Clutch control strategy calculation method, control method, device and storage medium

Abstract

The application relates to the technical field of automobile control, in particular to a clutch control strategy calculation method, a control method and device for improving the starting acceleration performance of an automobile and a storage medium. The control strategy calculation method comprises the following steps: determining a clutch control strategy array, wherein the clutch control strategy array comprises multiple groups of clutch control strategies; based on the clutch control strategies, making the vehicle enter a starting gear and performing an acceleration starting operation corresponding to the clutch control strategies; calculating the time required for the acceleration starting operation corresponding to each group of clutch control strategies, wherein the time required for the acceleration starting operation comprises the cumulative time required in a non-linkage state, the cumulative time required in a half-linkage state and the cumulative time required in a full-linkage state; and determining the clutch control strategy that makes the time required for the acceleration starting operation less than a preset acceleration starting time as an optimal control strategy. According to the application, the optimal control strategy in the clutch control strategy array can be determined, and the optimal control strategy can be used to improve the starting acceleration performance of the automobile.

Description

Technical Field

[0001] This application relates to the field of automotive control technology, specifically to a clutch control strategy calculation method, control method, device, and storage medium for improving the starting acceleration performance of a vehicle. Background Technology

[0002] A vehicle's acceleration performance affects the driver's experience, and excellent acceleration performance can help the driver quickly escape unsafe driving environments, improving vehicle safety. Therefore, improving vehicle acceleration performance is a goal pursued by major automakers.

[0003] While turbocharged engines in this field can deliver greater power, there are some factors that limit acceleration performance during initial acceleration from a standstill. For example, turbo lag occurs during initial acceleration. At low engine speeds, torque output characteristics are poor. Even with heavy throttle, the turbocharger cannot rotate quickly due to inertia, thus failing to rapidly build sufficient pressure in the intake manifold. This results in slow torque growth, requiring a delay before the torque increase rate significantly accelerates, thereby limiting the vehicle's initial acceleration performance.

[0004] In related technologies, large-displacement engines or auxiliary motors can be configured to alleviate the limiting factors of vehicle acceleration performance, but this also significantly increases production and operating costs.

[0005] Therefore, given a fixed powertrain configuration, how to optimize the coordination between the engine and transmission to determine the optimal control strategy to improve vehicle acceleration performance has become a pressing technical problem in this field. Summary of the Invention

[0006] This application provides a clutch control strategy calculation method, control method, device and storage medium, which can solve the problem of poor acceleration performance during the vehicle's stationary start-up phase in related technologies.

[0007] To address the technical problems described in the background art, a first aspect of this application provides a method for calculating a clutch control strategy during the vehicle acceleration and start-up phase, the method comprising the following steps:

[0008] Determine a clutch control strategy array, which includes multiple clutch control strategies;

[0009] Based on the clutch control strategies described in each group, the vehicle enters the starting gear and performs an acceleration start operation corresponding to the clutch control strategy. After the vehicle begins to accelerate, the clutch sequentially enters the no-clutch state, the semi-clutch state, and the fully-clutch state until the vehicle completes the acceleration start in the starting gear.

[0010] Calculate the acceleration and start-up operation time for each group of clutch control strategies, including the cumulative time for no-clutch state, half-clutch state, and full-clutch state.

[0011] The clutch control strategy that makes the acceleration start operation time less than the preset acceleration start time is determined to be the optimal control strategy.

[0012] Optionally, each set of clutch control strategies includes a specific semi-engaged critical speed n. thres ;

[0013] The step of enabling the vehicle to enter the starting gear and perform an acceleration and start operation corresponding to the clutch control strategy based on each group of clutch control strategies includes:

[0014] Based on the clutch control strategies described in each group, after the vehicle begins to accelerate and start, it is determined that the clutch begins to enter a non-engaged state, and the moment when the vehicle begins to accelerate and start is the start time.

[0015] When the clutch is in a non-engaged state, the engine speed n is determined in real time. eng With the semi-clutch critical speed n thres Are they equal?

[0016] When the engine speed n eng With the semi-clutch critical speed n thres The values ​​are equal, indicating that the clutch begins to enter the semi-engaged state. The moment when the clutch begins to enter the semi-engaged state is called the semi-engaged start time t. in_2rd ;

[0017] Calculate the starting time and the semi-clutch start time t. in_2rd The time taken for the non-linkage state between them.

[0018] Optionally, when the clutch is in a non-engaged state, the engine speed n is determined in real time. eng With the semi-clutch critical speed n thres In the step of determining whether they are equal, the engine speed n eng Engine speed function F in non-linkage state D_speed_Open (t) is calculated.

[0019] Optionally, each set of clutch control strategies includes specific clutch output shaft torque strategy data;

[0020] The step of enabling the vehicle to enter the starting gear and perform an acceleration and start operation corresponding to the clutch control strategy based on each group of clutch control strategies includes:

[0021] Based on the specific clutch output shaft torque strategy data in each group's clutch control strategy, the engine speed n is determined in real time after the clutch begins to enter the semi-engaged state. eng With the clutch output shaft speed n gbx Are they equal? ​​The moment when the clutch begins to enter the semi-engaged state is the semi-engaged start time t. in_2rd ;

[0022] When the engine speed n eng With respect to the clutch output shaft speed n gbx If they are equal, it is determined that the clutch begins to enter the fully engaged state, and the moment when the clutch begins to enter the fully engaged state is the full engagement start time.

[0023] Calculate the semi-clutch start time t in_2rd The time taken for the semi-linkage state between the start time of the full linkage and the start time of the full linkage.

[0024] Optionally, each set of clutch control strategies includes a specific semi-engaged critical speed n. thres ;

[0025] When the engine speed n eng With the semi-clutch critical speed n thres If they are equal, it is determined that the clutch has begun to enter a semi-engaged state.

[0026] Optionally, based on specific clutch output shaft torque strategy data in each group of clutch control strategies, the engine speed n is determined in real time after the clutch begins to enter the semi-engaged state. eng With the clutch output shaft speed n gbx The steps for determining whether they are equal include:

[0027] Calculate the current time t when the clutch is in a semi-engaged state. new The corresponding current engine torque M eng_new ;

[0028] Based on the clutch output shaft torque strategy data in each group of clutch control strategies, the current time t is calculated when the clutch is in a semi-engaged state. new The corresponding clutch output shaft current torque M gbx_new ;

[0029] Based on the current engine torque M eng_new and the current torque M of the clutch output shaft gbx_new According to the engine speed iteration algorithm in the semi-clutch state:

[0030] Calculate the current time t when the clutch is in a semi-engaged state. new The corresponding current engine speed n eng_new ;

[0031] Where Δt is the time step size for each iteration, and n eng_old For the time t before the time, old The engine speed at the current time t is... new For the time t before the time, old At the time step Δt mentioned later, I eng The moment of inertia of the engine;

[0032] Calculate the current time t when the clutch is in a semi-engaged state. new The current speed n of the clutch output shaft gbx_new ;

[0033] Determine the current engine speed n eng_new With the current speed n of the clutch output shaft gbx_new Are they equal?

[0034] Optionally, the step calculates the current time t when the clutch is in a semi-engaged state. new The corresponding current engine torque M eng_new ,include:

[0035] Calculate the start time t of the semi-clutch transmission in_2rd The initial engine speed n of the semi-clutch transmission eng_in2rd and initial engine torque M during semi-clutching eng_in2rd ;

[0036] With the initial engine speed n of the semi-clutch transmission eng_in2rd and initial engine torque M during semi-clutch transmission eng_in2rd Using the initial data, the engine torque iterative algorithm under the linkage state is applied:

[0037] M eng_new =min[(M eng_old +F trq_inc (n eng_old )*Δt),F full_load (n eng_old )], calculate the current time t new The corresponding current engine torque M eng_new ;

[0038] Where Δt is the time step size for each iteration, and n eng_old For the time before t old The engine speed is at the previous RPM, M eng_old For the time before t oldThe engine's torque at the current moment t new For the time before t old At the next time step Δt, F trq_inc (n eng_old F is the engine torque growth rate function. trq_inc (n eng At engine speed n eng_old At the engine's front torque growth rate, F full_load (n eng_old F is the external characteristic function of engine torque. full_load (n eng_ At engine speed n eng_old The engine's torque characteristics at that time.

[0039] Optionally, the clutch output shaft torque strategy data includes a clutch output shaft torque growth factor a and a clutch output shaft torque growth rate b;

[0040] Based on the clutch output shaft torque strategy data in each group of clutch control strategies, the current time t is calculated when the clutch is in a semi-engaged state. new The corresponding clutch output shaft current torque M gbx_new The steps include:

[0041] Based on the clutch output shaft torque iterative algorithm under the linkage state:

[0042] M gbx_new =min[(M gbx_old +a·t clt ·Δt+b·Δt),M eng_new ] Calculate the current time t when the clutch is in a semi-engaged state. new The corresponding clutch output shaft current torque M gbx_new ;

[0043] Where Δt is the time step size for each iteration, and M gbx_old For the time before t old The clutch output shaft has front torque, M eng_new Let t be the current time. new The corresponding current engine torque, the current time t new For the time before t old At the next time step Δt, t clt For clutch control time, t clt =t new -t in_2rd .

[0044] Optionally, the calculation is performed when the clutch is in a semi-engaged state, and the current time t is... newThe current speed n of the clutch output shaft gbx_new The steps include:

[0045] Calculate the current time t when the clutch is in a semi-engaged state. new The vehicle's current speed v veh_new ;

[0046] Based on the clutch output shaft speed calculation:

[0047] Calculate the current time t when the clutch is in a semi-engaged state. new The current speed n of the clutch output shaft gbx_new ;

[0048] Among them, R tire Let i be the tire rolling radius of the vehicle. ratio1 This refers to the transmission chain speed ratio for the starting gear.

[0049] Optionally, the calculation is performed when the clutch is in a semi-engaged state, at the current time t. new The vehicle's current speed v veh_new The steps include:

[0050] Based on the vehicle speed iteration algorithm in the semi-clutch state:

[0051] Calculate the current time t when the clutch is in a semi-engaged state. new The vehicle's current speed v veh_new ;

[0052] Wherein, the v veh_old For the time before t old The speed of the vehicle in front, R tire M is the tire rolling radius of the vehicle. gbx_new Let t be the current time. new The corresponding current torque of the clutch output shaft, The drive train ratio of the starting gear, F resis (V veh_new F is the vehicle's resistance function. resis (V veh At the current vehicle speed v veh_new Driving resistance at time, I tire Let I be the moment of inertia of the vehicle's tires. gbx Let m be the moment of inertia of the clutch output shaft. veh Let t be the weight of the vehicle, Δt be the time step for each iteration, and t be the current time. new For the time before t old The moment with the next time step Δt.

[0053] Optionally, the step of causing the vehicle to enter a starting gear and perform an acceleration and start operation corresponding to the clutch control strategy based on each group of clutch control strategies includes:

[0054] When the clutch begins to enter the fully engaged state, the engine speed n is determined in real time. eng The highest RPM of the starting gear n max_gear1 Whether they are equal; the moment when the clutch begins to enter the fully engaged state is the full engagement start moment;

[0055] When the engine speed n eng With the highest speed n of the starting gear max_gear1 If the values ​​are equal, it is determined that the vehicle has completed acceleration and start-up, and the moment when the vehicle completes acceleration and start-up is the acceleration and start-up completion time.

[0056] Calculate the time taken for the full linkage state between the start time of the full linkage and the completion time of the acceleration start.

[0057] Optionally, when the clutch begins to enter the fully engaged state, the engine speed n is determined in real time. eng The highest RPM of the starting gear n max_gear1 The steps for determining whether they are equal include:

[0058] Based on the iterative algorithm for vehicle speed in the fully engaged state, the current time t is calculated when the clutch is in the fully engaged state. new The corresponding current vehicle speed v veh_new ;

[0059] Based on the current vehicle speed v veh_new According to the clutch output shaft speed algorithm:

[0060] Calculate the current time t when the clutch is in the fully engaged state. new The current speed n of the clutch output shaft gbx_new Among them, R tire Let i be the tire rolling radius of the vehicle. ratio1 The transmission chain speed ratio of the starting gear;

[0061] Based on the engine speed n at the same moment in the fully linked state, eng With the clutch output shaft speed n gbx If they are equal, determine the current time t of the fully linked state. new The current engine speed n eng_new Equal to the current speed n of the clutch output shaft gbx_new ;

[0062] Determine the current engine speed n eng_newThe highest RPM of the starting gear n max_gear1 Are they equal?

[0063] Optionally, the iterative algorithm for the vehicle speed in the fully linked state is as follows:

[0064]

[0065] Wherein, the v veh_old For the time before t old The speed of the vehicle in front, R tire M is the tire rolling radius of the vehicle. eng_new Let t be the current time. new The corresponding current engine torque, The drive train ratio of the starting gear, F resis (V veh_new F is the vehicle's resistance function. resis (V veh At the current vehicle speed v veh_new Driving resistance at time, I tire Let I be the moment of inertia of the vehicle's tires. eng For the engine's rotational inertia, I gbx Let m be the moment of inertia of the clutch output shaft. veh Let t be the weight of the vehicle, Δt be the time step for each iteration, and t be the current time. new For the time before t old The moment with the next time step Δt.

[0066] To address the technical problems described in the background art, a second aspect of this application provides a clutch control method for the vehicle acceleration and start-up phase, wherein the method uses the optimal control strategy described in the first aspect of this application to perform start-up control on the clutch.

[0067] To address the technical problems described in the background art, a third aspect of this application provides a clutch control strategy calculation device for the vehicle acceleration and start-up phase, characterized in that the calculation device includes a processor and a memory, the memory storing at least one instruction or program, the instruction or program being loaded and executed by the processor to implement the clutch control strategy calculation method for the vehicle acceleration and start-up phase described in the first aspect of this application.

[0068] To address the technical problems described in the background section, a fourth aspect of this application provides a computer-readable storage medium storing at least one instruction or program, which is loaded and executed by a processor to implement the clutch control strategy calculation method for the vehicle acceleration and start-up phase as described in the first aspect of this application.

[0069] The technical solution of this application has at least the following advantages: By determining the optimal control strategy in the clutch control strategy array, this application enables the clutch transmission to fully transmit power to the engine in the shortest time, thereby enabling the engine to reach the highest speed of the starting gear in the shortest time, and thus improving the vehicle's starting acceleration performance. Attached Figure Description

[0070] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0071] Figure 1 A flowchart of a method for calculating a clutch control strategy during the vehicle acceleration and start-up phase, according to an embodiment of this application, is shown.

[0072] Figure 2 The vehicle power curve during the acceleration and start-up operation is shown.

[0073] Figure 3 This application shows a graph illustrating the vehicle speed and accelerator pedal opening during the acceleration and start-up operation process according to an embodiment of the present application.

[0074] Figure 4 The flowchart of the clutch control method is shown;

[0075] Figure 5 A schematic diagram of the clutch control strategy calculation device provided in one embodiment of this application is shown. Detailed Implementation

[0076] The technical solutions of this application will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0077] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0078] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components; and they can refer to a wireless connection or a wired connection. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0079] Furthermore, the technical features involved in the different embodiments of this application described below can be combined with each other as long as they do not conflict with each other.

[0080] Reference Figure 1 This document illustrates a flowchart of a method for calculating a clutch control strategy during vehicle acceleration and start-up, according to an embodiment of this application. Figure 1 Before implementing the method described, it is necessary to obtain and store the preparatory functions and preparatory parameters in advance for use in the clutch control strategy calculation method described in this application embodiment.

[0081] The preparatory functions that need to be acquired and stored in advance include: the engine torque external characteristic function F. full_load (n eng_ Engine torque growth rate function F trq_inc (n eng Engine speed function F in non-linkage state D_speed_Open (t), Engine torque function F in non-linkage state D_torque_Open (t) and the vehicle's driving resistance function F resis (V veh ).

[0082] The engine's external torque characteristic function F full_load (n eng_ (n) represents the real-time engine speed. eng The correspondence between the engine torque external characteristic and the external characteristic can be obtained based on the engine bench universal characteristic data. Optionally, the engine torque external characteristic function F full_load (n eng_ This includes environmental correction factors such as intake air temperature, engine coolant temperature, and altitude.

[0083] The engine torque growth rate function F trq_inc (n eng (n) represents the real-time engine speed. engThe relationship between the engine torque growth rate and the torque increase rate can be obtained based on vehicle wheel rotation tests. The engine torque growth rate reflects the rate at which engine boost pressure builds up. Optionally, this engine torque growth rate function F... trq_inc (n eng This includes environmental correction factors such as intake air temperature, engine coolant temperature, and altitude.

[0084] The engine speed function F in the non-linkage state D_speed_Open When (t) is in a non-linkage state, the acceleration start time t and engine speed n eng The correspondence between them, the origin of the acceleration start time t is the start time t. in_1rd The "no-clutch" state refers to the operating condition where the clutch is not engaged, and the starting moment t is... in_1rd The moment the accelerator pedal is pressed in drive gear. The engine speed function F in this non-clutch state. D_speed_Open (t) can be obtained by changing the calibration parameters of the transmission controller or engine controller. Optionally, the engine speed function F in the non-linkage state... D_speed_Open (t) includes environmental correction factors such as intake air temperature, engine coolant temperature, and altitude.

[0085] The torque function F of the engine in the non-linkage state D_torque_Open (t) represents the acceleration start time t and engine torque M when there is no linkage. eng The correspondence between them, the origin of the acceleration start time t is the start time t. in_1rd The "no-clutch" state refers to the operating condition where the clutch is not engaged, and the starting moment t is... in_1rd This refers to the moment when the accelerator pedal is depressed in drive mode. The engine torque function F in this non-clutch state is... D_torque_Open (t) can be obtained by changing the calibration parameters of the transmission controller or engine controller. Optionally, the engine torque function F in the non-linkage state... D_torque_Open (t) includes environmental correction factors such as intake air temperature, engine coolant temperature, and altitude.

[0086] The vehicle's drag function F resis (V veh (V) represents the real-time vehicle speed. veh The relationship between driving resistance and driving resistance can be obtained from the vehicle manufacturer.

[0087] Preliminary parameters that need to be acquired and stored in advance include: the engine's moment of inertia I. eng The moment of inertia of the clutch output shaft I gbx The rotational inertia of the vehicle's tires I tire The transmission chain ratio of the starting gear Vehicle tire rolling radius R tire The weight of the vehicle (m) veh Preset acceleration start time T pre The starting gear has the highest engine speed n max_gear1 And the time step Δt calculated in each iteration.

[0088] The engine's moment of inertia I eng The value can be obtained from the engine manufacturer or calculated using an approximation. The approximation calculation method includes steps S01 to S03 executed sequentially.

[0089] Step S01: Apply full throttle while stationary in neutral and record the engine speed n and engine torque M at multiple sampling times.

[0090] Step S02: Determine multiple sets of two adjacent sampling times, each set of two adjacent sampling times being the first sampling time t1 and the second sampling time t2; the engine speed n corresponding to the first sampling time t1 is the first engine speed n1, and the corresponding engine torque M is the second engine torque M1; the engine speed n corresponding to the second sampling time t2 is the second engine speed n2, and the corresponding engine torque M is the second engine torque M2; according to the rotational inertia approximation algorithm (1), calculate the approximate value I of the rotational inertia between the first sampling time t1 and the second sampling time t2. 1-2 The approximate algorithm for the moment of inertia (1) is as follows:

[0091]

[0092] Step S03: Approximate the moment of inertia I between the first sampling time t1 and the second sampling time t2 for each group. 1-2 The average value is taken, which is the engine's moment of inertia I obtained through an approximation calculation method. eng .

[0093] The rotational inertia of the clutch output shaft I gbx The rotational inertia of the vehicle's tires I tire The transmission chain ratio of the starting gear Vehicle tire rolling radius R tire and the weight of the vehicle m veh All can be obtained from the corresponding manufacturers.

[0094] The preset acceleration start time T pre The starting gear has the highest engine speed n max_gear1 The time step Δt for each iteration can be preset and stored as needed.

[0095] Continue to refer to, from Figure 1As can be seen from this, the method includes the following steps S1 to S4, which are executed sequentially:

[0096] Step S1: Determine the clutch control strategy array X i The clutch control strategy array X i Including multi-clutch control strategy X i＝1，2，3…q Where q is a positive integer. The clutch control strategy X i＝1，2，3…q This is used to control the vehicle after it enters the starting gear, and to coordinate with the clutch control strategy X. i＝1，2，3…q The corresponding acceleration start operation.

[0097] Step S2: Based on the clutch control strategy X described in each group i＝1，2，3…q This causes the vehicle to enter the starting gear, engaging with the clutch control strategy X. i＝1，2，3…q The corresponding acceleration and start-up operation; after the vehicle begins to accelerate and start, the clutch sequentially enters a state of no engagement, a state of partial engagement, and a state of full engagement until the vehicle completes acceleration and start-up in the starting gear. When the engine reaches the maximum speed n of this starting gear... max_gear1 This means completing the acceleration start.

[0098] The starting gear can be I gear. The "no-clutch" state is the first stage where the clutch engages from the moment of starting. In this state, the clutch is not engaged, cutting off power transmission between the transmission and the engine; the engine's speed and torque are unaffected by the transmission. The "partially engaged" state is the second stage where the clutch partially engages from the moment of starting, partially restoring power transmission between the transmission and the engine; the engine's speed and torque begin to be affected by the transmission. The "fully engaged" state is the third stage where the clutch is fully engaged from the moment of starting, completely restoring power transmission between the transmission and the engine; the engine's speed and torque are entirely affected by the transmission.

[0099] Step S3: Calculate the corresponding clutch control strategy X for each group. i＝1，2，3…q The acceleration start operation time T0 includes the cumulative time T1 for the no-linkage state, T2 for the half-linkage state, and T3 for the full-linkage state, i.e., T0 = T1 + T2 + T3.

[0100] Step S4: Determine the clutch control strategy array X i This ensures that the acceleration start operation time T0 is less than the preset acceleration start time T. pre The set of clutch control strategies is the optimal control strategy set X. mWhere m belongs to q. The optimal control strategy group X m It includes at least one set of optimal control strategies, which are used to control the vehicle to perform a short acceleration start operation after it enters the starting gear.

[0101] Optionally, the clutch control strategy array X can be configured. i The clutch control strategies X in the middle i＝1，2，3…q Steps S1 to S4 are executed sequentially to determine whether the clutch control strategy set is the optimal control strategy, until the clutch control strategy array X is reached. i After all clutch control strategies in the array X have been executed, the clutch control strategy array X is then executed. i The optimal control strategy group X is determined. m The optimal control strategy group X m It is the clutch control strategy array X i A subset of.

[0102] By determining the optimal control strategy in the clutch control strategy array, the clutch and transmission can fully transmit power to the engine in the shortest possible time, thereby enabling the engine to reach the maximum speed n of the starting gear in the shortest possible time. max_gear1 This allows for an accelerated start-up operation.

[0103] First embodiment: This embodiment mainly describes the acceleration and start-up process when the clutch is in a non-engaged state.

[0104] In this embodiment, each clutch control strategy X i＝1，2，3…q Each includes a specific semi-clutch critical speed n thres At that time, a specific set of clutch control strategies corresponds to a specific semi-clutch critical speed n. thres .

[0105] This embodiment includes Figure 1 The steps in the clutch control strategy calculation method shown, and for step S2 in the method, may include the following steps S211 to S241 performed sequentially:

[0106] Step S211: Based on the control strategy X of each clutch group i＝1，2，3…q After the vehicle begins to accelerate from a standstill, the clutch is determined to enter a disengaged state. The moment when the vehicle begins to accelerate from a standstill is called the start-up moment t. in_1rd .

[0107] Wherein, the starting time t in_1rd The moment the accelerator pedal is pressed when the drive gear is engaged.

[0108] Step S221: When the clutch is in a disengaged state, determine the engine speed n in real time.eng With the semi-clutch critical speed n thres Are they equal?

[0109] Step S231: When the engine speed n eng With the critical speed n of semi-clutch thres If the values ​​are equal, it indicates that the clutch has begun to enter a semi-engaged state. The moment when the clutch begins to enter a semi-engaged state is called the semi-engaged start time t. in_2rd .

[0110] Step S241: Calculate the starting time t in_1rd , and the start time of the semi-clutch transmission t in_2rd The time for the non-linkage state between them is T1, that is, T1 = t in_2rd -t in_1rd .

[0111] Figure 2 The diagram shows the vehicle's power curve during the acceleration and start-up process. Figure 2 Curve A1 in the figure represents the engine speed n eng The trend of change during this acceleration and start-up operation, curve A2 represents the clutch output shaft speed n gbx The trend of change during this acceleration and start-up operation, curve B1 represents the engine torque M. eng The trend of change during this acceleration and start-up operation, curve B2 represents the clutch output shaft torque M. gbx The changing trend during this acceleration and start-up operation. Start-up time t in_1rd With the start time t of the semi-clutch transmission in_2rd Between these two states, the clutch is in a non-engaged state, there is no power transmission between the gearbox and the engine, and the engine speed and torque are not affected by the gearbox.

[0112] Reference Figure 2 At the starting moment t in_1rd The clutch begins to enter a state of no engagement, at the moment t of partial engagement. in_2rd The non-clutch state ends and the engine begins to enter the semi-clutch state. In the non-clutch state, the engine speed n... eng Less than or equal to the critical speed n of semi-clutching thres Engine speed n eng With the critical speed n of semi-clutch thres At the start of the semi-clutch transmission t in_2rd Equal, that is Figure 2 Node P1 in the equation represents the engine speed n. eng With the critical speed n of semi-clutch thres Equal nodes.

[0113] Therefore, optionally, during the process when the clutch is in a non-engaged state, the engine speed n engThe engine speed function F can be obtained from the non-linkage state. D_speed_Open The engine torque M is calculated using (t). eng The torque function F of the engine in the non-linkage state can be obtained. D_torque_Open (t) is calculated, where t∈[t in_1rd , t in_2rd ].

[0114] Second embodiment: This embodiment mainly describes the acceleration and start-up process when the clutch is in a semi-engaged state.

[0115] In this embodiment, each clutch control strategy X i＝1，2，3…q Each package contains specific clutch output shaft torque strategy data; that is, a specific set of clutch control strategies corresponds to a specific set of clutch output shaft torque strategy data.

[0116] This embodiment includes Figure 1 The steps in the clutch control strategy calculation method shown, and for step S2 in this method, the following steps S212 to S232 can be executed sequentially after the first embodiment is completed:

[0117] Step S212: Based on the control strategy X of each clutch group i＝1，2，3…q The specific clutch output shaft torque strategy data is used to determine the engine speed n in real time after the clutch begins to enter the semi-engaged state. eng With the clutch output shaft speed n gbx Are they equal? ​​The moment when the clutch begins to enter the semi-engaged state is the semi-engaged start time t. in_2rd .

[0118] The clutch output shaft torque strategy data may include: a clutch output shaft torque growth factor and b clutch output shaft torque growth rate. Each set of clutch control strategies may also include the specific semi-engaged critical speed n described in the first embodiment. thres That is, the clutch control strategy group X in this embodiment. i It can be represented as: X i (n thres (a, b).

[0119] Refer to the description in the first embodiment, i.e., at engine speed n eng With the critical speed n of semi-clutch thres If the values ​​are equal, it indicates that the clutch has begun to enter a semi-engaged state. The moment when the clutch begins to enter a semi-engaged state is called the semi-engaged start time t. in_2rd .

[0120] Step S222: When the engine speed n eng With respect to the clutch output shaft speed n gbxThe values ​​are equal, indicating that the clutch begins to enter the fully engaged state. The moment when the clutch begins to enter the fully engaged state is called the full engagement start time t. in_3rd .

[0121] Step S232: Calculate the semi-clutch start time t in_2rd , and the start time t of the full linkage in_3rd The time taken for the semi-clutch state between them is T2, that is, T2 = t in_3rd -t in_2rd .

[0122] Continue to refer to Figure 2 At the start time t of the semi-clutch transmission in_2rd The clutch begins to enter the semi-engaged state, at the moment t of full engagement. in_3rd The clutch disengages from the semi-engaged state and begins to enter the fully engaged state, that is, at the moment t at the start of the semi-engagement. in_2rd With the start time t of the full linkage in_3rd When the clutch is in a semi-engaged state, it begins to enter slip control, and power transmission begins between the gearbox and the engine. The engine speed and torque begin to be affected by the gearbox.

[0123] When the clutch is in a semi-engaged state, the engine speed n eng Always greater than the clutch output shaft speed n gbx Until the critical moment between the semi-clutch state and the fully clutch state, i.e., the start time t of the fully clutch state. in_3rd Engine speed n eng Equal to the clutch output shaft speed n gbx , Figure 2 Node P2 in the equation represents the engine speed n. eng Equal to the clutch output shaft speed n gbx Equal nodes.

[0124] Semi-clutch start time t in_2rd This is the critical moment between the semi-linkage state and the non-linkage state; therefore, at the start time t of the semi-linkage... in_2rd engine speed n eng The engine speed function F can still be used in the non-linkage state. D_speed_Open (t) is calculated to be the time t at the start of the semi-clutch connection. in_2rd Engine torque M eng The engine torque function F can still be used in the non-linkage state. D_torque_Open (t) is calculated, where t = t in_2rd .

[0125] In this embodiment, step S212 may include the following steps S2121 to S2125 executed sequentially:

[0126] Step S2121: Calculate the current time t when the clutch is in a semi-engaged state. new The corresponding current engine torque M eng_new .

[0127] Specifically, when the clutch is in a semi-engaged state, the current engine torque M eng_new The algorithm may include:

[0128] First, calculate the start time t of the semi-clutch transmission. in_2rd The initial engine speed n of the semi-clutch transmission eng_in2rd and initial engine torque M during semi-clutch transmission eng_in2rd .

[0129] Furthermore, using the initial engine speed n of the semi-clutch transmission... eng_in2rd and initial engine torque M during semi-clutch transmission eng_in2rd Using the initial data, the engine torque iterative algorithm under the linkage state is applied:

[0130] M eng_new =min[(M eng_old +F trq_inc (n eng_old )*Δt),F full_load (n eng_old Equation (2)

[0131] Calculate the current time t new The corresponding current engine torque M eng_new .

[0132] In this linked state engine torque iterative algorithm, Δt is the time step for each iteration, and n eng_old For the time before t old The engine speed is at the previous RPM, M eng_old For the time before t old The engine's torque at the current moment t new For the time before t old At the next time step Δt, F trq_inc (n eng_old F is the engine torque growth rate function. trq_inc (n eng At engine speed n eng_old At the engine's front torque growth rate, F full_load (n eng_old F is the external characteristic function of engine torque. full_load (n eng_ At engine speed n eng_old The engine's torque characteristics at that time.

[0133] Step S2122: Based on the clutch output shaft torque strategy data in each group of clutch control strategies, calculate the current time t when the clutch is in a semi-engaged state. new The corresponding clutch output shaft current torque M gbx_new .

[0134] Wherein, when the clutch is in a semi-engaged state, the current time t new The corresponding clutch output shaft current torque M gbx_new The algorithm can be calculated based on the clutch output shaft torque iteration algorithm under the linkage state, which is as follows:

[0135] M gbx_new =min[(M gbx_old +a·t clt ·Δt+b·Δt),M eng_new Equation (3)

[0136] Where Δt is the time step for each iteration, a is the clutch output shaft torque growth factor in the clutch output shaft torque strategy data, b is the clutch output shaft torque growth rate in the clutch output shaft torque strategy data, min is the function that takes the minimum value, and M... gbx_old For the time before t old The clutch output shaft has front torque, M eng_new Let t be the current time. new The corresponding current engine torque, the current time t new For the time before t old At the next time step Δt, t clt For clutch control time, t clt =t new -t in_2rd , can be represented as the current time t new With the start time t of the linkage in_2rd The time interval between them. In the clutch output shaft torque iteration algorithm under this linkage state, i.e., equation (3), the initial engine torque M at half-clutch is used. eng_in2rd Perform iterative calculations on the initial data.

[0137] Step S2123: Based on the current engine torque M eng_new and the current torque M of the clutch output shaft gbx_new According to the engine speed iteration algorithm in the semi-clutch state:

[0138]

[0139] Calculate the current time t when the clutch is in a semi-engaged state. new The corresponding current engine speed neng_new .

[0140] In this semi-clutch state engine speed iterative algorithm, Δt is the time step for each iteration, and n eng_old For the time t before the time, old The engine speed at the current time t is... new For the time t before the time, old At the time step Δt mentioned later, I eng This is the rotational inertia of the engine.

[0141] Step S2124: Calculate the current time t when the clutch is in the semi-engaged state. new The current speed n of the clutch output shaft gbx_new .

[0142] In the semi-linkage state, the current time t new The current speed n of the clutch output shaft gbx_new The clutch output shaft speed can be calculated using an algorithm, which is as follows:

[0143]

[0144] R in the clutch output shaft speed algorithm tire Let be the tire rolling radius of the vehicle. For the starting gear, the transmission chain speed ratio, v veh_new When the clutch is in a semi-engaged state, the current time t new The current speed of the vehicle.

[0145] The current vehicle speed v veh_new The speed can be calculated using the semi-clutch state speed iteration algorithm, which is as follows:

[0146]

[0147] Wherein, the v veh_old For the time before t old The speed of the vehicle in front, R tire M is the tire rolling radius of the vehicle. gbx_new Let t be the current time. new The corresponding current torque of the clutch output shaft, The drive train ratio of the starting gear, F resis (V veh_new F is the vehicle's resistance function. resis (V veh At the current vehicle speed v veh_new Driving resistance at time, I tireLet I be the moment of inertia of the vehicle's tires. gbx Let m be the moment of inertia of the clutch output shaft. veh Let t be the weight of the vehicle, Δt be the time step for each iteration, and t be the current time. new For the time before t old The next time step Δt. It needs to be explained that, in practice, the current vehicle speed v is calculated using the iterative algorithm based on the semi-clutch state. veh_new At that time, the tire's moment of inertia I tire It can be ignored.

[0148] Step S2125: Determine the current engine speed n eng_new With the current speed n of the clutch output shaft gbx_-new Are they equal?

[0149] The third embodiment: This embodiment mainly describes the acceleration and start-up process when the clutch is in full engagement.

[0150] This embodiment includes Figure 1 The steps in the clutch control strategy calculation method shown are as follows, and step S2 in this method includes the following steps S213 to S233, which can be executed sequentially after the second embodiment is completed:

[0151] Step S213: When the clutch begins to enter the fully engaged state, the engine speed n is determined in real time. eng The highest RPM of the starting gear n max_gear1 Are they equal? ​​The moment when the clutch begins to enter the fully engaged state is the full engagement start time t. in_3rd .

[0152] Step S223: When the engine speed n eng The highest RPM of the starting gear n max_gear1 If the values ​​are equal, it is determined that the vehicle has completed acceleration and start-up. The time when the vehicle completes acceleration and start-up is defined as acceleration and start-up completion time t. end .

[0153] Step S233: Calculate the start time t of the full linkage. in_3rd , and the acceleration start completion time t end The time required for the full linkage state between them is T3, that is, T3 = t end -t in_3rd .

[0154] Continue to refer to Figure 2 At the start time t of the semi-clutch transmission in_3rd The clutch begins to engage fully at the moment t. end The clutch exits the fully engaged state, i.e., the moment t is the start of the semi-engaged state. in_3rdWith the start time t of the full linkage end During this period, the clutch is in a fully engaged state. At this time, the clutch is completely engaged, and the power transmission between the transmission and the engine is fully restored. The engine speed and torque are entirely influenced by the transmission. That is, in the fully engaged state, the engine speed n... eng With the clutch output shaft speed n gbx Equal, engine torque M eng With clutch output shaft torque M gbx equal.

[0155] In this embodiment, step S213 may include the following steps S2131 to S2134 executed sequentially:

[0156] Step S2131: Calculate the current time t when the clutch is in the fully engaged state, based on the iterative algorithm for vehicle speed in the fully engaged state. new The corresponding current vehicle speed v veh_new .

[0157] In this fully linked state, the current time t new The corresponding current vehicle speed v veh_new The speed can be calculated using the fully linked state vehicle speed iterative algorithm, which is as follows:

[0158]

[0159] In this fully linked state vehicle speed iterative algorithm, the v veh_old For the time before t old The speed of the vehicle in front, R tire M is the tire rolling radius of the vehicle. eng_new Let t be the current time. new The corresponding current engine torque, The drive train ratio of the starting gear, F resis (V veh_new F is the vehicle's resistance function. resis (V veh At the current vehicle speed v veh_new Driving resistance at time, I tire Let I be the moment of inertia of the vehicle's tires. eng For the engine's rotational inertia, I gbx Let m be the moment of inertia of the clutch output shaft. veh Let t be the weight of the vehicle, Δt be the time step for each iteration, and t be the current time. new For the time before t old The next time step Δt. It needs to be explained that, in practice, the current vehicle speed v is calculated using the iterative algorithm based on the semi-clutch state. veh_newAt that time, the tire's moment of inertia I tire It can be ignored.

[0160] Step S2132: Based on the current vehicle speed v veh_new According to the clutch output shaft speed calculation, i.e., equation (5):

[0161] Calculate the current time t when the clutch is in the fully engaged state. new The current speed n of the clutch output shaft gbx_new Among them, R tire Let be the tire rolling radius of the vehicle. The transmission chain speed ratio of the starting gear.

[0162] Step S2133: Based on the engine speed n at the same moment in the fully linked state... eng With the clutch output shaft speed n gbx If they are equal, determine the current time t of the fully linked state. new The current engine speed n eng_new Equal to the current speed n of the clutch output shaft gbx_new .

[0163] Step S2134: Determine the current engine speed n eng_new The highest RPM of the starting gear n max_gear1 Are they equal?

[0164] Reference Figure 3 It shows the vehicle speed and accelerator pedal opening curves during the acceleration and start-up operation of an embodiment of this application, where curve C represents the accelerator pedal opening curve during the acceleration and start-up operation, and curve D represents the vehicle speed curve during the acceleration and start-up operation. From Figure 3 It can be seen from this that at the starting time t in_1rd The accelerator pedal opening increases momentarily and then remains so. With the clutch disengaged, the vehicle speed is 0 km / h, and the moment of partial engagement is t. in_2rd Initially, the vehicle's speed gradually increased.

[0165] This application also provides a clutch control method for the vehicle acceleration and start-up phase, referring to... Figure 4 The flowchart of the clutch control method is shown, which uses the optimal control strategy group X formed by any of the above embodiments. m This is to control the clutch.

[0166] This application also provides a clutch control strategy calculation device for the vehicle acceleration and start-up phase, referring to... Figure 5The diagram shows a schematic of the clutch control strategy calculation device provided in an embodiment of this application. The calculation device includes a processor 510 and a memory 520. The processor 510 and the memory 520 interact through a bus 530. The memory 520 stores at least one instruction or program, which is loaded and executed by the processor 510 to implement any of the clutch control strategy calculation methods for the vehicle acceleration and start-up phase described in the above embodiments.

[0167] This application also provides a computer-readable storage medium storing at least one instruction or program, which is loaded and executed by a processor to implement the clutch control strategy calculation method for the vehicle acceleration and start-up phase described in any of the above embodiments.

[0168] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this application.

Claims

1. A method for calculating clutch control strategy during vehicle acceleration and start-up, characterized in that, The method includes the following steps: A clutch control strategy array is defined, comprising multiple clutch control strategies, each including a specific semi-engaged critical speed n. thres ; Based on the clutch control strategies described in each group, the vehicle enters the starting gear and performs an acceleration start operation corresponding to the clutch control strategy. After the vehicle begins to accelerate, the clutch sequentially enters a disengaged state, a semi-engaged state, and a fully engaged state until the vehicle completes acceleration start in the starting gear. When the clutch is in the disengaged state, the engine speed n... eng The engine speed function is based on a preset non-linkage state. The calculated engine speed function in the non-linkage state is... When there is no linkage, the acceleration start time t and engine speed n eng The correspondence between them; Calculate the acceleration and start-up operation time for each group of clutch control strategies, including the cumulative time for no-clutch state, half-clutch state, and full-clutch state. The clutch control strategy that makes the acceleration start operation time less than the preset acceleration start time is determined to be the optimal control strategy.

2. The method for calculating the clutch control strategy during the vehicle acceleration and start-up phase as described in claim 1, characterized in that, The step of enabling the vehicle to enter the starting gear and perform an acceleration and start operation corresponding to the clutch control strategy based on each group of clutch control strategies includes: Based on the clutch control strategies described in each group, after the vehicle begins to accelerate and start, it is determined that the clutch begins to enter a non-engaged state, and the moment when the vehicle begins to accelerate and start is the start time. When the clutch is in a non-engaged state, the engine speed n is determined in real time. eng With the semi-clutch critical speed n thres Are they equal? When the engine speed n eng With the semi-clutch critical speed n thres The values ​​are equal, indicating that the clutch begins to enter the semi-engaged state. The moment when the clutch begins to enter the semi-engaged state is called the semi-engaged start time t. in_2rd ; Calculate the starting time and the semi-clutch start time t. in_2rd The time taken for the non-linkage state between them.

3. The method for calculating the clutch control strategy during the vehicle acceleration and start-up phase as described in claim 1, characterized in that, Each group of clutch control strategies includes specific clutch output shaft torque strategy data; The step of enabling the vehicle to enter the starting gear and perform an acceleration and start operation corresponding to the clutch control strategy based on each group of clutch control strategies includes: Based on the specific clutch output shaft torque strategy data in each group's clutch control strategy, the engine speed n is determined in real time after the clutch begins to enter the semi-engaged state. eng With the clutch output shaft speed n gbx Are they equal? ​​The moment when the clutch begins to enter the semi-engaged state is the semi-engaged start time t. in_2rd ; When the engine speed n eng With respect to the clutch output shaft speed n gbx If they are equal, it is determined that the clutch begins to enter the fully engaged state, and the moment when the clutch begins to enter the fully engaged state is the full engagement start time. Calculate the semi-clutch start time t in_2rd The time taken for the semi-linkage state between the start time of the full linkage and the start time of the full linkage.

4. The method for calculating the clutch control strategy during the vehicle acceleration and start-up phase as described in claim 3, characterized in that, Each group of clutch control strategies includes a specific semi-clutch critical speed n. thres ; When the engine speed n eng With the semi-clutch critical speed n thres If they are equal, it is determined that the clutch has begun to enter a semi-engaged state.

5. The method for calculating the clutch control strategy during the vehicle acceleration and start-up phase as described in claim 3, characterized in that, Based on the specific clutch output shaft torque strategy data in each group's clutch control strategy, the engine speed n is determined in real time after the clutch begins to enter the semi-engaged state. eng With the clutch output shaft speed n gbx The steps for determining whether they are equal include: Calculate the current time t when the clutch is in a semi-engaged state. new The corresponding current engine torque M eng_new ; Based on the clutch output shaft torque strategy data in each group of clutch control strategies, the current time t is calculated when the clutch is in a semi-engaged state. new The corresponding clutch output shaft current torque M gbx_new ; Based on the current engine torque M eng_new and the current torque M of the clutch output shaft gbx_new According to the engine speed iteration algorithm in the semi-clutch state: Calculate the current time t when the clutch is in a semi-engaged state. new The corresponding current engine speed n eng_new ; in, The time step for each iteration is denoted as . For the time before t old The engine speed at the current time t is... new For the time t before the time, old The time step described later At that moment, The moment of inertia of the engine; Calculate the current time t when the clutch is in a semi-engaged state. new The current speed n of the clutch output shaft gbx_new ; Determine the current engine speed n eng_new With the current speed n of the clutch output shaft gbx_new Are they equal? 6. The method for calculating the clutch control strategy during the vehicle acceleration and start-up phase as described in claim 5, characterized in that, The step calculates the current time t when the clutch is in a semi-engaged state. new The corresponding current engine torque M eng_new ,include: Calculate the start time t of the semi-clutch transmission in_2rd The initial engine speed n of the semi-clutch transmission eng_in2rd and initial engine torque M during semi-clutch transmission eng_in2rd ; With the initial engine speed n of the semi-clutch transmission eng_in2rd and initial engine torque M during semi-clutch transmission eng_in2rd Using the initial data, the engine torque iterative algorithm under the linkage state is applied: Calculate the current time t new The corresponding current engine torque M eng_new ; in, The time step for each iteration is denoted as . For the time before t old The engine speed is at the front. For the time before t old The engine's torque at the current moment t new For the time before t old The next time step At that moment, The engine torque growth rate function The engine is at the previous speed The engine's torque growth rate at that time For the external characteristic function of engine torque The engine is at the previous speed The engine's torque characteristics at that time.

7. The method for calculating the clutch control strategy during the vehicle acceleration and start-up phase as described in claim 5, characterized in that, The clutch output shaft torque strategy data includes the clutch output shaft torque growth factor a and the clutch output shaft torque growth rate b; Based on the clutch output shaft torque strategy data in each group of clutch control strategies, the current time t is calculated when the clutch is in a semi-engaged state. new The corresponding clutch output shaft current torque M gbx_new The steps include: Based on the clutch output shaft torque iterative algorithm under the linkage state: Calculate the current time t when the clutch is in a semi-engaged state. new The corresponding clutch output shaft current torque M gbx_new ; in, The time step for each iteration is denoted as . For the time before t old The clutch output shaft has front torque, M eng_new Let t be the current time. new The corresponding current engine torque, the current time t new For the time before t old The next time step At that moment, For clutch control time, .

8. The method for calculating the clutch control strategy during the vehicle acceleration and start-up phase as described in claim 5, characterized in that, The calculation is performed when the clutch is in a semi-engaged state, at the current time t. new The current speed n of the clutch output shaft gbx_new The steps include: Calculate the current time t when the clutch is in a semi-engaged state. new The vehicle's current speed ; Based on the clutch output shaft speed calculation: Calculate the current time t when the clutch is in the semi-engaged state. new The current speed n of the clutch output shaft gbx_new ; in, Let be the tire rolling radius of the vehicle. This refers to the transmission chain speed ratio for the starting gear.

9. The method for calculating the clutch control strategy during the vehicle acceleration and start-up phase as described in claim 8, characterized in that, The calculation is performed when the clutch is in a semi-engaged state, at the current time t. new The vehicle's current speed The steps include: Based on the vehicle speed iteration algorithm in the semi-clutch state: Calculate the current time t when the clutch is in a semi-engaged state. new The vehicle's current speed ; Among them, the For the time before t old The speed of the car in front, Let be the tire rolling radius of the vehicle. Let t be the current time. new The corresponding current torque of the clutch output shaft, The transmission chain speed ratio of the starting gear. The driving resistance function of the vehicle At the current speed Driving resistance at that time Let be the moment of inertia of the vehicle's tires. The moment of inertia of the clutch output shaft. Let be the weight of the vehicle. The current time t is the time step size for each iteration calculation. new For the time before t old The next time step At that moment.

10. The method for calculating the clutch control strategy during the vehicle acceleration and start-up phase as described in claim 1, characterized in that, The step of enabling the vehicle to enter the starting gear and perform an acceleration and start operation corresponding to the clutch control strategy based on each group of clutch control strategies includes: When the clutch begins to enter the fully engaged state, the engine speed n is determined in real time. eng The highest RPM of the starting gear n max_gear1 Whether they are equal; the moment when the clutch begins to enter the fully engaged state is the full engagement start moment; When the engine speed n eng With the highest speed n of the starting gear max_gear1 If the values ​​are equal, it is determined that the vehicle has completed acceleration and start-up, and the moment when the vehicle completes acceleration and start-up is the acceleration and start-up completion time. Calculate the time taken for the full linkage state between the start time of the full linkage and the completion time of the acceleration start.

11. The method for calculating the clutch control strategy during the vehicle acceleration and start-up phase as described in claim 10, characterized in that, When the clutch begins to enter the fully engaged state, the engine speed n is determined in real time. eng The highest RPM of the starting gear n max_gear1 The steps for determining whether they are equal include: Based on a pre-defined iterative algorithm for the vehicle speed in the fully engaged state, the current time t is calculated when the clutch is in the fully engaged state. new Corresponding current vehicle speed ; Based on the current vehicle speed According to the clutch output shaft speed algorithm: Calculate the current time t when the clutch is in the fully engaged state. new The current speed n of the clutch output shaft gbx_new ; in, Let be the tire rolling radius of the vehicle. The transmission chain speed ratio of the starting gear; Based on the engine speed n at the same moment in the fully linked state, eng With the clutch output shaft speed n gbx If they are equal, determine the current time t of the fully linked state. new The current engine speed n eng_new Equal to the current speed n of the clutch output shaft gbx_new ; Determine the current engine speed n eng_new The highest RPM of the starting gear n max_gear1 Are they equal? 12. The method for calculating the clutch control strategy during the vehicle acceleration and start-up phase as described in claim 11, characterized in that, The fully linked state vehicle speed iteration algorithm is as follows: ； Among them, the For the time before t old The speed of the car in front, Let be the tire rolling radius of the vehicle. Let t be the current time. new The corresponding current engine torque, The transmission chain speed ratio of the starting gear. The driving resistance function of the vehicle At the current speed Driving resistance at that time Let be the moment of inertia of the vehicle's tires. For the engine's rotational inertia, The moment of inertia of the clutch output shaft. Let be the weight of the vehicle. The current time t is the time step size for each iteration calculation. new For the time before t old The next time step At that moment.

13. A clutch control method for the vehicle acceleration and start-up phase, characterized in that, The method uses the optimal control strategy described in any one of claims 1 to 12 to perform start-up control on the clutch.

14. A clutch control strategy calculation device for the vehicle acceleration and start-up phase, characterized in that, The computing device includes a processor and a memory, the memory storing at least one instruction or program, the instruction or program being loaded and executed by the processor to implement the clutch control strategy calculation method for the vehicle acceleration start phase as described in any one of claims 1 to 12.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one instruction or program, which is loaded and executed by a processor to implement the clutch control strategy calculation method for the vehicle acceleration and start-up phase as described in any one of claims 1 to 12.

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