a second speed in the speed mode, wherein, in the second working mode, the speed difference between the driving end speed and the driven end speed of the clutch is a preset value.

[0058] Step S103: Apply pressure to any clutch to the clutch, and in response to the engine speed and torque being in a stable state, record the reference torque value;

[0059] Step S104: Determine the calibration table of the first clutch control parameters based on any clutch pressure and the corresponding reference torque value.

[0060] In this embodiment of the invention, the first speed can be any chosen stable speed, typically selected from the engine's typical speed under various common operating conditions. The selection of the first speed should cover the engine's commonly used speed range to ensure the comprehensiveness and applicability of the clutch control parameter calibration results.

[0061] The second speed is determined based on the current gear ratio of the transmission and the first speed. The second speed is set to ensure that there is a certain speed difference between the driving and driven ends of the clutch during the test, in order to simulate the situation in actual driving where the clutch needs to transmit torque under speed difference conditions.

[0062] Controlling the engine to operate at a first speed in a speed control mode and adjusting the transmission to any gear can be understood as setting the engine to a speed control mode and adjusting the engine speed to a preset first speed. At the same time, the hybrid transmission is engaged in a specific gear (which can be any gear, such as 1st or 2nd gear).

[0063] The idea that the wheel end operates at a second speed in a speed mode based on the speed ratio of any gear can be understood as follows: after engaging a specific gear, the speed of the wheel end is adjusted to a second speed corresponding to the first speed according to the speed ratio of that gear. This creates a certain speed difference between the driving end and the driven end of the clutch, simulating the scenario in actual driving where the clutch needs to work under different speed differences.

[0064] Applying pressure to any clutch and recording a reference torque value in response to a stable engine speed and torque can be understood as applying a series of clutch pressure values ​​to the clutch and recording the corresponding engine torque value when the engine speed and torque reach a stable state. This torque value is used as a reference torque value in subsequent analysis, representing the maximum torque that the clutch can stably transmit under a specific clutch pressure.

[0065] The calibration table for the first clutch control parameters, determined based on any clutch pressure and the corresponding reference torque value, can be understood as the analysis and determination of the first clutch control parameter calibration table based on the relationship between any clutch pressure and the torque that can be stably transmitted.

[0066] As can be seen, through the testing and analysis of the above steps, it can be ensured that the clutch can work with optimal pressure under various working conditions, thereby ensuring the continuity and efficiency of power transmission and reducing energy waste.

[0067] Figure 3 This is a flowchart of the calibration of the basic torque transmission control parameters of the clutch according to one embodiment of the present invention, as follows: Figure 3As shown, both the engine end and wheel end of the transmission are controlled in speed-based mode. In speed-based control mode, both ends of the transmission can operate stably at a certain speed, and when a torque shock occurs, it can still quickly adjust to the target speed. During testing on the vehicle, the vehicle speed can be stabilized at a certain speed by loading the drive motor, thereby controlling the speed of the transmission wheel ends. The transmission engine end speed is set to n1. If it is a multi-speed hybrid transmission, the transmission is engaged in a certain gear. At this time, the driving end of the clutch will follow the speed change of the engine end. If the driving end of the clutch is directly connected to the engine end, its speed is also n1. The wheel end speed is set to n2. This speed n2 is transmitted to the driven end of the clutch through the transmission gear, so that the speed difference between the driving end and the driven end of the clutch is Δn. A given clutch pressure is applied to generate slip torque in the clutch. After the speed and torque stabilize, the engine end torque value is recorded. Different engine end torque values ​​can be obtained by applying different clutch pressures. The relationship between clutch pressure and torque is the basic torque transmission control calibration parameter of the clutch (i.e., the first clutch control parameter calibration table).

[0068] Optionally, in step S10, determining the second clutch control parameter calibration table for the hybrid transmission in the first operating mode based on the first clutch control parameter calibration table may include the following execution steps:

[0069] Step S101: Control the engine to run at idle speed in torque control mode or throttle control mode, and adjust the gear of the transmission to any gear.

[0070] Step S102: Based on the speed ratio of any gear, the control wheel end operates at a third speed in the speed mode, wherein in the first working mode, the speed of the driving end of the clutch and the speed of the driven end of the clutch are the same.

[0071] Step S103: Engage the clutch based on the target pressure and determine the target operating condition to be calibrated, wherein the target operating condition includes the preset speed at the engine end and the preset speed at the wheel end.

[0072] Step S104: Determine the pressure of any clutch and the corresponding reference torque value based on the first clutch control parameter calibration table;

[0073] Step S105: Based on the target loading slope and any clutch pressure, the torque at the engine end is gradually made to approach the reference torque value, wherein the target loading slope is used to represent the rate of change of torque over time.

[0074] Step S106: In response to the occurrence of the target state, record the critical engine end torque value;

[0075] Step S107: Based on any clutch pressure and the corresponding critical engine end torque value, determine the calibration table of the second clutch control parameters.

[0076] In this embodiment of the invention, idle speed refers to the engine speed when operating under no load and in neutral. For example, idle speed is typically between 600 and 1000 revolutions per minute. Idle speed needs to be maintained within an appropriate range to ensure smooth engine operation and provide sufficient energy to the vehicle's electrical system.

[0077] The third speed refers to the speed at which the wheel end should be controlled in speed mode when the engine is running at idle speed in torque control mode or throttle control mode after the hybrid transmission is engaged in any gear.

[0078] The target operating conditions to be calibrated refer to a series of test conditions that need to be set before starting clutch parameter calibration, mainly including preset engine speeds and preset wheel speeds. The selection of target operating conditions should cover various operating conditions that the hybrid transmission may encounter in actual driving, in order to comprehensively evaluate the clutch performance under different conditions.

[0079] The target loading slope is a parameter characterizing the rate of torque change over time. The target loading slope determines the speed at which the engine-end torque gradually increases, and how it approximates the reference torque value recorded in the first clutch control parameter calibration table.

[0080] Controlling the engine to idle at a constant speed in torque control or throttle control mode, and adjusting the transmission gear to any gear, can be understood as setting the engine to torque control or throttle control mode so that the engine runs stably at idle speed and the transmission gear is pre-selected.

[0081] Based on the speed ratio of any gear, the wheel end is controlled to operate at the third speed in the speed mode. In the first working mode, the speed of the driving end of the clutch and the speed of the driven end of the clutch are the same. This can be understood as follows: after the gear of the transmission is selected, the speed ratio of that gear is used to control the speed of the wheel end to the third speed. In the first working mode, the clutch is fully engaged, and the speeds of the driving end and the driven end are the same, and the entire system forms a rigid connection.

[0082] The clutch is engaged based on the target pressure, and the target operating condition to be calibrated is determined. The target operating condition includes the preset speed at the engine end and the preset speed at the wheel end. This can be understood as setting a specific clutch pressure to enable the clutch to engage, while determining the preset speed at the engine end and the preset speed at the wheel end to be calibrated.

[0083] Determining any clutch pressure and the corresponding reference torque value based on the first clutch control parameter calibration table can be understood as using the previously calibrated first control parameter table to select a certain clutch pressure value and the engine torque value at this pressure as a reference.

[0084] Based on the target loading slope, the torque at the engine end gradually approaches the reference torque value under any clutch pressure. This can be understood as gradually increasing the torque at the engine end at a certain rate under a selected clutch pressure until this torque value matches the reference torque value, thereby determining the maximum torque limit that the clutch can withstand under different pressures.

[0085] In response to the occurrence of the target state, the recording of the critical engine end torque value can be understood as follows: when the engine speed is detected to be "runaway", it indicates that the clutch is approaching or has reached its slip limit, and the torque value recorded at this time is the critical torque.

[0086] The calibration table for the second clutch control parameters can be understood as follows: by collecting the critical torque values ​​of the engine under different pressures, the calibration table for the second clutch control parameters can be constructed.

[0087] As can be seen, the above steps improve the precision of clutch control, reduce energy waste caused by excessive pressure, enhance the vehicle's fuel economy and power transmission efficiency, and ensure safety and reliability under complex driving conditions.

[0088] Figure 4 This is a flowchart of the clutch critical torque transmission control parameter calibration according to one embodiment of the present invention, as follows: Figure 4 As shown, first, set the engine end of the transmission to torque control mode or throttle control mode, and the wheel end to speed control mode. Maintain the engine at idle speed, and engage any gear. Next, set the wheel end speed to n3, at which point the clutch driving and driven ends rotate at the same speed. Then, apply clutch pressure to engage the clutch, enabling it to transmit torque. Set the wheel end speed to n4, corresponding to the operating speed to be calibrated. Then, slowly apply the target torque to the engine at a certain slope until the engine speed exhibits a "runaway" phenomenon. This target torque is the value obtained through dynamic torque transmission control parameter calibration. Record the torque corresponding to the engine speed exhibiting the "runaway" phenomenon to obtain the clutch critical torque transmission control parameters.

[0089] Optionally, the method for calibrating the clutch control parameters of the hybrid transmission further includes: in response to the absence of a target state, increasing the target loading slope to gradually bring the torque at the engine end closer to the reference torque value, until the target state is reached and the critical engine end torque value is recorded.

[0090] In this embodiment of the invention, in response to the failure to achieve the target state, increasing the target loading slope to gradually bring the torque at the engine end closer to the reference torque value, until the target state is reached, and then recording the critical engine end torque value, can be understood as follows: when the torque at the engine end is gradually increased according to the preset target loading slope, but the expected target state is not observed, it indicates that the current loading slope may not be sufficient to quickly approach the critical torque point. Therefore, the target loading slope needs to be gradually increased until the target state appears, and the torque value recorded at this point is the critical engine end torque value.

[0091] It can be seen that by continuously adjusting the loading slope until the optimal target loading slope that enables the engine torque to reach the critical point is found, the accuracy and comprehensiveness of the clutch control parameter calibration can be ensured. This helps the hybrid transmission to perform at its best under various operating conditions, reduce energy loss, and improve overall efficiency.

[0092] Optionally, in step S12, determining the third clutch control parameter calibration table for the hybrid transmission in the first operating mode based on the second clutch control parameter calibration table may include the following execution steps:

[0093] Step S121: In the first working mode, the automatic control mode of the clutch is activated. In the automatic control mode, the hybrid transmission determines the clutch pressure requirement by querying the second clutch control parameter calibration table based on the critical engine torque value.

[0094] Step S122: Determine the corresponding clutch pressure based on any critical engine end torque value and the second clutch control parameter calibration table;

[0095] Step S123: Set the initial clutch control parameter compensation value;

[0096] Step S124: Based on the clutch pressure and the initial clutch control parameter compensation value, control the engine torque to reach a preset critical engine torque value, and judge the working state of the clutch to obtain the first judgment result.

[0097] Step S125: Based on a preset rate, control the engine torque to reach the upper limit of the critical engine torque value, and determine the working state of the clutch to obtain a second determination result; and

[0098] Step S126: Determine the calibration table of the third clutch control parameters based on the first judgment result and the second judgment result.

[0099] In this embodiment of the invention, the preset rate refers to the rate at which the engine torque increases during testing or calibration.

[0100] The automatic control mode utilizes calibration parameters to enable the clutch to automatically adjust pressure according to the real-time engine torque demand, thereby achieving optimal torque transmission while ensuring clutch stability and vehicle driving performance.

[0101] In the first operating mode, the automatic clutch engagement mode can be understood as the automatic clutch engagement mode when the engine is in torque control mode or throttle control mode and the wheel is in speed control mode.

[0102] Determining the corresponding clutch pressure based on any critical engine torque value and the second clutch control parameter calibration table can be understood as follows: in the second control parameter calibration table, each record represents the minimum pressure that the clutch should apply under a specific engine torque to avoid slippage. Therefore, by selecting any critical torque value, the most suitable clutch pressure setting under the corresponding conditions can be found by consulting the second control parameter table.

[0103] Setting the initial clutch control parameter compensation value can be understood as a fine-tuning of the clutch pressure in the second control parameter table. This is used to compensate for possible system delays or nonlinear responses, ensuring that the clutch can respond immediately when the torque changes rapidly, thus avoiding slippage.

[0104] Based on the clutch pressure and the initial clutch control parameter compensation value, the torque at the engine end is controlled to reach a preset critical engine end torque value. The clutch operating state is then judged, and the first judgment result can be understood as follows: by adding the clutch pressure to the compensation value to obtain the actual control pressure, the engine end torque is gradually increased to a certain critical torque value. If the clutch does not slip when this torque value is reached, it indicates that the current pressure setting is effective, and an initial effectiveness judgment result is obtained.

[0105] Based on the preset rate, the torque at the engine end is controlled to reach the upper limit of the critical engine end torque value, and the working state of the clutch is judged to obtain a second judgment result. This can be understood as, based on the preset rate, the torque is further increased to the upper limit of the critical torque value, and the clutch state is checked again to determine whether the clutch can still remain stable under higher torque, thus obtaining another validity judgment result.

[0106] The calibration table for the third clutch control parameters, determined based on the first and second judgment results, can be understood as follows: by combining the first and second judgment results, the clutch pressure setting can be corrected, and the third control parameter table can be generated to ensure that the clutch can achieve the best torque transmission efficiency under different torque conditions, while also having good response speed and stability.

[0107] As can be seen, the above steps allow for more precise clutch control, reduced energy consumption, improved vehicle efficiency and driving experience, while ensuring the lifespan and reliability of the clutch and its related components.

[0108] Optionally, in step S126, determining the third clutch control parameter calibration table based on the first and second judgment results may include the following execution steps:

[0109] Step S1261: Under any critical engine end torque value, in response to the first judgment result or the second judgment result indicating that the clutch slips, unload the engine end torque and increase the initial clutch control parameter compensation value to obtain the clutch control parameter compensation value.

[0110] Step S1262: Under any critical engine end torque value, in response to the first judgment result and the second judgment result indicating that the clutch does not slip, the initial clutch control parameter compensation value is determined to be the clutch control parameter compensation value.

[0111] Step S1263: Determine the third clutch control parameter calibration table based on any critical engine end torque value and the corresponding clutch control parameter compensation value.

[0112] In this embodiment of the invention, at any critical engine torque value, in response to a first or second judgment result indicating clutch slippage, the engine torque is unloaded and the initial clutch control parameter compensation value is increased. This clutch control parameter compensation value can be understood as follows: at any critical engine torque value, if the first or second judgment result indicates clutch slippage, the control system immediately reduces the engine torque to avoid damage to the clutch or vehicle. Subsequently, the initial clutch control parameter compensation value is adjusted, i.e., a fine-tuning value is added to the original value to ensure that the clutch can better maintain engagement under high torque, reducing the risk of slippage.

[0113] At any critical engine torque value, in response to the first and second judgment results indicating that the clutch does not slip, the initial clutch control parameter compensation value is determined. The clutch control parameter compensation value can be understood as follows: at any critical engine torque value, if the first and second judgment results indicate that the clutch does not slip, it means that the current initial clutch control parameter compensation value is effective and can ensure stable engagement of the clutch under complex operating conditions. Therefore, this initial compensation value can be directly determined as the final clutch control parameter compensation value.

[0114] The determination of the third clutch control parameter calibration table based on any critical engine end torque value and the corresponding clutch control parameter compensation value can be understood as follows: after collecting all critical engine end torque values ​​and their corresponding most effective clutch control parameter compensation values, the third clutch control parameter calibration table is generated by combining the clutch control parameter compensation values.

[0115] As can be seen, through the above steps, the present invention ensures that the calibration of the clutch control parameters can adapt to various driving conditions, thereby reducing energy consumption and improving vehicle efficiency and driving experience.

[0116] Figure 5 This is a flowchart of clutch response control parameter calibration according to one embodiment of the present invention, such as... Figure 5 As shown, first, set the engine end of the transmission to torque control mode or throttle control mode, and the wheel end to speed control mode. Maintain the engine speed at idle, and engage any gear. Next, set the wheel end speed to n3, at which point the clutch driving and driven ends rotate at the same speed. Then, apply clutch pressure to engage the clutch, enabling it to transmit torque. Set the wheel end speed to n4, corresponding to the operating speed to be calibrated. Then, activate the automatic clutch control mode. In this mode, the transmission can automatically calculate the clutch pressure requirement based on the engine torque and by querying the clutch critical torque transmission parameters. Next, set the initial clutch control parameter compensation value, which is added to the calculated clutch pressure to control the pressure on the clutch. Slowly apply different initial engine torques. Load the engine torque to its maximum at the fastest rate and check for clutch slippage. If clutch slippage occurs, increase the clutch control parameter compensation value and repeat the engine torque loading. If clutch slippage does not occur, calibrate for other speeds and initial torque conditions until all conditions are covered.

[0117] Taking a two-speed hybrid transmission as an example, the basic torque control parameters of the clutch are calibrated first: (1) The transmission engine end and wheel end are controlled in speed mode. In speed control mode, the two ends of the transmission can run stably at a certain speed. When a torque shock occurs, it can still be quickly adjusted to the target speed. When testing on the whole vehicle, the vehicle speed can be stabilized at a certain speed by loading the drive motor, thereby controlling the speed of the transmission wheel end. (2) Set the transmission engine end speed to n1 and put the transmission into 1st gear. The clutch active end in this hybrid transmission is directly connected to the engine end, so the speed of the clutch active end is also n1 at this time. (3) Set the wheel end speed to n2 and the 1st gear ratio is i, so the speed of the clutch driven end is i·n2 at this time, so that the speed difference between the clutch active end and the driven end is n1-i·n2. (4) Give the clutch pressure according to the array {P1, P2, P3, P4, P5, P6, P7, P8} respectively, so that the clutch generates slip torque. After the speed and torque stabilize, record the torque value of the engine end. (5) Different engine torque values ​​{T1, T2, T3, T4, T5, T6, T7, T8} can be obtained under different clutch pressures. Among them, T8 must be greater than the engine peak torque; otherwise, the clutch pressure needs to be increased further for testing. The relationship between clutch pressure and torque at this time is the basic torque transmission calibration parameter of the clutch.

[0118] Next, the critical torque transmission control parameters of the clutch are calibrated: (1) The engine end of the transmission is set to torque control mode or throttle control mode, and the wheel end is set to speed control mode. (2) The engine end is controlled to maintain n idle Idle speed, transmission in 1st gear. (3) Set wheel end speed to n idle / i, at this time the speeds of the clutch driving end and driven end are the same. (4) Give the clutch pressure T1 to make the clutch engage, at this time the clutch has the conditions to transmit torque. (5) Set the wheel end speed to n1 / i. The corresponding engine speed is n1, which is the first speed condition. (6) Give the engine end target torque at a loading slope of 5Nm / s. The target torque is the result T1 of the clutch basic torque transmission control parameter calibration, until the engine speed runs away and the torque is quickly unloaded. (7) Take the engine end torque at the starting position of the engine speed runaway as the clutch critical torque transmission control parameter for this condition. According to the clutch pressure {P1, P2, P3, P4, P5, P6, P7, P8}, the static torque can be obtained as {T1', T2', T3', T4', T5', T6', T7', T8}. If the engine speed does not run away, the target torque is gradually increased in increments of 10Nm each time, and the loading is repeated until the engine speed runs away. It allows for the calibration of critical torque transmission control parameters for the clutch across the entire speed and torque range by changing the wheel end speed and target torque. If the clutch hardware characteristics are related to oil temperature, an oil temperature dimension can be added.

[0119] Finally, the clutch response control parameters are calibrated: After obtaining the clutch critical torque control parameters, the clutch can be guaranteed to work normally under stable conditions. When the torque increases rapidly, the engine may run away. Therefore, the clutch response control parameters need to be calibrated. (1) Control the input and output conditions of the hybrid transmission according to the conditions in the clutch critical torque control parameter calibration. (2) Turn on the clutch automatic control mode. In this mode, the transmission can automatically calculate the clutch pressure requirement based on the engine torque by querying the clutch critical torque parameters. For example, if the engine torque is T4', the clutch pressure should be P4. (3) Set the initial clutch control parameter compensation values ​​{△P1, △P2, △P3, △P4, △P5, △P6, △P7, △P8}. This compensation value will increase the clutch pressure. The pressures corresponding to {T1', T2', T3', T4', T5', T6', T7', T8'} are {P1+△P1, P2+△P2, P3+△P3, P4+△P4, P5+△P5, P6+△P6, P7+△P7, P8+△P8}. (4) Slowly apply different initial engine torques {T1', T2', T3', T4', T5', T6', T7'}. (5) Apply the engine torque to T8' at the fastest rate. (6) Determine if the clutch is slipping. If the clutch is slipping, immediately unload the engine torque and increase the clutch control parameter compensation value. Repeat the engine torque loading. If the clutch is not slipping, calibrate other speed and initial torque conditions until all conditions are covered.

[0120] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of the present invention.

[0121] This embodiment also provides a clutch control parameter calibration device for a hybrid transmission. This device is used to implement the above embodiments and preferred embodiments, and details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0122] Figure 6 This is a structural block diagram of a clutch control parameter calibration device for a hybrid transmission according to one embodiment of the present invention, as shown below. Figure 6 As shown, a hybrid transmission clutch control parameter calibration device 600 is used as an example. This device includes: a first determining module 601, used to determine a second clutch control parameter calibration table for the hybrid transmission in a first operating mode based on a first clutch control parameter calibration table. The first operating mode includes the hybrid transmission's engine end being in torque control mode or throttle control mode, and the wheel end being in speed mode. The second clutch control parameter calibration table is used to record the critical engine end torque value corresponding to any clutch pressure when a target state occurs. The target state indicates that the engine speed is in a state of rapid increase. The first clutch control parameter calibration table is determined by the hybrid transmission in the second operating mode. The modes include a speed-controlled mode at both the engine end and the wheel end. A first clutch control parameter calibration table is used to provide a reference torque value corresponding to the critical engine end torque value. The upper limit of the reference torque value is greater than the peak torque at the engine end. A second determination module 602 is used to determine a third clutch control parameter calibration table for the hybrid transmission in the first working mode based on the second clutch control parameter calibration table. The third clutch control parameter calibration table is used to record the clutch control parameter compensation value corresponding to the critical engine end torque value. The clutch control parameter compensation value is used to compensate the clutch pressure to ensure normal clutch operation. A control module 603 is used to control the clutch pressure based on the third clutch control parameter calibration table.

[0123] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0124] Embodiments of the present invention also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the clutch control parameter calibration method for a hybrid transmission as described above during runtime.

[0125] Embodiments of the present invention also provide a computer-readable storage medium storing a computer program, wherein the computer program is configured to perform the steps in any of the above method embodiments when run on a computer or processor.

[0126] Optionally, in this embodiment, the computer-readable storage medium may be configured to store a computer program for performing the following steps:

[0127] Step S10: Based on the first clutch control parameter calibration table, determine the second clutch control parameter calibration table for the hybrid transmission in the first operating mode. The first operating mode includes the engine end of the hybrid transmission being in torque control mode or throttle control mode, and the wheel end being in speed mode. The second clutch control parameter calibration table is used to record the critical engine end torque value corresponding to the clutch under any clutch pressure when the target state occurs. The target state is used to indicate that the engine speed is in a state of sudden increase. The first clutch control parameter calibration table is determined by the hybrid transmission in the second operating mode. The second operating mode includes both the engine end and the wheel end being in speed mode. The first clutch control parameter calibration table is used to provide a reference torque value corresponding to the critical engine end torque value. The upper limit of the reference torque value is greater than the peak torque of the engine end.

[0128] Step S12: Based on the second clutch control parameter calibration table, determine the third clutch control parameter calibration table for the hybrid transmission in the first working mode. The third clutch control parameter calibration table is used to record the clutch control parameter compensation value corresponding to the critical engine end torque value. The clutch control parameter compensation value is used to compensate the clutch pressure so that the clutch can work normally.

[0129] Step S14: Control the clutch pressure based on the third clutch control parameter calibration table.

[0130] Optionally, in this embodiment, the computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0131] Embodiments of the present invention also provide an electronic device including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the steps in any of the above method embodiments.

[0132] Optionally, in this embodiment, the processor in the above-described electronic device may be configured to run a computer program to perform the following steps:

[0133] Step S10: Based on the first clutch control parameter calibration table, determine the second clutch control parameter calibration table for the hybrid transmission in the first operating mode. The first operating mode includes the engine end of the hybrid transmission being in torque control mode or throttle control mode, and the wheel end being in speed mode. The second clutch control parameter calibration table is used to record the critical engine end torque value corresponding to the clutch under any clutch pressure when the target state occurs. The target state is used to indicate that the engine speed is in a state of sudden increase. The first clutch control parameter calibration table is determined by the hybrid transmission in the second operating mode. The second operating mode includes both the engine end and the wheel end being in speed mode. The first clutch control parameter calibration table is used to provide a reference torque value corresponding to the critical engine end torque value. The upper limit of the reference torque value is greater than the peak torque of the engine end.

[0134] Step S12: Based on the second clutch control parameter calibration table, determine the third clutch control parameter calibration table for the hybrid transmission in the first working mode. The third clutch control parameter calibration table is used to record the clutch control parameter compensation value corresponding to the critical engine end torque value. The clutch control parameter compensation value is used to compensate the clutch pressure so that the clutch can work normally.

[0135] Step S14: Control the clutch pressure based on the third clutch control parameter calibration table.

[0136] Embodiments of the present invention also provide a computer program product, including a computer program that, when executed by a processor, implements the steps in any of the above method embodiments.

[0137] Optionally, in this embodiment, the computer program in the above-described computer program product can be configured to perform the following steps when executed by a processor:

[0138] Step S10: Based on the first clutch control parameter calibration table, determine the second clutch control parameter calibration table for the hybrid transmission in the first operating mode. The first operating mode includes the engine end of the hybrid transmission being in torque control mode or throttle control mode, and the wheel end being in speed mode. The second clutch control parameter calibration table is used to record the critical engine end torque value corresponding to the clutch under any clutch pressure when the target state occurs. The target state is used to indicate that the engine speed is in a state of sudden increase. The first clutch control parameter calibration table is determined by the hybrid transmission in the second operating mode. The second operating mode includes both the engine end and the wheel end being in speed mode. The first clutch control parameter calibration table is used to provide a reference torque value corresponding to the critical engine end torque value. The upper limit of the reference torque value is greater than the peak torque of the engine end.

[0139] Step S12: Based on the second clutch control parameter calibration table, determine the third clutch control parameter calibration table for the hybrid transmission in the first working mode. The third clutch control parameter calibration table is used to record the clutch control parameter compensation value corresponding to the critical engine end torque value. The clutch control parameter compensation value is used to compensate the clutch pressure so that the clutch can work normally.

[0140] Step S14: Control the clutch pressure based on the third clutch control parameter calibration table.

[0141] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0142] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0143] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0144] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.

[0145] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0146] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0147] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0148] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for calibrating clutch control parameters of a hybrid transmission, characterized in that, include: Based on the first clutch control parameter calibration table, a second clutch control parameter calibration table for the hybrid transmission is determined in the first operating mode. The first operating mode includes the engine end of the hybrid transmission being in torque control mode or throttle control mode, and the wheel end being in speed control mode. The second clutch control parameter calibration table records the critical engine end torque value corresponding to the clutch under any clutch pressure when a target state occurs. The target state indicates that the engine speed is in a state of rapid increase. The first clutch control parameter calibration table is determined by the hybrid transmission in the second operating mode, where both the engine end and the wheel end are in speed control mode. The first clutch control parameter calibration table provides a reference torque value corresponding to the critical engine end torque value, where the upper limit of the reference torque value is greater than the peak torque of the engine end. Based on the second clutch control parameter calibration table, a third clutch control parameter calibration table for the hybrid transmission in the first working mode is determined. The third clutch control parameter calibration table is used to record the clutch control parameter compensation value corresponding to the critical engine end torque value. The clutch control parameter compensation value is used to compensate the clutch pressure so that the clutch can work normally. The pressure of the clutch is controlled based on the calibration table of the third clutch control parameters; Determining the first clutch control parameter calibration table includes: controlling the engine to operate at a first speed in the specified speed mode, and adjusting the transmission gear to any gear; controlling the wheel to operate at a second speed in the specified speed mode based on the gear ratio of the specified gear, wherein, in the second operating mode, the speed difference between the driving end and the driven end of the clutch is a preset value; applying pressure to any of the clutches, and recording the reference torque value in response to the engine speed and torque being in a stable state; and determining the first clutch control parameter calibration table based on any of the clutch pressures and the corresponding reference torque value.

2. The method according to claim 1, characterized in that, The determination of the second clutch control parameter calibration table for the hybrid transmission in the first operating mode, based on the first clutch control parameter calibration table, includes: Control the engine to operate at idle speed in the torque control mode or the throttle control mode, and adjust the gear of the transmission to any gear. Based on the speed ratio of any gear, the wheel end is controlled to operate at a third speed in the speed mode, wherein, in the first working mode, the speed of the driving end of the clutch and the speed of the driven end of the clutch are the same. The clutch is engaged based on the target pressure, and the target operating condition to be calibrated is determined, wherein the target operating condition includes the preset speed of the engine end and the preset speed of the wheel end; The clutch pressure and the corresponding reference torque value are determined based on the first clutch control parameter calibration table. Based on the target loading slope and any of the clutch pressures, the torque at the engine end gradually approaches the reference torque value, wherein the target loading slope is used to represent the rate of change of torque over time. In response to the occurrence of the target state, the critical engine end torque value is recorded; Based on any of the clutch pressures and the corresponding critical engine end torque values, a calibration table for the second clutch control parameters is determined.

3. The method according to claim 2, characterized in that, The method further includes: In response to the failure of the target state, the target loading slope is increased so that the torque at the engine end gradually approaches the reference torque value, until the target state is reached and the critical engine end torque value is recorded.

4. The method according to claim 1, characterized in that, The step of determining the third clutch control parameter calibration table for the hybrid transmission in the first operating mode based on the second clutch control parameter calibration table includes: In the first working mode, the automatic control mode of the clutch is activated, wherein, in the automatic control mode, the hybrid transmission determines the pressure requirement of the clutch by querying the second clutch control parameter calibration table based on the critical engine end torque value. Based on any of the critical engine end torque values ​​and the second clutch control parameter calibration table, determine the corresponding clutch pressure; Set the initial clutch control parameter compensation value; Based on the sum of the clutch pressure and the initial clutch control parameter compensation value, the torque at the engine end is controlled to reach the preset critical engine end torque value, and the working state of the clutch is judged to obtain a first judgment result. Based on a preset rate, the torque at the engine end is controlled to reach the upper limit of the critical engine end torque value, and the working state of the clutch is judged to obtain a second judgment result; and The calibration table of the third clutch control parameters is determined based on the first judgment result and the second judgment result.

5. The method according to claim 4, characterized in that, The step of determining the third clutch control parameter calibration table based on the first judgment result and the second judgment result includes: At any of the critical engine end torque values, in response to the first judgment result or the second judgment result indicating that the clutch is slipping, the torque at the engine end is unloaded and the initial clutch control parameter compensation value is increased to obtain the clutch control parameter compensation value. At any of the critical engine end torque values, in response to the first judgment result and the second judgment result indicating that the clutch has not slipped, the initial clutch control parameter compensation value is determined to be the clutch control parameter compensation value. The third clutch control parameter calibration table is determined based on any of the critical engine end torque values ​​and the corresponding clutch control parameter compensation values.

6. A device for calibrating clutch control parameters of a hybrid transmission, characterized in that, The apparatus for implementing the clutch control parameter calibration method for the hybrid transmission according to any one of claims 1 to 5, the apparatus comprising: A first determining module is used to determine a second clutch control parameter calibration table for the hybrid transmission in a first operating mode based on a first clutch control parameter calibration table. The first operating mode includes the hybrid transmission's engine end being in torque control mode or throttle control mode, and the wheel end being in speed mode. The second clutch control parameter calibration table is used to record the critical engine end torque value corresponding to the clutch under any clutch pressure when a target state occurs. The target state indicates that the engine speed is in a state of rapid increase. The first clutch control parameter calibration table is determined by the hybrid transmission in the second operating mode, where both the engine end and the wheel end are in the speed mode. The first clutch control parameter calibration table is used to provide a reference torque value corresponding to the critical engine end torque value, where the upper limit of the reference torque value is greater than the peak torque of the engine end. The second determining module is used to determine the third clutch control parameter calibration table of the hybrid transmission in the first working mode based on the second clutch control parameter calibration table. The third clutch control parameter calibration table is used to record the clutch control parameter compensation value corresponding to the critical engine end torque value. The clutch control parameter compensation value is used to compensate the clutch pressure so that the clutch can work normally. The control module is used to control the pressure of the clutch based on the calibration table of the third clutch control parameters.

7. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, executes the clutch control parameter calibration method for a hybrid transmission according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, wherein the computer program is configured to execute the clutch control parameter calibration method for the hybrid transmission as described in any one of claims 1 to 5 when running on a computer or processor.

9. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the clutch control parameter calibration method for the hybrid transmission as described in any one of claims 1 to 5.

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