Vehicle clutch control method, device and storage medium

Abstract

The application discloses a vehicle clutch control method and device and a storage medium, wherein the method part comprises the following steps: determining the instantaneous slip power of the clutch during the driving of the vehicle, determining the cumulative slip power of the clutch according to the instantaneous slip power, determining whether the cumulative slip power is greater than the preset slip power, if the cumulative slip power is greater than the preset slip power, controlling the clutch to release pressure, and controlling the engine of the vehicle to stop supplying fuel; in the application, the cumulative slip power of the clutch is calculated through the instantaneous slip power of the clutch during the driving of the vehicle, then when the cumulative slip power of the clutch is greater than the preset slip power, the clutch is controlled to release pressure and the engine of the vehicle is controlled to stop supplying fuel, so that the clutch is protected, and the wear of the clutch caused by the continuous work of the clutch in a harsh working condition can be reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and in particular to a vehicle clutch control method and device and a storage medium. BACKGROUND

[0002] In a vehicle power system, a clutch plays a role in transmitting and interrupting engine power, and is an important component for ensuring normal power transmission of a vehicle and normal driving of the vehicle. During use of the vehicle, the clutch often needs to be controlled to meet power requirements at different stages, such as when the vehicle starts, shifts gears, and brakes at low speed, the state of the clutch needs to be controlled to ensure that the vehicle can start, shift gears, or brake normally. When the clutch needs to be switched from a separated state to a combined state, the clutch is prone to interference with the surrounding structure, causing wear. If the clutch is in a harsh working condition for a long time, frequent state changes will further aggravate the wear of the clutch, resulting in the engine power not being fully transmitted to the driving wheels, and reducing the reliability of the vehicle power system. SUMMARY

[0003] The present application provides a vehicle clutch control method, device and storage medium to solve the technical problem that the state of the clutch changes frequently during use of the vehicle, causing the clutch to wear easily.

[0004] A vehicle clutch control method, comprising:

[0005] determining the instantaneous slip power of the clutch during driving of the vehicle, and determining the cumulative slip power of the clutch according to the instantaneous slip power;

[0006] determining whether the cumulative slip power is greater than a preset slip power;

[0007] if the cumulative slip power is greater than the preset slip power, controlling the clutch to bleed pressure and controlling the engine of the vehicle to cut fuel.

[0008] Further, after controlling the clutch to bleed pressure and controlling the engine of the vehicle to cut fuel, the method further comprises:

[0009] timing to obtain a first timing duration, and determining whether the first timing duration is less than a first preset duration;

[0010] if the first timing duration is greater than or equal to the first preset duration, controlling a flag bit of the clutch to allow slip.

[0011] Further, the clutch comprises a first clutch and a second clutch, and the controlling the clutch to bleed pressure and controlling the engine of the vehicle to cut fuel comprises:

[0012] If the cumulative slip work of the first clutch is greater than a first preset slip work, the first clutch is controlled to be depressurized, and the engine is controlled to be fuel cut off;

[0013] If the cumulative slip work of the second clutch is greater than a second preset slip work, the second clutch is controlled to be depressurized, and it is determined whether a brake of an electromechanical coupling system in the vehicle is in a disengaged state;

[0014] If the brake of the electromechanical coupling system in the vehicle is in the disengaged state, the engine is controlled to be fuel cut off.

[0015] Further, the determination of the instantaneous slip work power of the clutch during the driving of the vehicle comprises:

[0016] acquiring real-time oil pressure of the clutch determined during the driving of the vehicle;

[0017] determining real-time slip torque of the clutch according to the real-time oil pressure of the clutch;

[0018] determining a rotational speed difference between two ends of the clutch;

[0019] determining the instantaneous slip work power of the clutch according to the real-time slip torque of the clutch and the rotational speed difference between the two ends of the clutch.

[0020] Further, the clutch comprises a first clutch and a second clutch, and the determination of the instantaneous slip work power of the clutch according to the real-time slip torque of the clutch and the rotational speed difference between the two ends of the clutch comprises:

[0021] determining the instantaneous slip work power of the first clutch according to a first rotational speed difference between two ends of the first clutch and a first slip torque of the first clutch;

[0022] determining the instantaneous slip work power of the second clutch according to a second rotational speed difference between two ends of the second clutch and a second slip torque of the second clutch.

[0023] Further, the first rotational speed difference is determined by:

[0024] determining a generator rotational speed of the vehicle, and determining a ring gear rotational speed of a planetary gear according to the generator rotational speed;

[0025] determining an engine rotational speed of the vehicle;

[0026] taking a difference between the engine rotational speed and the ring gear rotational speed as the first rotational speed difference between the two ends of the first clutch.

[0027] Further, the second rotational speed difference is determined by:

[0028] determining a generator speed of the vehicle, and obtaining a driving motor speed of the vehicle;

[0029] determining a ring gear speed of a planetary gear according to the generator speed;

[0030] and determining a carrier speed of the planetary gear according to the driving motor speed;

[0031] determining a sun gear speed according to the carrier speed and the ring gear speed;

[0032] taking a difference between the sun gear speed and the ring gear speed as a second speed difference between two ends of the clutch.

[0033] Further, after the determining the instantaneous cumulative slip friction power of the clutch in the vehicle, the method further comprises:

[0034] if the instantaneous cumulative slip friction power of the clutch is less than or equal to a preset power, or the speed difference between the two ends of the clutch is less than a preset speed, timing is performed to obtain a second timing duration;

[0035] when the second timing duration is equal to or greater than a second preset duration, setting the cumulative slip friction power of the clutch to a preset value.

[0036] A vehicle clutch control device, comprising:

[0037] a first determining module configured to determine an instantaneous slip friction power of a clutch in a vehicle during driving of the vehicle, and determine a cumulative slip friction power of the clutch according to the instantaneous slip friction power of the clutch;

[0038] a second determining module configured to determine whether the cumulative slip friction power is greater than a preset slip friction power;

[0039] a control module configured to control the clutch to release pressure and control an engine of the vehicle to stop fuel supply if the cumulative slip friction power is greater than the preset slip friction power.

[0040] A vehicle clutch control device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the vehicle clutch control method when executing the computer program.

[0041] A readable storage medium, which stores a computer program, wherein the computer program implements the steps of the vehicle clutch control method when executed by a processor.

[0042] In one solution of the vehicle clutch control method, device and storage medium, the instantaneous slip power of the clutch during vehicle driving is determined, and the cumulative slip power of the clutch is determined according to the instantaneous slip power, and it is determined whether the cumulative slip power is greater than the preset slip power, and if the cumulative slip power is greater than the preset slip power, the clutch is controlled to be depressurized, and the engine of the vehicle is controlled to be fuel cut. In the present application, the cumulative slip power of the clutch is calculated by calculating the instantaneous slip power of the clutch during vehicle driving, and when the cumulative slip power of the clutch is greater than the preset slip power, the clutch is controlled to be depressurized and the engine of the vehicle is controlled to be fuel cut, so as to protect the clutch. The wear of the clutch caused by continuous operation of the clutch in harsh conditions can be reduced. BRIEF DESCRIPTION OF DRAWINGS

[0043] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0044] Figure 1 is a structural schematic diagram of an electromechanical coupling system method in an embodiment of the present application;

[0045] Figure 2 is a flowchart of a vehicle clutch control method in an embodiment of the present application;

[0046] Figure 3 is a signaling interaction schematic diagram of a vehicle electronic control system in an embodiment of the present application;

[0047] Figure 4 is a structural schematic diagram of a vehicle clutch control device in an embodiment of the present application;

[0048] Figure 5 is another structural schematic diagram of a vehicle clutch control device in an embodiment of the present application.

[0049] In the drawings, various reference signs are used as follows:

[0050] 1-engine; 2-first clutch; 3-input shaft; 4-sun gear; 5-planetary carrier; 6-ring gear; 7-brake; 8-second clutch; 9-generator; 10-intermediate shaft; 11-first gear; 12-second gear; 13-driving motor; 14-third gear; 15-fourth gear; 16-differential; 17-wheel end. DETAILED DESCRIPTION

[0051] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0052] The vehicle clutch control method provided in this embodiment of the invention can be applied in a vehicle clutch control system, which includes an electromechanical coupling system and a vehicle clutch control device, wherein the electromechanical coupling system and the vehicle clutch control device can communicate via a bus.

[0053] Among them, such as Figure 1 As shown, the hybrid electromechanical coupling system includes an engine 1, a first clutch (C0) 2, an input shaft 3, a planetary gear set (including a sun gear 4, a planet carrier 5, and a ring gear 6), a brake (B) 7, a second clutch (C1) 8, a generator 9, an intermediate shaft 10, a first gear 11, a second gear 12, a drive motor 13, a third gear 14, a fourth gear 15, and a differential 16. The engine 1 is connected to the ring gear 6 via the first clutch 2, and the engine 1 and generator 9 are coaxially arranged. The engine 1 and drive motor 13 are coupled to the power output of the engine 1 and generator 9 via the third gear 14.

[0054] In this embodiment, the electromechanical coupling system of the hybrid vehicle includes a brake 7, a first clutch 2, and a second clutch 8. The brake 7 brakes the sun gear 4, the first clutch 2 controls the engine's power output to switch between pure electric and hybrid modes, and the second clutch 8 and brake 7 engage with the planetary gear set to achieve two engine gears. When brake 7 is engaged, the engine power is transmitted through the ring gear 6 to the planet carrier 5, then through the planet carrier 5 to the first gear 11, then to the intermediate shaft 10, then through the second gear 12 to the fourth gear 15, and finally to the differential 16 and the wheel ends 17 of the hybrid vehicle; this is the first gear of the engine. When the second clutch 8 is engaged, the sun gear 4, planet carrier 5, and ring gear 6 of the planetary gear set rotate as a whole, are fixed together, and have a speed ratio of 1. The power is then transmitted through the planet carrier 5 to the first gear 11, then to the intermediate shaft 10, then through the second gear 12 to the fourth gear 15, and finally to the differential 16 and the wheel ends 17 of the hybrid vehicle; this is the second gear of the engine.

[0055] The electromechanical coupling system of the embodiment can switch between multiple working modes, and the working modes of the electromechanical coupling system include EV1 (double-motor pure electric first gear), EV2 (double-motor pure electric second gear), SHEV (series hybrid), HEV1 (parallel hybrid first gear), and HEV2 (parallel hybrid second gear). The working mode can be actively switched according to the battery SOC value and the vehicle speed, so that better power economy is achieved in the entire vehicle speed range.

[0056] To reduce the wear of the clutch caused by frequent changes in the state of the clutch during vehicle driving and mode switching (gear shifting), the sliding friction work of the clutch needs to be accurately calculated, so that the clutch is protected and controlled according to the calculation result of the sliding friction work, and the torque of the brake is accurately controlled, so that the smoothness of mode switching is improved, thereby improving the comfort of driving the hybrid vehicle.

[0057] In the embodiment, the instantaneous sliding friction power of the clutch during vehicle driving is determined, and the cumulative sliding friction work of the clutch is determined according to the instantaneous sliding friction power. Whether the cumulative sliding friction work is greater than a preset sliding friction work is determined. If the cumulative sliding friction work is greater than the preset sliding friction work, the clutch is controlled to be depressurized, and the engine of the vehicle is controlled to be cut off. The cumulative sliding friction work of the clutch is calculated by the instantaneous sliding friction power of the clutch during vehicle driving. When the cumulative sliding friction work of the clutch is greater than the preset sliding friction work, the clutch is controlled to be depressurized, and the engine of the vehicle is controlled to be cut off, so as to protect the clutch. The wear of the clutch caused by continuous operation of the clutch in harsh conditions can be reduced.

[0058] In the embodiment, the vehicle clutch control system includes the electromechanical coupling system and the vehicle clutch control device, which are only illustrative. In other embodiments, the vehicle clutch control system can also include other structures, which are not described herein.

[0059] In an embodiment, as shown in Figure 2 , a vehicle clutch control method is provided. The vehicle clutch control method is applied to the vehicle clutch control device in Figure 1 , and includes the following steps:

[0060] S10: Determine the instantaneous sliding friction power of the clutch during vehicle driving, and determine the cumulative sliding friction work of the clutch according to the instantaneous sliding friction power.

[0061] After the vehicle is powered on, the vehicle clutch control device needs to collect signals of each mechanism in the electromechanical coupling system on the vehicle, so as to calculate the instantaneous sliding friction power of the clutch during vehicle driving, and determine the cumulative sliding friction work of the clutch according to the instantaneous sliding friction power. The unit of the cumulative sliding friction work is kWh.

[0062] The vehicle clutch control device in the vehicle clutch control system can be a vehicle control unit (VCU), and the embodiment is described by taking the vehicle clutch control device as the VCU.

[0063] In an embodiment, the VCU can calculate the instantaneous slip friction power of the clutch at different times, and then integrate the instantaneous slip friction power at different times to obtain the cumulative slip friction power of the clutch. The cumulative slip friction power of the clutch is calculated as follows:

[0064] E C ′+P C ·t C ·t sampletime ;

[0065] E C ′ is the cumulative slip friction power of the clutch at the previous time, t sampletime is the running period of the VCU (in seconds, for example, the running period of the VCU is 0.01 s); and E C is the cumulative slip friction power of the clutch at the current time (in kJ). In the embodiment, when the VCU of the vehicle is powered on, the cumulative slip friction power E C ′ of the clutch at the previous time is 0.

[0066] S20: Determine whether the cumulative slip friction power is greater than a preset slip friction power.

[0067] After obtaining the cumulative slip friction power of the clutch, it is determined whether the cumulative slip friction power of the clutch is greater than a preset slip friction power, so as to determine whether the clutch needs to be protected according to the determination result. The preset slip friction power is a slip friction power boundary value of the clutch which is calibrated according to the properties of the clutch.

[0068] After determining whether the cumulative slip friction power of the clutch is greater than the preset slip friction power, if the cumulative slip friction power of the clutch is less than or equal to the preset slip friction power, it is determined that the cumulative slip friction power of the clutch is within a safe range, and no additional control is needed for the clutch and the engine.

[0069] S30: If the cumulative slip friction power is greater than the preset slip friction power, control the clutch to release pressure and control the engine of the vehicle to cut off fuel supply.

[0070] After determining whether the cumulative slip friction power of the clutch is greater than the preset slip friction power, if the cumulative slip friction power of the clutch is greater than the preset slip friction power, it is determined that the cumulative slip friction power of the clutch is not within a safe range, and the risk of wear of the clutch is greater, and the clutch needs to be controlled to release pressure and the engine of the vehicle needs to be controlled to cut off fuel supply to protect the clutch.

[0071] For example, the preset slip friction work of the clutch calibrated according to the test is a (unit: kWh), if the cumulative slip friction work of the clutch at the current time is less than or equal to a, the VCU does not need to perform additional control on the clutch and the engine to protect the clutch; if the cumulative slip friction work of the clutch at the current time is greater than a, the VCU activates the clutch protection control strategy to control the clutch to release pressure and control the engine of the vehicle to cut off fuel supply, so as to protect the clutch and reduce the wear of the clutch.

[0072] In the embodiment, the instantaneous slip friction power of the clutch during the driving of the vehicle is determined, the cumulative slip friction work of the clutch is determined according to the instantaneous slip friction power, it is determined whether the cumulative slip friction work is greater than the preset slip friction work, if the cumulative slip friction work is greater than the preset slip friction work, the clutch is controlled to release pressure and the engine of the vehicle is controlled to cut off fuel supply; the cumulative slip friction work of the clutch is calculated through the instantaneous slip friction power of the clutch during the driving of the vehicle, then when the cumulative slip friction work of the clutch is greater than the preset slip friction work, the clutch is controlled to release pressure and the engine of the vehicle is controlled to cut off fuel supply to protect the clutch, which can reduce the wear of the clutch caused by the continuous operation of the clutch in harsh conditions, thereby improving the power performance of the vehicle.

[0073] In an embodiment, after step S30, i.e. after the clutch is controlled to release pressure and the engine of the vehicle is controlled to cut off fuel supply, the method further specifically comprises the following steps:

[0074] S41: timing is performed to obtain a first timing duration, and it is determined whether the first timing duration is less than a first preset duration.

[0075] After the clutch is controlled to release pressure and the engine of the vehicle is controlled to cut off fuel supply, the VCU needs to perform timing to obtain a first timing duration after the clutch is controlled to release pressure and the engine is controlled to cut off fuel supply, and after the first timing duration is obtained, it is determined whether the first timing duration is less than a preset duration.

[0076] S42: if the first timing duration is greater than or equal to the first preset duration, the flag bit of the clutch is controlled to be set as allowing slip friction.

[0077] After it is determined whether the first timing duration is less than the first preset duration, if the first timing duration is greater than or equal to the first preset duration, the VCU controls the flag bit of the clutch to be set as allowing slip friction, i.e. after the clutch is controlled to release pressure and the engine is controlled to cut off fuel supply, the first timing duration needs to be waited before the clutch is allowed to slip; if the first timing duration is less than the first preset duration, the flag bit of the clutch cannot be set as allowing slip friction, i.e. the clutch is not allowed to slip to protect the clutch.

[0078] The first preset duration is a duration for ensuring that the clutch is cooled from the slip friction state.

[0079] For example, the first preset time length is 5s, after controlling the clutch to release pressure and the engine of the vehicle to cut fuel, the VCU needs to time and determine whether the first timing time length is less than 5s, if the first timing time length is less than 5s, the clutch slip cannot be attempted, and after the first timing time length is greater than or equal to 5s, the clutch has been cooled, and the clutch slip is allowed to protect the clutch.

[0080] In this embodiment, after controlling the engine of the vehicle to cut fuel, timing is performed to obtain a first timing time length, and then it is determined whether the first timing time length is less than a first preset time length, if the first timing time length is greater than or equal to the first preset time length, the flag bit of the clutch is controlled to allow slip, and after controlling the clutch to release pressure and the engine to cut fuel for a period of time, the clutch is cooled before the clutch is controlled to slip again, further protecting the clutch, thereby reducing the wear of the clutch and improving the power performance of the vehicle.

[0081] In an embodiment, the clutch in the electromechanical coupling system includes a first clutch and a second clutch, and the step S30 of controlling the clutch to release pressure specifically includes the following steps:

[0082] S31: If the cumulative slip work of the first clutch is greater than a first preset slip work, the first clutch is controlled to release pressure and the engine is controlled to cut fuel.

[0083] After determining the cumulative slip work of the first clutch, the VCU determines whether the cumulative slip work of the first clutch is greater than a first preset slip work corresponding to the first clutch, if the cumulative slip work of the first clutch is greater than the first preset slip work, the VCU controls the first clutch to release pressure and controls the engine to cut fuel. The first preset slip work is a clutch slip work boundary value calibrated according to the properties of the first clutch.

[0084] S32: If the cumulative slip work of the second clutch is greater than a second preset slip work, the second clutch is controlled to release pressure, and it is determined whether the brake of the electromechanical coupling system in the vehicle is in a disengaged state.

[0085] After determining the cumulative slip work of the second clutch, the VCU determines whether the cumulative slip work of the second clutch is greater than a second preset slip work corresponding to the second clutch, if the cumulative slip work of the second clutch is greater than the second preset slip work, the VCU controls the second clutch to release pressure first, and needs to determine the state of the brake in the electromechanical coupling system first to control the engine according to the state of the clutch. The second preset slip work is a clutch slip work boundary value calibrated according to the properties of the second clutch.

[0086] S33: If the brake of the electromechanical coupling system in the vehicle is in the disengaged state, control the engine to be cut off.

[0087] After determining whether the brake of the electromechanical coupling system in the vehicle is in the disengaged state, if it is determined that the brake of the electromechanical coupling system in the vehicle is in the disengaged state, the engine needs to be controlled to be cut off to protect the clutch. If the second clutch is relieved of pressure and the brake B is in the disengaged state, if the engine is not cut off at this time, the engine speed will be too fast, which will cause a safety hazard of the system. Therefore, if the brake B has been disengaged, the VCU needs to control the engine to be cut off to protect the safety of the electromechanical coupling system; if the brake B is not disengaged, the engine does not need to be controlled to be cut off.

[0088] In this embodiment, if the cumulative sliding friction work of the first clutch is greater than the first preset sliding friction work, the first clutch is controlled to be relieved of pressure, and the engine is controlled to be cut off. If the cumulative sliding friction work of the second clutch is greater than the second preset sliding friction work, the second clutch is controlled to be relieved of pressure, and it is determined whether the brake B is in the disengaged state. If the brake B is in the disengaged state, the engine is controlled to be cut off. Different clutch sliding friction work boundary values are set for different clutches, different controls are performed on the clutches according to the cumulative sliding friction work of different clutches, different protection strategies are set according to the structural relationship of different clutches, which further reduces the wear of the clutches caused by the continuous operation of the clutches in harsh working conditions, and further improves the reliability of the electromechanical coupling system.

[0089] In an embodiment, in step S10, the instantaneous sliding friction power of the clutch during the driving of the vehicle is determined, which specifically includes the following steps:

[0090] S11: Determine the real-time oil pressure of the clutch during the driving of the vehicle.

[0091] After the vehicle is powered on, the VCU determines the real-time oil pressure of the clutch during the driving of the vehicle. The real-time oil pressure of the clutch can be determined by reading the clutch oil pressure sensor signal.

[0092] S12: Determine the real-time sliding friction torque of the clutch according to the real-time oil pressure of the clutch.

[0093] Meanwhile, preset sliding friction torque data also needs to be obtained, wherein the preset sliding friction torque data is the clutch sliding friction torque data calibrated according to the clutch oil pressure, which can be obtained by oil pressure test experiment on the clutch. After determining the real-time oil pressure of the clutch, the real-time sliding friction torque of the clutch corresponding to the real-time oil pressure is queried from the preset sliding friction torque data.

[0094] S13: Determine the speed difference between the two ends of the clutch.

[0095] Meanwhile, the speed difference between the two ends of the clutch also needs to be determined according to the real-time speeds of the structures at the two ends of the clutch.

[0096] S14: determining the instantaneous slip friction power of the clutch according to the slip friction torque of the clutch at the moment and the rotational speed difference between the two ends of the clutch.

[0097] In the step of determining the slip friction torque of the clutch at the moment and the rotational speed difference between the two ends of the clutch, the instantaneous slip friction power of the clutch is determined according to the slip friction torque of the clutch at the moment and the rotational speed difference between the two ends of the clutch. The calculation formula of the instantaneous slip friction power of the clutch is:

[0098]

[0099] Wherein, P C is the instantaneous slip friction power of the clutch, Δn C is the rotational speed difference between the two ends of the clutch, and T C is the slip friction torque of the clutch at the moment.

[0100] In the embodiment, the real-time oil pressure of the clutch during the driving of the vehicle is determined, then the slip friction torque of the clutch at the moment is determined according to the real-time oil pressure of the clutch, the rotational speed difference between the two ends of the clutch is determined, and finally the instantaneous slip friction power of the clutch is determined according to the slip friction torque of the clutch at the moment and the rotational speed difference between the two ends of the clutch, so that the detailed process of determining the instantaneous slip friction power of the clutch during the driving of the vehicle is clear, and a basis for determining the cumulative slip friction power of the clutch is provided.

[0101] In an embodiment, after the step S14, i.e. after determining the instantaneous slip friction power of the clutch according to the slip friction torque of the clutch at the moment and the rotational speed difference between the two ends of the clutch, the method further specifically comprises the following steps:

[0102] S151: if the instantaneous cumulative slip friction power of the clutch is less than or equal to a preset power, or the rotational speed difference between the two ends of the clutch is less than a preset rotational speed, timing is performed to obtain a second timing duration;

[0103] S152: when the second timing duration is equal to or equal to a second preset duration, the cumulative slip friction power of the clutch is set as a preset value.

[0104] After determining the instantaneous slip friction power of the clutch according to the slip friction torque of the clutch at the moment and the rotational speed difference between the two ends of the clutch, in order to avoid the slip friction power of the clutch during the driving of the vehicle being accumulated all the time, resulting in repeated judgment all the time, and making the clutch pressure relief and engine fuel cut be frequently controlled, the cumulative slip friction power of the clutch needs to be cleared.

[0105] Specifically, when the instantaneous accumulated slip power of the clutch is less than or equal to a preset power, or the rotational speed difference between the two ends of the clutch is less than a preset rotational speed, timing is performed to obtain a second timing duration, and when the second timing duration is equal to or greater than a second preset duration, the accumulated slip power of the clutch is set to a preset value, wherein the preset value is 0, that is, the accumulated slip power of the clutch is cleared. The preset power is 0, and the preset rotational speed is a rotational speed calibrated according to the properties of the clutch. When the rotational speed difference between the two ends of the clutch is less than the preset rotational speed, or the instantaneous accumulated slip power of the clutch is less than or equal to 0, it indicates that the clutch is in a combined state or a semi-combined state, at which time the mode switching is completed, and the accumulated slip power of the clutch needs to be cleared, that is, the accumulated slip power of the clutch in a single mode switching process is calculated. When the heat of the clutch exceeds the preset value during the mode switching process, the clutch protection strategy is executed. After the mode switching is completed, the clutch cools down to the normal state, and therefore the accumulated slip power of the clutch needs to be cleared.

[0106] For example, the second preset duration is 1 s, and the VCU detects the condition "Δn C <30rpm (calibration amount) or P C1 ≤0" is True. If the foregoing condition is True for 1 s or more than 1 s, the VCU clears the accumulated slip power E C of the clutch.

[0107] In this embodiment, after determining the instantaneous accumulated slip power of the clutch in the vehicle, if the instantaneous accumulated slip power of the clutch is less than or equal to a preset power, or the rotational speed difference between the two ends of the clutch is less than a preset rotational speed, timing is performed to obtain a second timing duration, and when the second timing duration is equal to or greater than a second preset duration, the accumulated slip power of the clutch is set to a preset value, and whether the heat in a single mode switching process exceeds a preset slip power is calculated. This reduces the influence of the frequent clutch pressure relief and the frequent engine fuel cut on the vehicle caused by the continuous accumulation of the slip power.

[0108] In an embodiment, the clutch includes a first clutch and a second clutch. In step S14, the instantaneous slip power of the clutch is determined according to the real-time slip torque of the clutch and the rotational speed difference between the two ends of the clutch, and specifically includes the following steps:

[0109] S141: The instantaneous slip power of the first clutch is determined according to the first rotational speed difference between the two ends of the first clutch and the first slip torque of the first clutch.

[0110] S142: The instantaneous slip power of the second clutch is determined according to the second rotational speed difference between the two ends of the second clutch and the second slip torque of the second clutch.

[0111] For example, if the clutch includes a first clutch and a second clutch, the real-time sliding friction torque corresponding to the real-time oil pressure of the first clutch is queried in the preset sliding friction torque data corresponding to the first clutch as the first sliding friction torque of the first clutch, and the real-time sliding friction torque corresponding to the real-time oil pressure of the second clutch is queried in the preset sliding friction torque data corresponding to the second clutch as the second sliding friction torque of the second clutch, and then the first speed difference between the two ends of the first clutch and the second speed difference between the two ends of the second clutch are determined, and then the instantaneous sliding friction power of the first clutch is determined according to the first speed difference between the two ends of the first clutch and the first sliding friction torque of the first clutch, and the instantaneous sliding friction power of the second clutch is determined according to the second speed difference between the two ends of the second clutch and the second sliding friction torque of the second clutch, and then the cumulative sliding friction power of the first clutch is calculated according to the instantaneous sliding friction power of the first clutch, and the cumulative sliding friction power of the second clutch is calculated according to the instantaneous sliding friction power of the second clutch, if the cumulative sliding friction power of the first clutch is greater than the first preset sliding friction power, the first clutch is controlled to be depressurized, and the engine is controlled to be fuel cut, if the cumulative sliding friction power of the second clutch is greater than the second preset sliding friction power, the second clutch is controlled to be depressurized, and it is determined whether the brake of the electromechanical coupling system in the vehicle is in a separated state, if the brake of the electromechanical coupling system in the vehicle is in the separated state, the engine is controlled to be fuel cut to protect the first clutch and the second clutch.

[0112] In an embodiment, in step S141, the first speed difference is determined by the following method:

[0113] The generator speed of the vehicle is determined, and the ring gear speed of the planetary gear is determined according to the generator speed;

[0114] The engine speed of the vehicle is determined;

[0115] The difference between the engine speed and the ring gear speed is taken as the first speed difference between the two ends of the first clutch.

[0116] From the above electromechanical coupling system, it can be seen that the structure of the two ends of the first clutch is the ring gear and the engine, when the first clutch needs to be protected, the instantaneous sliding friction power of the first clutch is determined according to the first speed difference between the two ends of the first clutch and the first sliding friction torque, wherein the generator speed and the engine speed of the vehicle are first determined, and then the ring gear speed of the planetary gear is determined according to the generator speed, and then the difference between the engine speed and the ring gear speed is taken as the first speed difference between the two ends of the first clutch, which clearly shows the calculation process of the first speed difference and provides a basis for subsequent calculations.

[0117] The calculation formula of the first speed difference is:

[0118] Δn C1= |n ICE -n R |;

[0119] wherein, Δn C1 is the first rotational speed difference, n ICE is the engine rotational speed, n R is the gear ring rotational speed.

[0120] wherein, the VCU can read the engine rotational speed signal sent by the Engine Management System (EMS) from the CAN network, so as to determine the engine rotational speed n ICE ; the VCU can also read the generator rotational speed signal sent by the Power Control Unit (PCU) from the CAN network, so as to determine the generator rotational speed n EM1 . After determining the generator rotational speed, the gear ring rotational speed is calculated according to the generator rotational speed and the generator-to-gear ring transmission ratio, and the calculation formula is as follows:

[0121]

[0122] wherein, n R is the gear ring rotational speed, i EM1 is the generator-to-gear ring transmission ratio.

[0123] In this embodiment, the engine rotational speed is determined by reading the engine rotational speed signal sent by the EMS from the CAN network, and the generator rotational speed is determined by reading the generator rotational speed signal sent by the PCU from the CAN network, which are only exemplary descriptions. In other embodiments, the engine rotational speed and the generator rotational speed can also be determined by other ways, which will not be described here.

[0124] While calculating the first rotational speed difference of the first clutch, the first clutch slip friction torque T C1 needs to be calculated according to the real-time oil pressure of the first clutch, and then the instantaneous slip friction power of the first clutch is calculated according to the first rotational speed difference of the first clutch and the first clutch slip friction torque T C1 , and the calculation formula is as follows:

[0125]

[0126] After calculating the instantaneous slip friction power P C1 of the first clutch, the P C1 at different times can be integrated to obtain the cumulative slip friction work of the first clutch, and the calculation process of the cumulative slip friction work of the first clutch is as follows:

[0127] E C1 = E C1 ′ + P C1 · t sampletime;

[0128] E C1 ′ is the cumulative sliding friction work of the clutch at a moment, t sampletime is the running period of the VCU (in s, for example, the running period of the VCU is 0.01 s) ; E C1 is the cumulative sliding friction work of the clutch at the current moment (in kJ). In this embodiment, when the vehicle VCU is powered on, the cumulative sliding friction work E C1 ′ of the clutch at a moment is 0.

[0129] After the cumulative sliding friction work E C1 of the first clutch is calculated, if E C1 is greater than the first preset sliding friction work value, the VCU controls the first clutch to release pressure and controls the engine to stop fuel supply, and then the VCU needs to wait for a first preset time length (for example, 5 s) before attempting to perform the first clutch sliding friction again, so as to ensure that the first clutch is fully cooled.

[0130] In addition, after the instantaneous sliding friction power P C1 of the first clutch is calculated, if the instantaneous sliding friction power of the first clutch is less than or equal to 0, or the first speed difference n R of the first clutch is less than a preset speed (for example, 30 rpm), the VCU sets the cumulative sliding friction work of the first clutch to 0, so as to reduce frequent control.

[0131] In an embodiment, in step S142, the second speed difference is determined as follows:

[0132] The generator speed of the vehicle is determined, and the driving motor speed of the vehicle is obtained;

[0133] The sun gear speed of the planetary gear is determined according to the generator speed;

[0134] The planetary carrier speed of the planetary gear is determined according to the driving motor speed;

[0135] The sun gear speed of the planetary gear is determined according to the planetary carrier speed and the ring gear speed;

[0136] The difference between the sun gear speed and the ring gear speed is taken as the second speed difference between the two ends of the second clutch.

[0137] From the above mechanical and electrical coupling system, the first clutch, the structure of both ends is respectively the gear ring and the sun gear, when the second clutch needs to be protected, the second instantaneous slip power of the second clutch needs to be determined according to the second speed difference between the two ends of the second clutch and the second slip friction torque, wherein, the generator speed and the driving motor speed of the vehicle need to be determined first, then the gear ring speed of the planetary gear is determined according to the generator speed, and the planetary carrier speed of the planetary gear is determined according to the driving motor speed, finally, the difference between the sun gear speed and the gear ring speed is taken as the second speed difference between the two ends of the second clutch, the calculation process of the second speed difference is clear, which provides a basis for subsequent calculation.

[0138] Wherein, the calculation formula of the second speed difference is:

[0139] Δn C2 =|n s -n R |;

[0140] Wherein, Δn C2 is the first speed difference, n s is the sun gear speed, and n R is the gear ring speed.

[0141] Wherein, the VCU can read the generator speed signal and driving motor speed signal sent by the power control unit (PCU) from the CAN network to determine the generator speed n EM1 and the driving motor speed n EM2 .

[0142] In this embodiment, the generator speed signal and driving motor speed signal sent by the PCU are read from the CAN network to determine the generator speed and driving motor speed, which is only exemplary, in other embodiments, the driving motor speed and the generator speed can also be determined by other ways, which will not be repeated here.

[0143] After determining the generator speed, the gear ring speed is calculated according to the generator speed and the gear ring transmission ratio of the generator EM1, the calculation formula is:

[0144]

[0145] Wherein, n R is the gear ring speed, and i EM1 is the gear ring transmission ratio of the generator.

[0146] After determining the generator speed, the planetary carrier speed n PC of the planetary gear is determined according to the driving motor speed, the calculation formula is:

[0147]

[0148] Among them, i EM2 For the transmission ratio from the drive motor EM2 to the intermediate shaft, i 03 This is the transmission ratio from the planetary carrier to the intermediate shaft.

[0149] The planet carrier speed n of the planetary gear is determined based on the speed of the drive motor. PC Then, the sun gear speed n is determined based on the planet carrier speed and the ring gear speed. S The calculation formula is:

[0150] n S =(K+1)n PC -Kn R ;

[0151] Where K is the characteristic parameter of the planetary arrangement, n R The rotational speed of the gear ring is given.

[0152] While calculating the second speed difference of the second clutch, it is also necessary to determine the slip torque T of the second clutch based on the real-time oil pressure of the second clutch. C1 Then, based on the second speed difference of the second clutch and the slip torque T of the second clutch... C2 The instantaneous slip power of the second clutch is calculated using the following formula:

[0153]

[0154] The instantaneous slip power P of the second clutch was calculated. C2 It can measure the distance from P at different times. C2 Integrating the equations, we obtain the cumulative slip friction work of the second clutch. The calculation process for the cumulative slip friction work of the second clutch is as follows:

[0155] E C2 =E C2 ′+P C2 ·t sampletime ;

[0156] Among them, E C2 ' is the cumulative slip friction work of the clutch at the previous moment, t sampletime The VCU's operating cycle time (in seconds, e.g., 0.01 seconds); E C2 This represents the cumulative slip friction work of the clutch at the current moment (in kJ). In this embodiment, when the vehicle VCU is powered on, the cumulative slip friction work E of the clutch at the previous moment is... C2 ′ is 0.

[0157] The cumulative slippage work E of the second clutch is calculated. C2 After that, if E C2If the second clutch's instantaneous slip power is greater than the second preset slip power value, the VCU controls the second clutch to release pressure, and when it is determined that the brake has been separated, the VCU controls the engine to cut fuel supply, and then the VCU needs to wait for a first preset time length (e.g., 5s) before it can again attempt to control the second clutch to slip, so as to ensure that the second clutch is sufficiently cooled.

[0158] In addition, after the instantaneous slip power P C2 If the second clutch's instantaneous slip power is less than or equal to 0, or the second clutch's second speed difference An C2 is less than a preset speed (e.g., 30rpm), the VCU sets the second clutch's cumulative slip power to 0, so as to reduce frequent control.

[0159] In this embodiment, for a hybrid vehicle equipped with the above-described electromechanical coupling system, a clutch protection control method is provided, which can avoid the clutch from being worn out due to continuous operation in harsh conditions, thereby improving the reliability of the electromechanical coupling system.

[0160] It should be understood that the size of the serial number of each step in the above-described embodiments does not mean the order of execution, and the execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0161] In an embodiment, a vehicle electronic control system is provided, including a motor controller, an engine management system (EMS), and a vehicle controller (VCU), wherein a vehicle clutch control method is applied in the vehicle controller VCU, as shown in Figure 3 The vehicle controller VCU obtains the generator speed (first motor EM1 speed) from the motor controller and the driving motor speed (second motor EM2 speed) through the CAN network, and obtains the engine speed from the engine management system EMS through the CAN network, and obtains the first clutch oil pressure, the second clutch oil pressure, and the brake B oil pressure from the first clutch pressure sensor, the second clutch pressure sensor, and the brake B pressure sensor, respectively, and then the VCU determines the cumulative slip power of the first clutch and the cumulative slip power of the second clutch according to the generator speed, the driving motor speed, the engine speed, the first clutch oil pressure, and the second clutch oil pressure, so as to control the first clutch and the second clutch. When the cumulative slip power of the first clutch is greater than a first preset slip power, the first clutch is controlled to release pressure, and the engine is controlled to cut fuel supply; when the cumulative slip power of the second clutch is greater than a second preset slip power, the second clutch is controlled to release pressure, and it is necessary to determine whether the brake B is separated according to the brake B oil pressure, and if the brake is separated, the engine is controlled to cut fuel supply.

[0162] In an embodiment, a vehicle clutch control device is provided, which corresponds to the vehicle clutch control method in the above-mentioned embodiments. As shown in FIG. 4, the vehicle clutch control device comprises a first determining module 401, a second determining module 402 and a control module 403. The functions of the modules are described in detail as follows. Figure 4

[0163] The first determining module 401 is configured to determine the instantaneous slip power of the clutch during the driving of the vehicle, and determine the cumulative slip power of the clutch according to the instantaneous slip power.

[0164] The second determining module 402 is configured to determine whether the cumulative slip power is greater than a preset slip power.

[0165] The control module 403 is configured to control the clutch to release pressure and control the engine of the vehicle to cut off oil supply if the cumulative slip power is greater than the preset slip power.

[0166] Further, the clutch comprises a first clutch and a second clutch, and the control module 403 is further configured to:

[0167] control the first clutch to release pressure and control the engine to cut off oil supply if the cumulative slip power of the first clutch is greater than a first preset slip power;

[0168] control the second clutch to release pressure and determine whether a brake of an electromechanical coupling system in the vehicle is in a disengaged state if the cumulative slip power of the second clutch is greater than a second preset slip power;

[0169] control the engine to cut off oil supply if the brake of the electromechanical coupling system in the vehicle is in the disengaged state.

[0170] Further, after the control module 403 controls the clutch to release pressure and controls the engine of the vehicle to cut off oil supply, the control module 403 is further configured to:

[0171] time to obtain a first timing duration, and determine whether the first timing duration is less than a first preset duration;

[0172] control a flag bit of the clutch to be allowed to slip if the first timing duration is greater than or equal to the first preset duration.

[0173] Further, the first determining module 401 is configured to:

[0174] obtain the real-time oil pressure of the clutch during the driving of the vehicle;

[0175] determine the real-time slip torque of the clutch according to the real-time oil pressure of the clutch;

[0176] ​determining a difference between rotational speeds of two ends of the clutch;

[0177] determining an instantaneous slip power of the clutch according to the slip torque of the clutch and the difference between rotational speeds of two ends of the clutch.

[0178] Further, the clutch comprises a first clutch and a second clutch, and the first determining module 401 is specifically further configured to:

[0179] determining an instantaneous slip power of the first clutch according to the first difference between rotational speeds of two ends of the first clutch and the first slip torque of the first clutch;

[0180] determining an instantaneous slip power of the second clutch according to the second difference between rotational speeds of two ends of the second clutch and the second slip torque of the second clutch.

[0181] Further, the first determining module 401 is specifically further configured to:

[0182] determining a generator rotational speed of the vehicle, and determining a ring gear rotational speed of a planetary gear according to the generator rotational speed;

[0183] determining an engine rotational speed of the vehicle;

[0184] taking a difference between the engine rotational speed and the ring gear rotational speed as the first difference between rotational speeds of two ends of the first clutch.

[0185] Further, the first determining module 401 is specifically further configured to:

[0186] determining a generator rotational speed of the vehicle, and obtaining a driving motor rotational speed of the vehicle;

[0187] determining a ring gear rotational speed of a planetary gear according to the generator rotational speed;

[0188] determining a planetary carrier rotational speed of the planetary gear according to the driving motor rotational speed;

[0189] determining a sun gear rotational speed according to the planetary carrier rotational speed and the ring gear rotational speed;

[0190] taking a difference between the sun gear rotational speed and the ring gear rotational speed as the second difference between rotational speeds of two ends of the second clutch.

[0191] Further, after determining the instantaneous cumulative slip power of the clutch in the vehicle, the first determining module 401 is specifically further configured to:

[0192] if the instantaneous cumulative slip power of the clutch is less than or equal to a preset power, or the difference between rotational speeds of two ends of the clutch is less than a preset rotational speed, timing is performed to obtain a second timing duration.

[0193] when the second time duration is equal to or equal to the second preset time duration, setting the cumulative slip work of the clutch to a preset value.

[0194] The specific limitations of the vehicle clutch control device can refer to the limitations of the vehicle clutch control method described above, which will not be repeated here. Each module in the vehicle clutch control device described above can be realized by software, hardware and their combination. The above-mentioned modules can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory of the computer device in software form, so that the processor calls and executes the operations corresponding to each module.

[0195] In one embodiment, a vehicle clutch control device is provided, which includes a processor, a memory connected through a system bus. Wherein the processor of the vehicle clutch control device is used to provide computing and control capabilities. The memory of the vehicle clutch control device includes a non-volatile storage medium, an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The computer program is executed by the processor to implement a vehicle clutch control method.

[0196] In one embodiment, as shown in Figure 5 a vehicle clutch control device is provided, which includes a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor executes the computer program to implement the following steps:

[0197] determining the instantaneous slip power of the clutch during vehicle driving, and determining the cumulative slip work of the clutch according to the instantaneous slip power;

[0198] determining whether the cumulative slip work is greater than a preset slip work;

[0199] if the cumulative slip work is greater than the preset slip work, controlling the clutch to release pressure and controlling the engine of the vehicle to stop fuel supply.

[0200] In one embodiment, a readable storage medium is provided, which stores a computer program, and the computer program is executed by the processor to implement the following steps:

[0201] determining the instantaneous slip power of the clutch during vehicle driving, and determining the cumulative slip work of the clutch according to the instantaneous slip power;

[0202] determining whether the cumulative slip work is greater than a preset slip work;

[0203] If the cumulative sliding friction work is greater than the preset sliding friction work, the clutch is controlled to be depressurized, and an engine of the vehicle is controlled to be fuel cut.

[0204] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, storage, database or other medium used in the embodiments provided in the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0205] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is exemplified, and in actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above.

[0206] The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A vehicle clutch control method characterized by, The method comprises: determining the instantaneous slip power of the clutch during the driving of the vehicle, and determining the cumulative slip power of the clutch according to the instantaneous slip power; determining whether the cumulative slip power is greater than a preset slip power; if the cumulative slip power is greater than the preset slip power, controlling the clutch to be depressurized and controlling the engine of the vehicle to be fuel cut off; wherein the clutch comprises a first clutch and a second clutch, and the controlling the clutch to be depressurized and the controlling the engine of the vehicle to be fuel cut off comprise: if the cumulative slip power of the first clutch is greater than a first preset slip power, controlling the first clutch to be depressurized and controlling the engine to be fuel cut off; if the cumulative slip power of the second clutch is greater than a second preset slip power, controlling the second clutch to be depressurized and determining whether a brake of an electromechanical coupling system in the vehicle is in a disengaged state; if the brake of the electromechanical coupling system in the vehicle is in the disengaged state, controlling the engine to be fuel cut off.

2. The vehicle clutch control method of claim 1, wherein After the controlling the clutch to be depressurized and the controlling the engine of the vehicle to be fuel cut off, the method further comprises: timing to obtain a first timing duration, and determining whether the first timing duration is less than a first preset timing duration; if the first timing duration is greater than or equal to the first preset timing duration, controlling a flag bit of the clutch to be in a slip-allowed state.

3. The vehicle clutch control method of claim 1, wherein The determining the instantaneous slip power of the clutch during the driving of the vehicle comprises: obtaining real-time oil pressure of the clutch during the driving of the vehicle; determining a real-time slip torque of the clutch according to the real-time oil pressure of the clutch; determining a rotational speed difference between two ends of the clutch; determining the instantaneous slip power of the clutch according to the real-time slip torque of the clutch and the rotational speed difference between the two ends of the clutch.

4. The vehicle clutch control method of claim 3, wherein The clutch comprises a first clutch and a second clutch, and the determining the instantaneous slip power of the clutch according to the real-time slip torque of the clutch and the rotational speed difference between the two ends of the clutch comprises: determining the instantaneous slip power of the first clutch according to a first rotational speed difference between two ends of the first clutch and a first slip torque of the first clutch; determining the instantaneous slip power of the second clutch according to a second rotational speed difference between two ends of the second clutch and a second slip torque of the second clutch.

5. The vehicle clutch control method of claim 4 wherein, The first rotational speed difference is determined by: determining a generator rotational speed of the vehicle, and determining a ring gear rotational speed of a planetary gear according to the generator rotational speed; determining an engine rotational speed of the vehicle; taking a difference between the engine rotational speed and the ring gear rotational speed as the first rotational speed difference between the two ends of the first clutch.

6. The vehicle clutch control method of claim 4, wherein The second rotational speed difference is determined by: determining a generator rotational speed of the vehicle, and obtaining a driving motor rotational speed of the vehicle; determining a ring gear rotational speed of a planetary gear according to the generator rotational speed; determining a planetary carrier rotational speed of the planetary gear according to the driving motor rotational speed; determining a sun gear rotational speed according to the planetary carrier rotational speed and the ring gear rotational speed; taking a difference between the sun gear rotational speed and the ring gear rotational speed as the second rotational speed difference between the two ends of the second clutch.

7. The vehicle clutch control method according to any one of claims 1 to 6, characterized by, After the determination of the instantaneous cumulative slip friction power of the clutch in the vehicle, the method further comprises: If the instantaneous cumulative slip friction power of the clutch is less than or equal to a preset power, or the rotational speed difference between the two ends of the clutch is less than a preset rotational speed, timing is performed to obtain a second timing duration; When the second timing duration is equal to or greater than a second preset duration, the cumulative slip friction power of the clutch is set to a preset value.

8. A vehicle clutch control device characterized by comprising: Comprise: A first determination module configured to determine the instantaneous slip friction power of the clutch during the driving of the vehicle, and determine the cumulative slip friction power of the clutch; A second determination module configured to determine whether the cumulative slip friction power is greater than a preset slip friction power; A control module configured to, if the cumulative slip friction power is greater than the preset slip friction power, control the clutch to release pressure, and control the engine of the vehicle to cut off fuel supply; Wherein, the clutch comprises a first clutch and a second clutch, and the control module is further configured to: If the cumulative slip friction power of the first clutch is greater than a first preset slip friction power, control the first clutch to release pressure, and control the engine to cut off fuel supply; If the cumulative slip friction power of the second clutch is greater than a second preset slip friction power, control the second clutch to release pressure, and determine whether a brake of an electromechanical coupling system in the vehicle is in a separated state; If the brake of the electromechanical coupling system in the vehicle is in the separated state, control the engine to cut off fuel supply.

9. A readable storage medium, the readable storage medium storing a computer program, characterized in that, The computer program is executed by a processor to realize the steps of the vehicle clutch control method according to any one of claims 1 to 7.

Images