Adaptive method for clutch half-engagement point

Abstract

The present invention provides an adaptive clutch half-engagement point method suitable for a dual-clutch transmission system in an automobile. The method comprises: when the state information of the dual-clutch transmission system and the driving information of the automobile meet preset adaptive activation conditions and the actual engine torque is within a preset stable range, storing the average engine torque; determining the target engine torque based on the average engine torque and a preset torque compensation value; and adjusting the pressure of the odd-numbered clutch based on the target engine torque and the actual engine torque; using the adjusted actual pressure of the odd-numbered clutch as the half-engagement point of the odd-numbered clutch; and determining whether the half-engagement point of the odd-numbered clutch meets preset rationality requirements. If the rationality requirements are met, adjusting the pressure of the even-numbered clutch based on the target engine torque and the actual engine torque to obtain the half-engagement point of the even-numbered clutch.

Description

Technical Field

[0001] The present invention relates to the technical field of clutch torque control, and in particular to an adaptive method for a clutch half-engagement point. Background Art

[0002] Dual-clutch transmissions have become the focus of research and development for major automakers because of their fast shifting speed, high comfort, and ability to provide uninterrupted power output.

[0003] For dual-clutch transmissions, clutch control significantly impacts the smoothness of the vehicle's ride. The clutch's half-engagement point is one of the clutch's most fundamental characteristic points. The clutch half-engagement point pressure is a crucial clutch parameter, and its accuracy directly impacts the smoothness of the motor starting the engine, which in turn affects the vehicle's starting and driving smoothness. Natural wear of the clutch during vehicle use can cause the clutch half-engagement point pressure to vary. Inconsistencies in clutch manufacturing and varying operating conditions can also cause variations in the clutch half-engagement point pressure. An inaccurate clutch half-engagement point can cause the zero point of the entire clutch torque model to shift, affecting its accuracy and, consequently, vehicle performance.

[0004] The existing method for adjusting the half-engagement point of the clutch is to adjust the half-engagement point by applying pressure to the clutch to drag the speed of the corresponding clutch input shaft to a certain speed height when the car is idling in P gear. Figure 1 Curve 1 represents the clutch input shaft speed, Curve 2 represents the engine speed, and Curve 3 represents the actual clutch pressure. As the clutch slowly increases pressure, the clutch input shaft speed gradually increases, tending to synchronize with the engine speed. As the clutch continues to increase pressure, when the input shaft speed reaches a certain speed threshold, such as 400 rpm, the actual clutch pressure at this point is considered to be the corresponding half-engagement point.

[0005] However, this method has two issues. First, clutches (especially wet clutches) exhibit a certain degree of hysteresis. Therefore, when idling in P gear, the clutch input shaft may be dragged to a very high speed, making the half-engagement point obtained by this method inaccurate. Second, this method is significantly affected by gearbox hysteresis, resulting in significant variations in the half-engagement point at different gearbox temperatures.

[0006] Therefore, the method for adjusting the half-engagement point of the clutch in the prior art cannot obtain an accurate half-engagement point. Summary of the Invention

[0007] The purpose of the present invention is to solve the problem in the prior art that the half-engagement point of the clutch is inaccurate, which affects the performance of the entire vehicle.

[0008] To solve the above problems, an embodiment of the present invention discloses an adaptive method for a clutch half-engagement point, which is applicable to a dual-clutch transmission system of an automobile. The dual-clutch transmission system includes a dual-clutch transmission, an engine, an odd-numbered clutch, and an even-numbered clutch. The dual-clutch transmission includes an odd-numbered clutch transmission and an even-numbered clutch transmission. The odd-numbered clutch is arranged between the odd-numbered clutch transmission and the engine to cut off or connect power transmission between the odd-numbered clutch transmission and the engine. The even-numbered clutch is arranged between the even-numbered clutch transmission and the engine to cut off or connect power transmission between the even-numbered clutch transmission and the engine. The adaptive method for the clutch half-engagement point includes the following steps:

[0009] S1: Obtaining state information of a dual-clutch transmission system and driving information of a vehicle, and determining whether the state information of the dual-clutch transmission system and the driving information of the vehicle meet preset adaptive activation conditions;

[0010] If yes, proceed to step S2;

[0011] If not, continue to determine whether the state information of the dual-clutch transmission system and the driving information of the vehicle meet the preset adaptive activation conditions;

[0012] S2: Obtaining the real-time actual torque of the engine within a preset time period and the average torque of the engine within the preset time period, and determining whether the actual torque is within a preset stable range;

[0013] If yes, store the average torque of the engine and execute step S3;

[0014] If not, exit the self-adaptation and re-execute step S1;

[0015] S3: determining a target torque of the engine according to the average torque of the engine and a preset torque compensation value, and adjusting the actual pressure of the odd-numbered clutch according to the target torque of the engine and the actual torque of the engine;

[0016] S4: Using the adjusted actual pressure of the odd-numbered clutch as the half-engagement point of the odd-numbered clutch, and determining whether the half-engagement point of the odd-numbered clutch meets a preset rationality requirement;

[0017] If so, the actual pressure of the even-numbered clutch is adjusted according to the target torque of the engine and the actual torque of the engine to obtain the half-engagement point of the even-numbered clutch;

[0018] If not, exit the self-adaptation process and execute step S1 again.

[0019] By adopting the above scheme, the clutch pressure is dynamically controlled during engine idle control, so that the actual torque of the engine at idle reaches the target torque without being affected by the clutch characteristic delay, and the zero point matching the vehicle power system can be accurately and stably found.

[0020] According to another specific embodiment of the present invention, in the adaptive method of the clutch half-engagement point disclosed in the embodiment of the present invention, in step S1, the status information of the dual-clutch transmission system includes the engine speed and the oil temperature in the dual-clutch transmission system; the driving information of the vehicle includes the current gear, the brake pedal travel, and the number of gear shifts; and the adaptive activation conditions include: the current gear is the parking gear; the engine speed range is 600 rpm to 800 rpm; the brake pedal travel range is 4% to 6%; the number of gear shifts is 30,000 to 50,000 times; the oil temperature in the dual-clutch transmission system ranges from 60°C to 100°C; and the above conditions must be met simultaneously.

[0021] By adopting the above scheme, in the process of judging the adaptive activation conditions, the gear position, the state of the clutch, the state of the engine, and even the influence of oil temperature, the travel of the brake pedal, the number of gear shifts, etc. are comprehensively considered. Setting strict adaptive activation conditions can make the engine torque obtained subsequently according to the adaptive activation conditions more accurate, thereby improving the accuracy of control.

[0022] According to another specific embodiment of the present invention, the adaptive method of the clutch half-engagement point disclosed in the embodiment of the present invention, after step S2, also includes: pre-punching the odd-numbered clutch to make the actual pressure of the odd-numbered clutch close to the half-engagement point of the odd-numbered clutch.

[0023] By adopting the above scheme, by pre-flushing the odd-numbered clutch, the pressure of the odd-numbered clutch can be made closer to the half-engagement point of the odd-numbered clutch, thereby shortening the adjustment time, facilitating the pressure following during subsequent dynamic adjustment, and increasing the accuracy of adaptation.

[0024] According to another specific embodiment of the present invention, the adaptive method of the clutch half-engagement point disclosed in the embodiment of the present invention, step S3 includes:

[0025] S31: determining the sum of the average torque of the engine and a preset torque compensation value as the target torque of the engine;

[0026] S32: determining an adjustment deviation amount according to the target torque of the engine and the actual torque of the engine;

[0027] S33: Perform proportional-integral adjustment on the actual pressure of the odd-numbered clutch according to the adjustment deviation.

[0028] By adopting the above scheme, proportional-integral adjustment is performed on the actual pressure of the odd-numbered clutch according to the adjustment deviation. The proportional-integral adjustment can make the control more timely and rapid.

[0029] According to another specific embodiment of the present invention, an adaptive method for clutch half-engagement point disclosed in an embodiment of the present invention, in step S4, the pressure of the even clutch is adjusted according to the target torque and the torque compensation value, including: pre-charging the even clutch to make the actual pressure of the even clutch close to the half-engagement point of the even clutch; determining the average torque of the engine and the sum of the preset torque compensation value as the target torque of the engine; determining the adjustment deviation amount according to the target torque of the engine and the actual torque of the engine; and performing proportional-integral adjustment on the actual pressure of the even clutch according to the adjustment deviation amount.

[0030] According to another specific embodiment of the present invention, the adaptive method of clutch half-engagement point disclosed in the embodiment of the present invention, after step S4, further includes: storing the half-engagement points of the odd-numbered clutches and the half-engagement points of the even-numbered clutches in the read-only memory of the vehicle.

[0031] By adopting the above solution, the half-engagement points of the odd-numbered clutches and the even-numbered clutches are stored in the vehicle's read-only memory, which facilitates the calling of the clutch torque model and saves the time of each adaptation.

[0032] According to another specific embodiment of the present invention, the method for self-adapting the clutch half-engagement point disclosed in the embodiment of the present invention, during the process of executing steps S2 to S4, further includes: determining in real time whether the state information of the dual-clutch transmission system and the driving information of the vehicle meet a preset self-adaptation exit condition;

[0033] If yes, exit the adaptive mode;

[0034] If not, continue to judge whether the state information of the dual-clutch transmission system and the driving information of the vehicle meet the preset adaptive exit conditions.

[0035] By adopting the above scheme, it is possible to determine in real time whether the preset adaptive exit conditions are met, and to immediately exit the adaptive mode when the preset adaptive exit conditions are met, thereby avoiding the influence of factors such as unstable engine torque and gear shift on the accuracy of the adaptive mode.

[0036] According to another specific embodiment of the present invention, the adaptive method of the clutch half-engagement point disclosed in the embodiment of the present invention, the state information of the dual-clutch transmission system includes the real-time torque of the engine and the average torque of the engine; the driving information of the car includes the current gear; and the adaptive exit conditions include: the real-time torque fluctuation of the engine causes the vibration frequency and vibration amplitude of the engine to exceed the preset frequency threshold and amplitude threshold; or the average torque of the engine is in the range of 0N·m to 3N·m; or the current gear is a gear other than the parking gear.

[0037] According to another specific embodiment of the present invention, the adaptive method of the clutch half-engagement point disclosed in the embodiment of the present invention, when exiting the adaptation, further includes: clearing the stored average torque of the engine.

[0038] With the above solution, when exiting the self-adaptation, the average torque of the engine is reset to zero, and the average torque of the engine is recalculated when the next self-adaptation is performed, thereby improving the accuracy of each self-adaptation.

[0039] According to another specific embodiment of the present invention, in the adaptive method of the clutch half-engagement point disclosed in the embodiment of the present invention, in step S2, a preset stability range is determined according to the fluctuation amplitude of the actual torque of the engine within a preset time period; in step S3, the preset torque compensation value range is 2N·m to 3N·m; and in step S4, the preset rationality requirements are determined according to the hardware characteristics of the dual-clutch transmission system.

[0040] The beneficial effects of the present invention are:

[0041] The present invention provides an adaptive method for clutch half-engagement points. When the state information of a dual-clutch transmission system and the driving information of a vehicle meet preset adaptive activation conditions and the actual engine torque is within a preset stable range, the average engine torque is stored. The target engine torque is then determined based on the average engine torque and a preset torque compensation value, and the pressure of the odd-numbered clutch is adjusted based on the target engine torque and the actual engine torque. The adjusted actual pressure of the odd-numbered clutch is used as the half-engagement point of the odd-numbered clutch. A determination is made as to whether the half-engagement point of the odd-numbered clutch meets preset rationality requirements. If the rationality requirements are met, the pressure of the even-numbered clutch is adjusted based on the target engine torque and the actual engine torque to obtain the half-engagement point of the even-numbered clutch. This solution dynamically controls the clutch pressure during engine idle control, ensuring that the actual engine torque at idle reaches the target torque without being affected by clutch characteristic delays. This allows for accurate and stable zero point matching of the vehicle's powertrain. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1is a parameter curve diagram of a dual-clutch transmission in the prior art;

[0043] Figure 2 1 is a flow chart of a method for adaptively controlling a clutch half-engagement point according to an embodiment of the present invention;

[0044] Figure 3 1 is a schematic structural diagram of a dual-clutch transmission system provided by an embodiment of the present invention;

[0045] Figure 4 1 is a schematic structural diagram of a clutch in a dual-clutch transmission system provided by an embodiment of the present invention;

[0046] Figure 5 1 is another flow chart of the adaptive method for the clutch half-engagement point provided by an embodiment of the present invention.

[0047] Description of reference numerals:

[0048] 1. Dual-clutch transmission; 11. Odd-clutch transmission; 12. Even-clutch transmission; 2. Engine; 3. Odd-clutch; 31. Odd-numbered input shaft; 4. Even-numbered clutch; 41. Even-numbered input shaft; 5. Synchronizer; 6. Idler gear; 7. Final reduction gear; 8. Output shaft. DETAILED DESCRIPTION

[0049] The following is an explanation of the embodiments of the present invention by specific specific examples. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this invention are limited to this embodiment. On the contrary, the purpose of introducing the invention in conjunction with the embodiment is to cover other options or modifications that may be extended based on the claims of the present invention. In order to provide a deep understanding of the present invention, the following description will contain many specific details. The present invention can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present invention, some specific details will be omitted in the description. It should be noted that the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

[0050] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0051] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the inventive product is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present invention.

[0052] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0053] In the description of this embodiment, it should be noted that, unless otherwise specified or limited, the terms "disposed," "connected," and "connected" should be understood broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this embodiment based on specific circumstances.

[0054] To make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0055] To solve the problem in the prior art that the clutch half-engagement point is inaccurate and affects the performance of the entire vehicle, this embodiment provides an adaptive method for the clutch half-engagement point, which is applicable to a dual-clutch transmission system of an automobile.

[0056] Specifically, refer to Figure 1 The adaptive method for the clutch half-engagement point provided in this embodiment includes the following steps:

[0057] S1: Obtaining state information of a dual-clutch transmission system and driving information of a vehicle, and determining whether the state information of the dual-clutch transmission system and the driving information of the vehicle meet preset adaptive activation conditions;

[0058] If yes, proceed to step S2;

[0059] If not, continue to determine whether the state information of the dual-clutch transmission system and the driving information of the vehicle meet the preset adaptive activation conditions;

[0060] S2: Obtaining the real-time actual torque of the engine within a preset time period and the average torque of the engine within the preset time period, and determining whether the actual torque is within a preset stable range;

[0061] If yes, store the average torque of the engine and execute step S3;

[0062] If not, exit the self-adaptation and re-execute step S1;

[0063] S3: determining a target torque of the engine according to the average torque of the engine and a preset torque compensation value, and adjusting the pressure of the odd-numbered clutch according to the target torque of the engine and the actual torque of the engine;

[0064] S4: Using the adjusted actual pressure of the odd-numbered clutch as the half-engagement point of the odd-numbered clutch, and determining whether the half-engagement point of the odd-numbered clutch meets a preset rationality requirement;

[0065] If so, the pressure of the even-numbered clutch is adjusted according to the target torque of the engine and the actual torque of the engine to obtain the half-engagement point of the even-numbered clutch;

[0066] If not, exit the self-adaptation process and execute step S1 again.

[0067] By adopting the above solution, the clutch is pressurized so that the engine torque reaches the target torque, which will not be affected by the clutch characteristic delay and can accurately and stably find the zero point of the vehicle power system matching.

[0068] Next, refer to Figure 2-5 The adaptive method for the clutch half-engagement point provided in this embodiment is described.

[0069] Before introducing the adaptive method of the clutch half-engagement point, the dual-clutch transmission system is explained first. Figure 3 The dual-clutch transmission system includes a dual-clutch transmission 1, an engine 2, an odd-numbered clutch 3, and an even-numbered clutch 4.

[0070] The dual-clutch transmission 1 includes an odd-numbered clutch transmission 11 and an even-numbered clutch transmission 12. The odd-numbered clutch 3 is disposed between the odd-numbered clutch transmission 11 and the engine 2 to disconnect or connect power transmission between the odd-numbered clutch transmission 11 and the engine 2. The even-numbered clutch 4 is disposed between the even-numbered clutch transmission 12 and the engine 2 to disconnect or connect power transmission between the even-numbered clutch transmission 12 and the engine 2.

[0071] refer to Figure 4 The clutches of the dual-clutch transmission system provided in this embodiment include an odd-numbered clutch 3 and an even-numbered clutch 4.

[0072] The odd clutch 3 controls odd gears, and the even clutch 4 controls even gears. When the engine 2 starts, the odd clutch 3 engages first to enable a 1st gear start. When the vehicle speed reaches the shift point for shifting from 1st to 2nd gear, the odd clutch 3 disengages and the even clutch 4 engages, enabling a 1st to 2nd gear shift. The odd input shaft 31 is connected to the odd clutch 3, and the even input shaft 41 is connected to the even clutch 4. The odd clutch 3 and the even clutch 4 are each connected to an output shaft 8, which transmits power from the engine 2 through the clutch to the transmission. The synchronizer 5 ensures smooth gear engagement during shifting. The idler gear 6 meshes with the gears on the odd input shaft 31, the even input shaft 41, and the synchronizer 5. The synchronizer 5 transmits power from the final reduction gear 7 to the differential, achieving the output gear.

[0073] The dual-clutch transmission system described in this embodiment has no essential difference from the prior art and will not be described in detail here.

[0074] The adaptive method for the clutch half-engagement point provided in this embodiment is applicable to the above-mentioned dual-clutch transmission system. Preferably, the half-engagement point of the wet clutch is adaptively adjusted. Figure 2 and Figure 4 , the adaptive method of the clutch half-engagement point is explained.

[0075] First, step S1 is executed to obtain status information of the dual-clutch transmission system and driving information of the vehicle, and to determine whether the status information of the dual-clutch transmission system and the driving information of the vehicle meet preset adaptive activation conditions.

[0076] If yes, proceed to step S2;

[0077] If not, continue to determine whether the state information of the dual-clutch transmission system and the driving information of the vehicle meet the preset adaptive activation conditions.

[0078] Specifically, the state information of the dual-clutch transmission system includes the engine speed and the oil temperature in the dual-clutch transmission system. In addition, the driving information of the vehicle includes the current gear position, brake pedal travel, and the number of gear shifts.

[0079] The engine speed is the real-time engine speed, which can be measured by a speed sensor. The oil temperature in the dual-clutch transmission system is the temperature of the oil flowing through the dual-clutch transmission system, which can be measured by a temperature sensor.

[0080] The current gear is the actual gear position of the vehicle while driving, which can be measured by a gear sensor. The brake pedal travel can also be measured by a brake pedal sensor, and the number of gear shifts can also be measured by a gear sensor.

[0081] More specifically, the adaptive activation conditions include: the current gear is parking; the engine speed range is 600 rpm to 800 rpm; the brake pedal travel range is 4% to 6%; the number of gear shifts is 30,000 to 50,000 times; and the oil temperature in the dual-clutch transmission system ranges from 60°C to 100°C.

[0082] Specifically, the engine speed range is 600 rpm to 800 rpm, and can be 600 rpm, 750 rpm, 800 rpm, or other values ​​within the range.

[0083] The range of the brake pedal stroke is 4% to 6%, specifically 4%, 5.5%, 6%, or other values, and is preferably 5% in this embodiment.

[0084] The number of gear shifts is 30,000 to 50,000 times, and can be specifically 30,000, 35,000, 40,000, 50,000, or other values.

[0085] The oil temperature in the dual clutch transmission system ranges from 60° C. to 100° C., and specifically may be 60° C., 75° C., 88.5° C., 100° C., or other values ​​within the range.

[0086] It should be noted that the above adaptive activation conditions need to be met simultaneously.

[0087] That is to say, each of the adaptive activation conditions listed above needs to be met before the process of adaptively adjusting the pressure of the semi-binding point can be carried out. Otherwise, adaptation cannot be carried out and further judgment is required.

[0088] Next, executing step S2, obtaining the real-time actual torque of the engine within a preset time period and the average torque of the engine within the preset time period, and determining whether the actual torque is within a preset stable range;

[0089] If yes, store the average torque of the engine and execute step S3;

[0090] If not, exit the self-adaptation process and execute step S1 again.

[0091] It should be noted that in this embodiment, the preset stability range is determined based on the fluctuation amplitude of the actual torque of the engine within a preset time period. Small fluctuations are normal, but when the fluctuation amplitude of the actual torque is large, it indicates that the actual torque of the engine is unstable. Those skilled in the art can set an appropriate fluctuation amplitude threshold based on actual needs. If the threshold is exceeded, it indicates that the actual torque of the engine is unstable.

[0092] The time range of the preset time period can be determined according to actual conditions, and can be a few millimeters, a few seconds or even a few minutes.

[0093] Storing the average engine torque, also known as freezing the average engine torque, requires storing the average engine torque in the vehicle's memory so that it can be used directly in subsequent calculations.

[0094] Preferably, after step S2, the method further includes: pre-flushing the odd-numbered clutches so that the actual pressure of the odd-numbered clutches approaches the half-engagement point of the odd-numbered clutches.

[0095] In this embodiment, to facilitate pressure tracking during subsequent dynamic adjustments and improve adaptive accuracy, the odd-numbered clutches are pre-charged after the average engine torque is frozen. This allows the pressure of the odd-numbered clutches to be closer to the half-engagement point of the odd-numbered clutches, thereby shortening adjustment time and improving adjustment accuracy.

[0096] Pre-flushing is to pre-flushing the clutch with oil. The specific method can refer to the existing technology and will not be described in detail in this embodiment.

[0097] Thereafter, step S3 is executed to determine the target torque of the engine according to the average torque of the engine and a preset torque compensation value, and to adjust the actual pressure of the odd-numbered clutch according to the target torque of the engine and the actual torque of the engine.

[0098] It should be noted that, in this embodiment, the preset torque compensation value ranges from 2 N·m to 3 N·m, and can specifically be 2 N·m, 2.2 N·m, 2.55 N·m, 2.8 N·m, 3 N·m, or other values ​​within this range.

[0099] Specifically, step S3 includes the following steps:

[0100] S31: determining the sum of the average torque of the engine and a preset torque compensation value as the target torque of the engine;

[0101] S32: determining an adjustment deviation amount according to the target torque of the engine and the actual torque of the engine;

[0102] S33: Perform proportional-integral adjustment on the actual pressure of the odd-numbered clutch according to the adjustment deviation.

[0103] In other words, in this application, the average engine torque and the preset torque compensation value are summed, and this sum is used as the target torque. The difference between the target engine torque and the actual engine torque is then calculated and used as the adjustment deviation. Once this adjustment deviation is calculated, the actual clutch pressure can be adjusted.

[0104] Moreover, in this embodiment, the clutch pressure is preferably regulated by proportional-integral regulation, that is, a control deviation (regulated deviation amount) is formed according to a given value (target torque) and an actual output value (actual torque), and the proportion and integral of the deviation are linearly combined to form a control amount to control the controlled object (actual pressure of the clutch).

[0105] It can be seen that in this embodiment, a target torque of the engine is given, and the actual pressure of the clutch is continuously adjusted so that the torque of the engine reaches the target.

[0106] Next, step S4 is executed to use the actual pressure of the odd-numbered clutch after adjustment as the half-engagement point of the odd-numbered clutch, and to determine whether the half-engagement point of the odd-numbered clutch meets the preset rationality requirement;

[0107] If so, the pressure of the even-numbered clutch is adjusted according to the target torque of the engine and the actual torque of the engine to obtain the half-engagement point of the even-numbered clutch;

[0108] If not, exit the self-adaptation process and execute step S1 again.

[0109] It should be noted that, in this embodiment, the preset rationality requirement is determined based on the hardware characteristics of the dual-clutch transmission system.

[0110] Specifically, in this embodiment, the actual pressure of the odd-numbered clutch is first adjusted to obtain the half-engagement point of the odd-numbered clutch. When the half-engagement point of the odd-numbered clutch meets the rationality requirement, the actual pressure of the even-numbered clutch is adjusted.

[0111] Specifically, the pressure of the even clutch is adjusted according to the target torque and the torque compensation value, including: pre-charging the even clutch so that the actual pressure of the even clutch is close to the half-engagement point of the even clutch; determining the sum of the average torque of the engine and the preset torque compensation value as the target torque of the engine; determining the adjustment deviation amount according to the target torque of the engine and the actual torque of the engine; and performing proportional-integral adjustment on the actual pressure of the even clutch according to the adjustment deviation amount.

[0112] In this embodiment, the method for adjusting the actual pressure of the even-numbered clutches is essentially the same as the method for adjusting the actual pressure of the odd-numbered clutches, and will not be described in detail in this embodiment.

[0113] Preferably, after step S4, the method further includes: storing the half-engagement points of the odd-numbered clutches and the half-engagement points of the even-numbered clutches in a read-only memory of the vehicle.

[0114] That is to say, in this embodiment, after the adaptation of the even-numbered clutch is completed, the half-engagement point of the odd-numbered clutch and the half-engagement point of the even-numbered clutch will be stored in the vehicle's read-only memory for the clutch torque model to call.

[0115] In this embodiment, the read-only memory refers to an electrically erasable programmable read-only memory (EEPROM).

[0116] The torque model is obtained by analyzing and processing the torque curve. For a dry clutch, its torque curve can be determined by the clutch position (displacement) by pushing the clutch plate to move by the motor. This displacement can usually be measured by the actuator motor. For a wet clutch, its torque curve can be determined by measuring the pressure in the clutch piston chamber to determine the torque that the clutch can transmit. The clutch pressure is measured directly by the sensor. The above torque curves need to be calibrated on the transmission test bench through a special torque sensor, and then tested and verified on the whole vehicle, corrected for influencing factors such as temperature, and finally used as a torque model.

[0117] Further, refer to Figure 5 , during the process of executing steps S2 to S4, further comprising:

[0118] Real-time judgment of whether the status information of the dual-clutch transmission system and the driving information of the vehicle meet the preset adaptive exit conditions;

[0119] If yes, exit the adaptive mode;

[0120] If not, continue to judge whether the state information of the dual-clutch transmission system and the driving information of the vehicle meet the preset adaptive exit conditions.

[0121] That is to say, in this embodiment, during the process of self-adaptation, it is determined in real time whether the self-adaptation exit condition is met. If the self-adaptation exit condition is met, the self-adaptation is directly exited regardless of the current stage of self-adaptation.

[0122] Specifically, the state information of the dual-clutch transmission system includes the real-time torque of the engine and the average torque of the engine. The driving information of the car includes the current gear.

[0123] The engine's real-time torque is monitored using a torque sensor. Average engine torque can be calculated by measuring the engine's torque at various points over a period of time and averaging the total torque. The current gear position is measured using a gear position sensor.

[0124] More specifically, the adaptive exit conditions include: the real-time torque fluctuation of the engine causes the engine's vibration frequency and vibration amplitude to exceed the preset frequency threshold and amplitude threshold; or the average torque of the engine ranges from 0N·m to 3N·m; or the current gear is other than the parking gear.

[0125] That is to say, in this embodiment, exiting the adaptation only requires satisfying one of the above-mentioned adaptation exit conditions.

[0126] The real-time engine torque fluctuations cause the engine jitter frequency and amplitude to exceed preset frequency and amplitude thresholds, indicating that the engine torque is unstable. Those skilled in the art may determine the frequency and amplitude thresholds based on the engine's torque range, engine hardware characteristics, and other factors. This embodiment does not limit their specific ranges.

[0127] It should be explained that, in this embodiment, when exiting the adaptation, the process also includes: clearing the stored average torque of the engine to zero.

[0128] That is to say, in this embodiment, after exiting the adaptation, the data needs to be cleared, and the data needs to be collected again in the next round of determining the adaptation activation condition and performing the adaptation.

[0129] In this embodiment, only the data that needs to be cleared include the average torque of the engine. Those skilled in the art can also clear other data as needed to improve the accuracy of the result of the re-adaptation.

[0130] The above describes the entire process of the adaptive clutch half-engagement point method provided by this embodiment. Under engine idle control, the target engine torque is approximately 0 N·m. This method dynamically controls clutch pressure during engine idle control, ensuring that the actual engine torque at idle reaches the target torque. This method is unaffected by clutch characteristic delays and accurately and stably finds the zero point for vehicle powertrain matching.

[0131] In another specific embodiment of the present invention, the self-adaptation method of the clutch half-engagement point includes:

[0132] When all adaptive activation conditions are met, the actual and average engine torque are calculated, and the engine torque stability is determined in real time. If the stability exceeds a certain threshold, the adaptive process is terminated.

[0133] When the engine torque stabilizes over a certain period of time, the average value of the actual engine torque (mean torque) is frozen, and the adaptive process begins. First, the odd-numbered clutches are pre-charged to facilitate pressure tracking during subsequent dynamic adjustments and increase adaptive accuracy. Once the odd-numbered clutch pre-charge is complete, dynamic PI adjustment of the odd-numbered clutch pressure is performed. By adjusting the actual clutch pressure, the actual engine torque is stabilized at the mean torque plus a certain adjustment deviation. After dynamic adjustment is completed, the corresponding actual clutch pressure becomes the half-engagement point (KissPoint) of the odd-numbered clutch after dynamic adaptation. If this half-engagement point meets certain reasonableness requirements, adaptive adaptation of the half-engagement point of the even-numbered clutch continues. Otherwise, the adaptive process is abandoned, and the state jumps directly to determining whether all adaptive activation conditions are met.

[0134] The adaptive method of the half-engagement point of the even-numbered clutch is similar to that of the half-engagement point of the odd-numbered clutch. After the adaptation of the half-engagement point of the even-numbered clutch is completed, the corresponding adapted half-engagement points of the odd-numbered clutch and the even-numbered clutch will be stored in the corresponding EERPOM for the clutch torque model to call.

[0135] Although the present invention has been illustrated and described with reference to certain preferred embodiments thereof, it should be understood by those skilled in the art that the above description is provided as a further detailed description of the present invention in conjunction with specific embodiments thereof, and that the specific implementation of the present invention is not limited to these descriptions. Those skilled in the art may make various changes in form and details, including simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. An adaptive method for clutch half-engagement point, characterized in that: A dual-clutch transmission system for an automobile, comprising a dual-clutch gearbox, an engine, an odd-numbered clutch, and an even-numbered clutch; wherein The dual-clutch transmission includes an odd-numbered clutch transmission and an even-numbered clutch transmission; the odd-numbered clutch is disposed between the odd-numbered clutch transmission and the engine to cut off or connect the power transmission between the odd-numbered clutch transmission and the engine; the even-numbered clutch is disposed between the even-numbered clutch transmission and the engine to cut off or connect the power transmission between the even-numbered clutch transmission and the engine; The self-adaptive method of the clutch half-engagement point comprises the following steps: S1: Acquiring state information of the dual-clutch transmission system and driving information of the vehicle, and determining whether the state information of the dual-clutch transmission system and the driving information of the vehicle both meet preset adaptive activation conditions; If yes, proceed to step S2; If not, continue to determine whether the state information of the dual-clutch transmission system and the driving information of the vehicle meet the preset adaptive activation conditions; S2: Obtaining the real-time actual torque of the engine within a preset time period and the average torque of the engine within the preset time period, and determining whether the actual torque is within a preset stable range; If yes, store the average torque of the engine and execute step S3; If not, exit the self-adaptation and re-execute step S1; S3: determining a target torque of the engine according to an average torque of the engine and a preset torque compensation value, and adjusting an actual pressure of the odd-numbered clutch according to the target torque of the engine and an actual torque of the engine; S4: using the adjusted actual pressure of the odd-numbered clutch as the half-engagement point of the odd-numbered clutch, and determining whether the half-engagement point of the odd-numbered clutch meets a preset rationality requirement; If so, adjusting the actual pressure of the even-numbered clutch according to the target torque of the engine and the actual torque of the engine to obtain a half-engagement point of the even-numbered clutch; If not, exit the self-adaptation and re-execute step S1; Furthermore, after step S2, the method further includes: Pre-flushing the odd-numbered clutch so that the actual pressure of the odd-numbered clutch approaches the half-engagement point of the odd-numbered clutch; and step S3 includes: S31: determining the sum of the average torque of the engine and the preset torque compensation value as the target torque of the engine; S32: determining an adjustment deviation amount according to the target torque of the engine and the actual torque of the engine; S33: Performing proportional-integral regulation on the actual pressure of the odd-numbered clutch according to the regulation deviation.

2. The self-adaptive method for clutch half-engagement point according to claim 1, characterized in that: In step S1, the state information of the dual-clutch transmission system includes the speed of the engine and the oil temperature in the dual-clutch transmission system; The vehicle's driving information includes the current gear position, brake pedal travel, and number of gear shifts; and The adaptive activation conditions include: The current gear is the parking gear; The engine speed range is 600 rpm to 800 rpm; The brake pedal travel range is 4% to 6%; The number of gear shifts is 30,000 to 50,000 times; The oil temperature in the dual clutch transmission system is in the range of 60°C to 100°C; and The above conditions must be met at the same time.

3. The self-adaptive method of clutch half-engagement point according to claim 1, characterized in that: In step S4, adjusting the pressure of the even-numbered clutch according to the target torque and the torque compensation value includes: Pre-flushing the even-numbered clutch so that the actual pressure of the even-numbered clutch approaches the half-engagement point of the even-numbered clutch; determining a sum of the average torque of the engine and the preset torque compensation value as the target torque of the engine; determining an adjustment deviation amount according to the target torque of the engine and the actual torque of the engine; The actual pressure of the even-numbered clutch is adjusted proportionally and integrally according to the adjustment deviation.

4. The self-adaptive method for clutch half-engagement point according to claim 1, characterized in that: After step S4, the method further includes: The half engagement point of the odd-numbered clutch and the half engagement point of the even-numbered clutch are stored in a read-only memory of the vehicle.

5. The self-adaptive method of clutch half-engagement point according to claim 1, characterized in that: The process of executing step S2 to step S4 further includes: determining in real time whether the state information of the dual-clutch transmission system and the driving information of the vehicle meet a preset adaptive exit condition; If yes, exit the adaptive process; If not, continue to determine whether the state information of the dual-clutch transmission system and the driving information of the vehicle meet the preset adaptive exit condition.

6. The self-adaptive method of clutch half-engagement point according to claim 5, characterized in that: The state information of the dual-clutch transmission system includes the real-time torque of the engine and the average torque of the engine; The driving information of the vehicle includes the current gear position; and The adaptive exit conditions include: The real-time torque fluctuation of the engine causes the vibration frequency and vibration amplitude of the engine to exceed the preset frequency threshold and amplitude threshold; or The average torque of the engine is in the range of 0 N·m to 3 N·m; or The current gear is a gear other than the parking gear.

7. The self-adaptive method for clutch half-engagement point according to claim 5, characterized in that: The step of exiting the adaptation further includes: The stored average torque of the engine is cleared to zero.

8. The self-adaptive method for clutch half-engagement point according to any one of claims 1 to 7, characterized in that: In step S2, the preset stable range is determined according to the fluctuation amplitude of the actual torque of the engine within a preset time period; In step S3, the preset range of the torque compensation value is 2N·m to 3N·m; and In step S4, the preset rationality requirement is determined according to the hardware characteristics of the dual clutch transmission system.

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