Clutch control method and vehicle

Abstract

The present invention discloses a clutch control method and vehicle. The method includes: in response to a target vehicle meeting starting conditions and the oil temperature of the transmission in the target vehicle being less than a first threshold, obtaining a first state of the target vehicle, wherein the first state includes at least: a first idle speed of the engine, a first engine speed, and a first clutch speed in the target vehicle; performing proportional-integral-differential processing on the clutch torque based on the first state to obtain a closed-loop adjustment torque for the clutch; adjusting the closed-loop adjustment torque based on the first engine speed to obtain a compensation torque for the clutch; obtaining the sum of the closed-loop adjustment torque and the compensation torque to obtain a target torque for the clutch; and controlling the clutch based on the target torque. The present invention solves the technical problem in related arts of poor real-time synchronization between the clutch and engine speed due to low temperature.

Description

Technical Field

[0001] The present invention relates to the field of intelligent vehicles, and in particular to a clutch control method and a vehicle. Background Art

[0002] Traditional transmission-matched vehicle starting processes utilize a speed control method. This method pre-sets a target engine speed before the clutch and engine speeds are synchronized. PID (Proportional Integral Differential) closed-loop control is then used to gradually narrow the clutch-engine speed difference, achieving smooth synchronization. However, in low-temperature environments, low-temperature hysteresis can result in poor real-time synchronization between the clutch and engine speeds.

[0003] To address the above-mentioned problems, no effective solutions have been proposed so far. Summary of the Invention

[0004] Embodiments of the present invention provide a clutch control method and a vehicle to at least solve the technical problem in the related art that the real-time synchronization of the clutch and the engine speed is poor due to low temperature.

[0005] According to one aspect of an embodiment of the present invention, a clutch control method is provided, comprising: in response to a target vehicle satisfying a starting condition and an oil temperature of a transmission in the target vehicle being less than a first threshold, obtaining a first state of the target vehicle, wherein the first state includes at least: a first idle speed of the engine in the target vehicle, a first speed of the engine, and a first speed of the clutch; performing proportional-integral-differential processing on the torque of the clutch based on the first state to obtain a closed-loop regulation torque of the clutch; adjusting the closed-loop regulation torque based on the first speed of the engine to obtain a compensation torque of the clutch; obtaining the sum of the closed-loop regulation torque and the compensation torque to obtain a target torque of the clutch; and controlling the clutch based on the target torque.

[0006] Optionally, the closed-loop regulation torque is adjusted based on the first speed of the engine to obtain the compensation torque of the clutch, including: performing a differential operation on the first speed of the engine to determine the speed acceleration of the engine; determining an adjustment coefficient based on the speed acceleration; obtaining the product of the adjustment coefficient and the closed-loop regulation torque to obtain the compensation torque.

[0007] Optionally, the torque of the clutch is processed by proportional-integral-differential method based on the first state to obtain the closed-loop regulation torque of the clutch, including: determining the preset speed of the engine corresponding to the first state, wherein the preset speed of the engine is the speed to be reached by the target vehicle at the starting moment; determining the speed coefficient of the engine based on the first speed of the engine, the first idle speed of the engine and the preset speed of the engine, the speed coefficient of the engine is used to represent the change of the first speed of the engine; determining the speed coefficient of the clutch based on the first speed of the clutch and the preset speed of the engine, the speed coefficient of the clutch is used to represent the control state of the first speed of the clutch; performing proportional-integral-differential method on the torque of the clutch based on the speed coefficient of the engine and the speed coefficient of the clutch to obtain the closed-loop regulation torque of the clutch.

[0008] Optionally, the engine speed coefficient is determined based on the engine's first speed, the engine's first idle speed and the engine's preset speed, including: obtaining the difference between the engine's first speed and the engine's first idle speed to obtain a first difference; obtaining the difference between the engine's preset speed and the engine's first idle speed to obtain a second difference; and determining the engine speed coefficient based on a first quotient of the first difference and the second difference.

[0009] Optionally, determining the speed coefficient of the clutch based on the first speed of the clutch and the preset speed of the engine includes: obtaining the clutch speed coefficient based on a quotient of the first speed of the clutch and the preset speed of the engine.

[0010] Optionally, the first state also includes: the current opening of the accelerator pedal, performing proportional, integral and differential processing on the torque of the clutch based on the first state to obtain the closed-loop regulation torque of the clutch, including: determining the engine speed threshold based on the current opening of the accelerator pedal and the first idle speed of the engine, the engine speed threshold is used to determine whether the target vehicle is driving normally; in response to the first speed of the engine being greater than or equal to the engine speed threshold, performing proportional, integral and differential processing on the torque of the clutch based on the first state to obtain the closed-loop regulation torque.

[0011] Optionally, the engine speed threshold is determined based on the current opening of the accelerator pedal and the first idle speed of the engine, including: determining a steady-state speed compensation based on the current opening of the accelerator pedal, the steady-state speed compensation is used to compensate for the first idle speed of the engine; determining a speed correction coefficient based on the first idle speed of the engine, the speed correction coefficient is used to control the first idle speed of the engine; determining the engine speed threshold based on the steady-state speed compensation, the correction coefficient and the first idle speed of the engine.

[0012] Optionally, the engine speed threshold is determined based on the steady-state speed compensation, the correction coefficient and the first idle speed of the engine, including: determining the product of the first idle speed of the engine and the speed correction coefficient to obtain a target product; determining the sum of the target product and the steady-state speed compensation to obtain the engine speed threshold.

[0013] Optionally, the torque of the clutch is processed by proportional-integral-differential based on the engine speed coefficient and the clutch speed coefficient to obtain the closed-loop adjustment torque of the clutch, including: in response to the engine speed coefficient being greater than the preset speed coefficient, the torque of the clutch is processed by proportional-integral-differential based on the engine speed coefficient and the clutch speed coefficient to obtain the closed-loop adjustment torque of the clutch.

[0014] Optionally, the starting conditions include: the accelerator pedal of the target vehicle is in a triggered state, the driving speed of the target vehicle is less than a first threshold; the control gear of the target vehicle is in a first preset gear, wherein the first preset gear includes one of the following: forward gear, reverse gear.

[0015] Optionally, the method also includes: in response to the target vehicle satisfying the in-gear parking condition, obtaining a second state of the target vehicle, wherein the second state includes: a current slope signal, a second idle speed of the engine, a current oil temperature of the transmission and a second speed of the engine, and the current slope signal is used to characterize the slope of the current position of the target vehicle; determining a target idle speed of the engine based on the current oil temperature of the transmission, the second idle speed of the engine and the current slope signal; obtaining a difference between the second speed of the engine and the target idle speed of the engine to obtain a speed deviation; and applying pressure to the clutch in response to the speed deviation being less than a second threshold.

[0016] Optionally, the target idle speed of the engine is determined based on the current oil temperature of the transmission, the second idle speed of the engine and the aforementioned slope signal, including: determining a target idle speed compensation value based on the current oil temperature of the transmission and the current slope signal, the target idle speed compensation value compensating for the second idle speed of the engine; obtaining the target idle speed of the engine based on the second idle speed of the engine and the target idle speed compensation value; and determining whether to apply pressure to the clutch based on the current oil temperature of the transmission based on the difference between the second engine speed and the target idle speed of the engine.

[0017] Optionally, based on the difference between the second speed of the engine and the target idle speed of the engine, it is determined whether to apply pressure to the clutch based on the current oil temperature of the transmission, including: when the difference between the second speed of the engine and the target idle speed of the engine is less than a first preset threshold, determining to apply pressure to the clutch based on the current oil temperature of the transmission; when the difference between the second speed of the engine and the target idle speed of the engine is less than a second preset threshold, determining to stop applying pressure to the clutch based on the current oil temperature of the transmission, and the first preset threshold is greater than the second preset threshold.

[0018] Optionally, the in-gear parking conditions include: the driving speed is less than a first threshold, the start pedal of the target vehicle is triggered, the transmission oil temperature is less than a third threshold, the second engine speed is greater than a fourth threshold, and the target vehicle is in the first target gear.

[0019] Optionally, the method also includes: in response to the target vehicle meeting the parking warm-up conditions, controlling the clutch to perform an oil filling operation; obtaining the current oil filling pressure and current oil filling time of the clutch; in response to the difference between the preset oil filling pressure and the current oil filling pressure of the clutch being less than a third preset threshold, or the current oil filling time being greater than a preset time threshold, controlling the clutch to exit the oil filling operation.

[0020] Optionally, the clutch includes an odd-numbered shaft clutch and an even-numbered shaft clutch, and controlling the clutch to perform an oil filling operation includes: sequentially controlling the odd-numbered shaft clutch and the even-numbered shaft clutch to perform an oil filling operation according to a preset number of times.

[0021] Optionally, the parking warm-up conditions include: the driving speed is less than a first threshold, the transmission oil temperature is less than a third threshold, and the actual engine speed is greater than a fourth threshold; the target vehicle is in the second target gear, wherein the second target gear is neutral, or the parking gear.

[0022] According to another aspect of an embodiment of the present invention, a clutch control device is provided, including: a first acquisition module, configured to acquire a first state of a target vehicle in response to the target vehicle satisfying a starting condition and the oil temperature of a transmission in the target vehicle being less than a first threshold value, wherein the first state includes at least: a first idle speed of an engine in the target vehicle, a first speed of the engine, and a first speed of a clutch; a processing module, configured to perform proportional-integral-differential processing on the torque of the clutch based on the first state to obtain a closed-loop regulation torque of the clutch; an adjustment module, configured to adjust the closed-loop regulation torque based on the first speed of the engine to obtain a compensation torque of the clutch; a second acquisition module, configured to acquire the sum of the closed-loop regulation torque and the compensation torque to obtain a target torque of the clutch; and a control module, configured to control the clutch based on the target torque.

[0023] According to another aspect of an embodiment of the present invention, an electronic device is also provided, comprising: one or more processors; a storage device for storing one or more programs; and when the one or more programs are executed by one or more processors, the one or more processors execute any one of the above-mentioned clutch control methods.

[0024] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided, which includes a stored program, wherein when the program is run, the processor of the device where the program is located is controlled to execute any one of the above clutch control methods.

[0025] According to another aspect of an embodiment of the present invention, a vehicle is also provided, comprising: one or more processors; a storage device for storing one or more programs; when the one or more programs are executed by one or more processors, the one or more processors execute any one of the above-mentioned clutch control methods.

[0026] Through the above steps, in response to the target vehicle meeting the starting conditions and the transmission oil temperature in the target vehicle being less than a first threshold, a first state of the target vehicle is obtained, wherein the first state includes at least: a first idle speed of the engine, a first engine speed, and a first clutch speed in the target vehicle; a proportional-integral-differential (PID) process is performed on the clutch torque based on the first state to obtain a closed-loop regulated torque of the clutch; the closed-loop regulated torque is adjusted based on the first engine speed to obtain a compensation torque of the clutch; the sum of the closed-loop regulated torque and the compensation torque is obtained to obtain a target torque of the clutch; and the clutch is controlled based on the target torque. It is readily apparent that when the vehicle meets the starting conditions and the transmission oil temperature is less than the first threshold, the closed-loop regulated torque is adjusted based on the current engine speed to supplement the closed-loop regulated torque, thereby maintaining a stable engine speed during the starting process, thereby achieving a smooth and efficient speed synchronization process. This further addresses the technical issue in the related art of poor real-time synchronization of clutch and engine speeds due to low temperature. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0028] Figure 1 is a flow chart of a clutch control method according to an embodiment of the present invention;

[0029] Figure 2 is an optional schematic diagram of the operation in the starting phase according to an embodiment of the present invention;

[0030] Figure 3 is a schematic diagram of an optional in-gear parking operation according to an embodiment of the present invention;

[0031] Figure 4 is a schematic diagram of an optional parking warm-up phase operation according to an embodiment of the present invention;

[0032] Figure 5 Schematic diagram of a clutch control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0033] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0034] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0035] In the existing technology, it is difficult to achieve dynamic balance based on the PID control of the target speed alone in a low temperature environment, which can easily lead to the following two extreme situations:

[0036] (1) PID parameter settings are relatively sensitive: Although PID is used for control after the speed exceeds the limit, due to the hysteresis effect, the compensation torque calculated by PID is already very large when it takes effect, which will lead to an overcorrection and easily reduce the speed. Too low a speed can easily cause the whole vehicle to surge or even stall and lose power.

[0037] (2) PID parameter setting is relatively slow: After the speed exceeds the limit, the PID control ability is weak and the speed convergence speed is slow, resulting in poor NVH (Noise Vibration Harshness) of the entire vehicle. At the same time, when shifting gears without speed synchronization, there will be obvious shift shock.

[0038] The core reason for the above problems is that the low-temperature characteristics of the hydraulic system have changed significantly, which can be divided into the following situations:

[0039] (1) Low temperature causes hysteresis in the control current and clutch pressure. After the control current is issued according to the control demand, the solenoid valve opens with a delay due to the high viscosity of the low-temperature oil. As a result, after the control demand is issued, the clutch pressure can only be truly established after a significant delay.

[0040] (2) Low temperature causes clutch pressure and torque transmission hysteresis. After the clutch builds up pressure, due to the high viscosity of low-temperature oil, there will be obvious pressure drop loss and torque transmission delay in the hydraulic system pipeline, resulting in a significant delay after the clutch pressure is built up before the torque can be actually transmitted.

[0041] (3) Low temperature causes the back pressure in the clutch cavity to increase, generating a reaction force.

[0042] (4) The shear resistance of the oil film on the clutch friction plate increases at low temperatures, resulting in a very obvious decrease in the linearity of the torque transmission.

[0043] Among them, items (1) and (2) in the above problems are low-temperature hysteresis, which causes the traditional PID control to lose real-time performance. Therefore, low-temperature PID should not be too sensitive, otherwise it is very easy to overcorrect due to delay. Items (3) and (4) in the above problems are the phenomenon of attenuation of the torque transmission capacity and change of characteristics of the low-temperature friction pair. The intervention method for this phenomenon should start from the essence and reduce the regulation pressure flowing into the PID.

[0044] Example 1

[0045] According to an embodiment of the present invention, an embodiment of a clutch control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0046] Figure 1 is a flow chart of a clutch control method according to an embodiment of the present invention. Figure 1 As shown, the method includes the following steps:

[0047] Step S102, in response to the target vehicle meeting the starting conditions and the oil temperature of the transmission in the target vehicle being less than a first threshold, obtaining a first state of the target vehicle, wherein the first state at least includes: a first idle speed of the engine in the target vehicle, a first speed of the engine, and a first speed of the clutch.

[0048] The target vehicle can be an automatic transmission vehicle, a manual transmission vehicle, or an autonomous driving vehicle. Optionally, the current state of the target vehicle can be, but is not limited to, about to start, parked and warming up, or parked in gear. "About to start" can mean that the accelerator pedal is in the triggered state and the gear is in forward or reverse; "parked and warming up" can mean that the gear is in neutral or park, the vehicle is stationary, and the engine speed is non-zero; and "parked in gear" can mean that the gear is in forward or reverse, the vehicle is stationary, and the engine speed is non-zero.

[0049] The first threshold value may represent an oil temperature threshold value when the transmission is in a low temperature environment, and the specific value may be set by the user, wherein the user may be a person skilled in the art.

[0050] The first state may include data for indicating the current state of the target vehicle, for example, state data such as the current speed of the target vehicle's engine and the current speed of the target vehicle's clutch.

[0051] The first idle speed may be an engine speed when the target vehicle is in a stationary state and the engine speed is not zero, wherein the first idle speed may be issued by an engine control unit.

[0052] The first speed of the engine may be the current speed of the engine.

[0053] The first rotational speed of the clutch may be the current rotational speed of the clutch. In the embodiment of the present invention, the clutch may be a wet dual clutch.

[0054] In an optional embodiment, when the accelerator pedal of the target vehicle is in a triggered state and the gear is a forward gear or a reverse gear, the first state of the target vehicle can be obtained through the vehicle bus, for example, the first speed of the engine and the first speed of the clutch can be obtained through the vehicle bus.

[0055] Step S104 : performing proportional-integral-differential processing on the torque of the clutch based on the first state to obtain a closed-loop adjustment torque of the clutch.

[0056] The torque of the clutch is used to control the automatic transmission of the target vehicle. Optionally, after the target vehicle starts to start, the vehicle system will automatically calculate the clutch torque.

[0057] In an optional embodiment, after acquiring the first state, a preset engine speed may be determined, wherein the preset engine speed may be the engine speed desired to be achieved after the target vehicle is started. Optionally, the difference between the first idle speed of the engine and the first engine speed, and the difference between the preset engine speed and the first idle speed of the engine may be calculated, and the two differences may be divided to obtain an engine speed coefficient. Furthermore, the first clutch speed may be divided by the preset engine speed to obtain a clutch speed coefficient, and the clutch torque may be subjected to proportional-integral-differential processing using the engine speed coefficient and the clutch speed coefficient to obtain a closed-loop control torque of the clutch.

[0058] In another alternative embodiment, the difference between the first idle speed of the engine and the first rotational speed of the engine, and the difference between the preset rotational speed of the engine and the first idle speed of the engine can be calculated, and the two differences can be multiplied together to obtain the engine rotational speed coefficient. Furthermore, the first rotational speed of the clutch can be multiplied by the preset rotational speed of the engine to obtain the clutch rotational speed coefficient. The clutch torque is subjected to proportional-integral-differential processing using the engine rotational speed coefficient and the clutch rotational speed coefficient to obtain the closed-loop control torque of the clutch.

[0059] Step S106: adjusting the closed-loop regulation torque based on the first speed of the engine to obtain a compensation torque of the clutch.

[0060] The above compensation torque can be used to compensate the clutch closed-loop adjustment torque.

[0061] In an optional embodiment, after obtaining the clutch closed-loop regulation torque, the first speed of the engine can be differentiated to obtain the engine speed acceleration, and the compensation torque can be obtained by calculating the product of the speed acceleration and the closed-loop regulation torque.

[0062] In another optional embodiment, after obtaining the engine speed acceleration, the quotient of the first speed of the clutch and the preset speed of the engine can be calculated to obtain the clutch speed coefficient, and the compensation torque can be obtained by calculating the product of the clutch speed coefficient and the closed-loop adjustment torque.

[0063] Step S108: Obtain the sum of the closed-loop adjustment torque and the compensation torque to obtain the target torque of the clutch.

[0064] The target torque may be the total torque of the clutch.

[0065] In an optional embodiment, after the closed-loop adjustment torque and the compensation torque are obtained, they can be added, and the addition result can be determined as the target torque. Optionally, the target torque can be used to control the clutch.

[0066] In another optional embodiment, after the closed-loop adjustment torque and the compensation torque are obtained, the closed-loop adjustment torque and the compensation torque may be subtracted from each other, and the subtraction result may be determined as the target torque.

[0067] Step S110 : controlling the clutch based on the target torque.

[0068] In an optional embodiment, after the target torque is obtained, the clutch can be closed-loop controlled by the target torque, thereby reducing the speed difference between the current speed of the clutch and the current speed of the engine, thereby achieving smooth synchronization between the two.

[0069] Through the above steps, in response to the target vehicle meeting the starting conditions and the transmission oil temperature in the target vehicle being less than a first threshold, a first state of the target vehicle is obtained, wherein the first state includes at least: a first idle speed of the engine, a first engine speed, and a first clutch speed in the target vehicle; a proportional-integral-differential (PID) process is performed on the clutch torque based on the first state to obtain a closed-loop regulated torque of the clutch; the closed-loop regulated torque is adjusted based on the first engine speed to obtain a compensation torque of the clutch; the sum of the closed-loop regulated torque and the compensation torque is obtained to obtain a target torque of the clutch; and the clutch is controlled based on the target torque. It is readily apparent that when the vehicle meets the starting conditions and the transmission oil temperature is less than the first threshold, the closed-loop regulated torque is adjusted based on the current engine speed to supplement the closed-loop regulated torque, thereby maintaining a stable engine speed during the starting process, thereby achieving a smooth and efficient speed synchronization process. This further addresses the technical issue in the related art of poor real-time synchronization of clutch and engine speeds due to low temperature.

[0070] Optionally, the closed-loop regulation torque is adjusted based on the first speed of the engine to obtain the compensation torque of the clutch, including: performing a differential operation on the first speed of the engine to determine the speed acceleration of the engine; determining an adjustment coefficient based on the speed acceleration; obtaining the product of the adjustment coefficient and the closed-loop regulation torque to obtain the compensation torque.

[0071] The engine speed acceleration is used to indicate how fast the engine speed changes.

[0072] The above adjustment coefficient can be used to represent the dynamic transformation of the engine speed acceleration.

[0073] In an optional embodiment, after obtaining the first speed of the engine, the first speed can be differentiated to obtain the speed acceleration of the engine. Optionally, the speed acceleration can be used to determine the adjustment coefficient. The user can set the specific determination method of the adjustment coefficient using the speed acceleration. The following example is used to illustrate. Table 1 below shows a method for determining the adjustment coefficient. As shown in Table 1, different intervals can be set. For example, when the speed acceleration is less than -500, the adjustment coefficient can be set to 1. When the speed acceleration is greater than or equal to -500 and less than -200, the adjustment coefficient can be set to 2. When the speed acceleration is greater than or equal to -200 and less than 0, the adjustment coefficient can be set to 3. When the speed acceleration is greater than or equal to 0 and less than 200, the adjustment coefficient can be set to 4. When the speed acceleration is greater than or equal to 200 and less than 500, the adjustment coefficient can be set to 5.

[0074] Table 1

[0075] Speed ​​acceleration x x<-500 -500<x<-200 -200≤x＜0 0≤x＜200 200≤x＜500 Adjustment factor 1 2 3 4 5

[0076] Optionally, the torque of the clutch is processed by proportional-integral-differential method based on the first state to obtain the closed-loop regulation torque of the clutch, including: determining the preset speed of the engine corresponding to the first state, wherein the preset speed of the engine is the speed to be reached by the target vehicle at the starting moment; determining the speed coefficient of the engine based on the first speed of the engine, the first idle speed of the engine and the preset speed of the engine, the speed coefficient of the engine is used to represent the change of the first speed of the engine; determining the speed coefficient of the clutch based on the first speed of the clutch and the preset speed of the engine, the speed coefficient of the clutch is used to represent the control state of the first speed of the clutch; performing proportional-integral-differential method on the torque of the clutch based on the speed coefficient of the engine and the speed coefficient of the clutch to obtain the closed-loop regulation torque of the clutch.

[0077] The engine speed coefficient may be used to indicate changes in the first engine speed. Optionally, the engine speed coefficient may be used to evaluate the health of the engine speed.

[0078] The clutch speed coefficient may be used to indicate the control state of the first speed of the clutch. Optionally, the clutch speed coefficient may be used to evaluate the health of the clutch speed.

[0079] In an optional embodiment, a preset engine speed can be pre-set by the user, wherein the preset engine speed is always greater than the first engine idle speed. After acquiring the first state of the target vehicle, the engine speed coefficient can be determined based on the first engine speed, the first engine idle speed, and the preset engine speed. The clutch speed coefficient can then be determined based on the first clutch speed and the preset engine speed. After determining the engine speed coefficient and the clutch speed coefficient, a proportional-integral-differential process can be performed on the clutch torque based on the engine speed coefficient and the clutch speed coefficient to obtain the closed-loop control torque of the clutch.

[0080] Among them, the speed coefficient can be obtained by calculating the difference between the engine first speed and the engine first idle speed, and the difference between the engine preset speed and the engine first idle speed. Optionally, the speed coefficient can be obtained by calculating the quotient of the two differences, or the sum of the engine first speed and the engine first idle speed, and the sum of the engine preset speed and the engine first idle speed are calculated, and the speed coefficient is determined by calculating the quotient of the two sums.

[0081] Furthermore, the clutch speed coefficient can be obtained by calculating the quotient of the first clutch speed and the preset engine speed, or by calculating the product of the first clutch speed and the preset engine speed. Alternatively, the clutch speed coefficient can be obtained by performing proportional-integral-differential processing on the clutch torque based on the engine speed coefficient and the clutch speed coefficient to obtain the closed-loop regulation torque of the clutch. The specific determination method can be set by the user and is described in this application using the following example.

[0082] Table 2 below shows a method for calculating the proportional, integral, and differential values ​​of clutch torque. As shown in Table 2, the clutch speed coefficient can be set to 0, 0.25, 0.5, 0.75, and 1, and the engine speed coefficient can be set to less than 0, 0-0.24, 0.25-0.49, 0.5-0.74, 0.75-0.99, 1-1.24, 1.25-1.49, 1.5-1.9, and greater than 2. When the engine speed coefficient is less than 0 and the clutch speed coefficient is 0, 0.25, or 0.5, proportional and integral calculations can be performed on the clutch torque. When the engine speed coefficient is less than 0 and the clutch speed coefficient is 0.75 or 1, no calculation is performed. When the engine speed coefficient is 0-0.24, 0.25-0.49, 0.5-0.74, 0.75-0.99, 1-1.24, 1.25-1.49, 1.5-1.9 or greater than 2, and the clutch speed coefficient is any value of 0, 0.25, 0.5, 0.75, or 1, proportional-integral-differential calculation of the clutch torque is required.

[0083] Table 2

[0084]

[0085] Optionally, the engine speed coefficient is determined based on the engine's first speed, the engine's first idle speed and the engine's preset speed, including: obtaining the difference between the engine's first speed and the engine's first idle speed to obtain a first difference; obtaining the difference between the engine's preset speed and the engine's first idle speed to obtain a second difference; and determining the engine speed coefficient based on a first quotient of the first difference and the second difference.

[0086] In an optional embodiment, the first engine speed can be subtracted from the first engine idle speed, and the difference can be determined as the first difference, and the first engine idle speed can be subtracted from the preset engine speed, and the difference can be determined as the second difference. Optionally, after obtaining the first difference and the second difference, the first difference can be divided by the second difference to obtain a first quotient, and the first quotient can be determined as the engine speed coefficient. Optionally, the engine speed coefficient can be used to perform proportional integral differential processing on the clutch torque to obtain the closed-loop regulation torque of the clutch.

[0087] Optionally, determining the speed coefficient of the clutch based on the first speed of the clutch and the preset speed of the engine includes: obtaining the clutch speed coefficient based on a quotient of the first speed of the clutch and the preset speed of the engine.

[0088] In an optional embodiment, after obtaining the first speed of the clutch and the preset speed of the engine, the first speed of the clutch can be divided by the preset speed of the engine, and the quotient can be determined as the clutch speed coefficient. Optionally, the clutch speed coefficient can be used to perform proportional, integral and differential processing on the clutch torque to obtain the closed-loop regulation torque of the clutch.

[0089] Optionally, the first state also includes: the current opening of the accelerator pedal, performing proportional, integral and differential processing on the torque of the clutch based on the first state to obtain the closed-loop regulation torque of the clutch, including: determining the engine speed threshold based on the current opening of the accelerator pedal and the first idle speed of the engine, the engine speed threshold is used to determine whether the target vehicle is driving normally; in response to the first speed of the engine being greater than or equal to the engine speed threshold, performing proportional, integral and differential processing on the torque of the clutch based on the first state to obtain the closed-loop regulation torque.

[0090] The above engine speed threshold value may be used to indicate a critical value for the target vehicle to be in a starting state. Optionally, when the first engine speed is less than the speed threshold value, the target vehicle may be at risk of stalling.

[0091] In an optional embodiment, after obtaining the current opening of the accelerator pedal, different steady-state speed compensations can be set according to different current openings of the accelerator pedal, wherein the steady-state compensation can be used to compensate for the first idle speed, thereby obtaining a speed threshold.

[0092] In another alternative embodiment, the first engine speed may be compared with an engine speed threshold to determine whether to continue performing the proportional-integral-differential (PID) calculation of the clutch torque. Alternatively, the PID calculation of the clutch torque may be performed when the first engine speed is greater than or equal to the engine speed threshold, and the PID calculation of the clutch torque may be stopped when the first engine speed is less than the engine speed threshold.

[0093] Optionally, the engine speed threshold is determined based on the current opening of the accelerator pedal and the first idle speed of the engine, including: determining a steady-state speed compensation based on the current opening of the accelerator pedal, the steady-state speed compensation is used to compensate for the first idle speed of the engine; determining a speed correction coefficient based on the first idle speed of the engine, the speed correction coefficient is used to control the first idle speed of the engine; determining the engine speed threshold based on the steady-state speed compensation, the correction coefficient and the first idle speed of the engine.

[0094] In an optional embodiment, the steady-state speed compensation can be determined based on the current opening of the accelerator pedal. Table 3 below shows a method for determining the steady-state speed compensation. As shown in Table 3, the current opening of the accelerator pedal can be divided into different intervals, and each different interval can correspond to a different steady-state speed compensation value. For example, when the current opening of the accelerator pedal is in the interval of 0%-10%, the steady-state speed compensation can be set to 1; when the current opening of the accelerator pedal is in the interval of 11%-30%, the steady-state speed compensation can be set to 2; when the current opening of the accelerator pedal is in the interval of 31%-50%, the steady-state speed compensation can be set to 3; when the current opening of the accelerator pedal is in the interval of 51%-70%, the steady-state speed compensation can be set to 4; when the current opening of the accelerator pedal is in the interval of 71%-100%, the steady-state speed compensation can be set to 5.

[0095] Table 3

[0096]

[0097] In another optional embodiment, the speed correction coefficient can be determined based on the first idle speed of the engine. Optionally, the speed correction coefficient can be obtained by subtracting a target threshold from the first idle speed of the engine, wherein the target threshold can be set by the user. In this application, the target threshold is 800 revolutions per minute for illustration. Table 4 below shows a method for determining the speed correction coefficient. As shown in Table 4, when the difference between the first idle speed and 800 is 600, the speed correction coefficient can be set to 0.1; when the difference between the first idle speed and 800 is 450, the speed correction coefficient can be set to 0.2; when the difference between the first idle speed and 800 is 300, the speed correction coefficient can be set to 0.3; when the difference between the first idle speed and 800 is 200, the speed correction coefficient can be set to 0.4; when the difference between the first idle speed and 800 is 100, the speed correction coefficient can be set to 0.5.

[0098] Table 4

[0099] First idle speed - 800 600 450 300 200 100 Speed ​​correction factor 0.1 0.2 0.3 0.4 0.5

[0100] Furthermore, after the steady-state speed compensation and the speed correction coefficient are determined, relevant calculations can be performed based on the steady-state speed compensation, the speed correction coefficient, and the first idle speed of the engine to obtain the speed threshold.

[0101] Optionally, the engine speed threshold is determined based on the steady-state speed compensation, the correction coefficient and the first idle speed of the engine, including: determining the product of the first idle speed of the engine and the speed correction coefficient to obtain a target product; determining the sum of the target product and the steady-state speed compensation to obtain the engine speed threshold.

[0102] In an optional embodiment, after determining the steady-state speed compensation and the speed correction coefficient, the product of the engine's first idle speed and the speed correction coefficient can be calculated, and the result can be determined as the target product. At the same time, the target product and the steady-state speed compensation are added, and the addition result is determined as the engine's speed threshold. This allows the clutch torque to be processed by proportional-integral-differential when the engine's first speed is greater than or equal to the engine's speed threshold to obtain a closed-loop regulation torque.

[0103] Optionally, the torque of the clutch is processed by proportional-integral-differential based on the engine speed coefficient and the clutch speed coefficient to obtain the closed-loop adjustment torque of the clutch, including: in response to the engine speed coefficient being greater than the preset speed coefficient, the torque of the clutch is processed by proportional-integral-differential based on the engine speed coefficient and the clutch speed coefficient to obtain the closed-loop adjustment torque of the clutch.

[0104] The above-mentioned preset speed coefficient can be set to 0. Optionally, since the preset engine speed is always greater than the first idle speed of the engine, when the engine speed coefficient is less than the preset speed coefficient, it can be considered that the first speed of the engine is less than the first idle speed of the engine. At this time, it is necessary to stop the proportional-integral-differential processing of the clutch torque based on the engine speed coefficient and the clutch speed coefficient.

[0105] Optionally, the starting conditions include: the accelerator pedal of the target vehicle is in a triggered state, the driving speed of the target vehicle is less than a first threshold; the control gear of the target vehicle is in a first preset gear, wherein the first preset gear includes one of the following: forward gear, reverse gear.

[0106] The above-mentioned first threshold value can be 0. Optionally, when the gear of the target vehicle is in the forward gear or the reverse gear, the accelerator pedal of the target vehicle has been triggered, the driving speed of the target vehicle is 0, and the engine speed of the target vehicle is not 0, it can be considered that the target vehicle is in the starting state.

[0107] Figure 2 is an optional schematic diagram of the operation in the starting stage according to an embodiment of the present invention, such as Figure 2As shown, first, the target vehicle is judged to determine whether it meets the starting conditions based on the judgment conditions. If the judgment result is no, the clutch control is exited. If the judgment result is yes, the clutch control function is activated. After the clutch control function is activated, it is necessary to obtain the current accelerator pedal opening, the first idle speed of the engine, the first clutch speed, and the first engine speed, and at the same time, the preset engine speed needs to be set. The engine speed threshold is calculated based on the current accelerator pedal opening and the first idle speed of the engine, and the engine speed coefficient is calculated based on the first idle speed of the engine, the first engine speed, and the preset engine speed. The clutch speed coefficient is calculated based on the first clutch speed and the preset engine speed. At the same time, the engine speed acceleration can also be calculated based on the first engine speed, wherein the engine speed acceleration can be used to calculate the steady-state speed compensation. Optionally, after obtaining the engine speed threshold, it is necessary to determine whether the first engine speed satisfies a condition, that is, whether it is greater than or equal to the engine speed threshold. It is also necessary to determine whether the engine speed coefficient is greater than a preset speed coefficient. If the first engine speed is greater than or equal to the engine speed threshold, and the engine speed coefficient is greater than the preset speed coefficient, proportional-integral-differential processing can be performed on the clutch torque based on the engine speed coefficient and the clutch speed coefficient to obtain the clutch closed-loop adjustment torque. Otherwise, proportional-integral-differential processing of the clutch torque based on the engine speed coefficient and the clutch speed coefficient is stopped. Optionally, after obtaining the clutch closed-loop adjustment torque, the target torque can be determined based on the clutch closed-loop adjustment torque and steady-state speed compensation.

[0108] Optionally, the method also includes: in response to the target vehicle satisfying the in-gear parking condition, obtaining a second state of the target vehicle, wherein the second state includes: a current slope signal, a second idle speed of the engine, a current oil temperature of the transmission and a second speed of the engine, and the current slope signal is used to characterize the slope of the current position of the target vehicle; determining a target idle speed of the engine based on the current oil temperature of the transmission, the second idle speed of the engine and the current slope signal; obtaining a difference between the second speed of the engine and the target idle speed of the engine to obtain a speed deviation; and applying pressure to the clutch in response to the speed deviation being less than a second threshold.

[0109] The second state may be state data of the target vehicle when the target vehicle is in a parked state in gear, wherein the second state may include data such as a current slope signal of the target vehicle and a current oil temperature of the transmission.

[0110] The above-mentioned current slope signal may be a slope signal of the position of the target vehicle. Optionally, a sensor may be installed on the vehicle body to detect the current slope signal.

[0111] The second idle speed of the engine may be an engine speed when the target vehicle is in a gear-parked state, wherein the second idle speed may be issued by an engine control unit.

[0112] The second speed of the engine may be the current speed of the engine when the engine is in a parked state.

[0113] The second threshold can be set by the user.

[0114] In an optional embodiment, after the driver issues a target idle request, the target idle speed of the engine can be determined by the current oil temperature of the transmission, the second idle speed of the engine and the current slope signal, wherein the target idle speed compensation value can be determined by the current slope signal of the target vehicle and the current oil temperature of the transmission, wherein the target idle speed compensation value can be used to compensate for the second idle speed of the engine, and the specific determination method can be set by the user.

[0115] In another optional embodiment, after determining the target idle speed, the difference between the second engine speed and the target idle speed of the engine can be calculated and determined as the speed deviation. Optionally, the speed deviation can be compared with a second threshold value. When the speed deviation is less than the second threshold value, pressure can be applied to the clutch.

[0116] Optionally, the target idle speed of the engine is determined based on the current oil temperature of the transmission, the second idle speed of the engine and the aforementioned slope signal, including: determining a target idle speed compensation value based on the current oil temperature of the transmission and the current slope signal, the target idle speed compensation value compensating for the second idle speed of the engine; obtaining the target idle speed of the engine based on the second idle speed of the engine and the target idle speed compensation value; and determining whether to apply pressure to the clutch based on the current oil temperature of the transmission based on the difference between the second engine speed and the target idle speed of the engine.

[0117] The target idle speed of the engine may be a speed to be achieved after the engine speed is increased. Optionally, the second idle speed may be set by the user.

[0118] In an optional embodiment, the target idle compensation value can be determined by the current slope signal of the target vehicle and the current oil temperature of the transmission. The specific determination method can be set by the user. In this application, the following method is used as an example for explanation. Table 5 below shows a method for determining the target idle compensation value. As shown in Table 5, the current oil temperature of the transmission can be set to -30 degrees Celsius, -20 degrees Celsius, -15 degrees Celsius, -10 degrees Celsius, and 0 degrees Celsius. The current slope signal can be set to greater than 10%, between 10% and 7%, between 7% and 5%, and less than 5%. When the current oil temperature of the transmission is -30, -20, and the current slope signal is greater than 10% or 10%-7%, the target idle compensation value can be determined to be 0.5. When the current transmission oil temperature is -15, -10, or 0, and the current slope signal is greater than 10% or between 10% and 7%, the target idle speed compensation value can be determined as 1. Furthermore, when the current transmission oil temperature is -30, -20, and the current slope signal is between 7% and 5%, the target idle speed compensation value can also be determined as 1. When the current transmission oil temperature is -15, -10, or 0, and the current slope signal is between 7% and 5%, the target idle speed compensation value can be determined as 1.5. Furthermore, when the current transmission oil temperature is -30, -20, and the current slope signal is less than 5%, the target idle speed compensation value can also be determined as 1.5. When the current transmission oil temperature is -15, -10, or 0, and the current slope signal is less than 5%, the target idle speed compensation value can be determined as 2. Optionally, the target idle speed can be determined by calculating the sum of the target idle speed compensation value and the second idle speed of the engine.

[0119] Table 5

[0120]

[0121] In another alternative embodiment, after the target idle speed is obtained, whether to apply pressure to the clutch can be determined based on the difference between the second engine speed and the target idle speed of the engine. Alternatively, a threshold value can be set to compare the difference between the second engine speed and the target idle speed of the engine with the threshold value to determine whether to apply pressure to the clutch.

[0122] Optionally, based on the difference between the second speed of the engine and the target idle speed of the engine, it is determined whether to apply pressure to the clutch based on the current oil temperature of the transmission, including: when the difference between the second speed of the engine and the target idle speed of the engine is less than a first preset threshold, determining to apply pressure to the clutch based on the current oil temperature of the transmission; when the difference between the second speed of the engine and the target idle speed of the engine is less than a second preset threshold, determining to stop applying pressure to the clutch based on the current oil temperature of the transmission, and the first preset threshold is greater than the second preset threshold.

[0123] The first preset threshold and the second preset threshold can be set by the user, wherein the first preset threshold is greater than the second preset threshold.

[0124] In an optional embodiment, a first preset threshold value and a second preset threshold value can be set to determine whether the clutch needs to be pressurized. Optionally, when the difference between the second engine speed and the target idle speed of the engine is less than the first preset threshold value, the clutch can be pressurized. When the difference between the second engine speed and the target idle speed of the engine is less than the second preset threshold value, the clutch is stopped from being pressurized. Optionally, the clutch can be pressurized based on the current oil temperature of the transmission. The specific determination method can be set by the user. In this application, the following method is used as an example for explanation. Table 6 below shows a method for determining the pressure to be applied to the clutch based on the current oil temperature of the transmission. As shown in Table 6, assuming that the current oil temperature of the transmission is -30 degrees Celsius, -20 degrees Celsius, -15 degrees Celsius, -10 degrees Celsius, and 0 degrees Celsius, the corresponding pressures can be set to 5 bar, 10 bar, 15 bar, 20 bar, and 25 bar.

[0125] Table 6

[0126] Current transmission oil temperature (degrees Celsius) -30 -25 -20 -10 0 Pressure (bar) 5 10 15 20 25

[0127] Optionally, the in-gear parking conditions include: the driving speed is less than a first threshold, the start pedal of the target vehicle is triggered, the transmission oil temperature is less than a third threshold, the second engine speed is greater than a fourth threshold, and the target vehicle is in the first target gear.

[0128] The third threshold and the fourth threshold can be set by the user.

[0129] Figure 3 FIG. 1 is a schematic diagram of an optional operation in the parking stage according to an embodiment of the present invention, such as Figure 3As shown, first, a condition is used to determine whether the target vehicle needs to activate the clutch control function. If the determination result is no, the control is exited. If the determination result is yes, the clutch control function is activated and a second state of the target vehicle is obtained. The second state may include a current slope signal, a second idle speed of the engine, a current oil temperature of the transmission, a current gear of the target vehicle, and a second engine speed. Optionally, a target idle speed may be calculated based on the current slope signal, the second idle speed of the engine, and the current oil temperature of the transmission. After obtaining the target idle speed, a speed deviation between the target idle speed and the second engine speed may be calculated, and a condition is used to determine whether to apply pressure to the clutch. Optionally, the speed deviation may be compared with a first preset threshold and a second preset threshold. If the difference between the second engine speed and the target idle speed is less than the first preset threshold, the clutch may be pressed. If the difference between the second engine speed and the target idle speed is less than the second preset threshold, the clutch is no longer pressed.

[0130] Optionally, the method also includes: in response to the target vehicle meeting the parking warm-up conditions, controlling the clutch to perform an oil filling operation; obtaining the current oil filling pressure and current oil filling time of the clutch; in response to the difference between the preset oil filling pressure and the current oil filling pressure of the clutch being less than a third preset threshold, or the current oil filling time being greater than a preset time threshold, controlling the clutch to exit the oil filling operation.

[0131] The clutch may include an odd-numbered shaft clutch and an even-numbered shaft clutch, wherein the odd-numbered shaft clutch may be a clutch corresponding to an odd-numbered gear position, and the even-numbered shaft clutch may be a clutch corresponding to an even-numbered gear position.

[0132] The above-mentioned preset oil filling pressure can be set by the user, wherein the preset oil filling pressure must be sufficient to ensure that the oil filling action does not cause the target vehicle to vibrate and be noticed by the driver. For example, the preset oil filling pressure can be set to the pressure value applied by the driver on the clutch at the moment the vehicle is about to start minus 0.3 bar.

[0133] The third preset threshold mentioned above can be set by the user.

[0134] The above preset time threshold can be set by the user, for example, the preset time threshold is set to 0.5 seconds.

[0135] In an optional embodiment, the oil filling operation may be exited when the difference between the preset oil filling pressure and the current oil filling pressure of the clutch is smaller than a third preset threshold, or when the current oil filling time is greater than a preset time threshold.

[0136] Optionally, the clutch includes an odd-numbered shaft clutch and an even-numbered shaft clutch, and controlling the clutch to perform an oil filling operation includes: sequentially controlling the odd-numbered shaft clutch and the even-numbered shaft clutch to perform an oil filling operation according to a preset number of times.

[0137] In an optional embodiment, the clutch can be controlled to perform oil filling operations according to a preset number of times, wherein the preset number of times can be set by the user. After one oil filling is completed, the oil filling operation can be repeated according to the preset number of times.

[0138] Optionally, the parking warm-up conditions include: the driving speed is less than a first threshold, the transmission oil temperature is less than a third threshold, and the actual engine speed is greater than a fourth threshold; the target vehicle is in the second target gear, wherein the second target gear is neutral, or the parking gear.

[0139] Figure 4 FIG. 1 is a schematic diagram of an optional parking warm-up phase operation according to an embodiment of the present invention. Figure 4 As shown, it is possible to determine whether the target vehicle is in the parking warm-up stage based on the judgment conditions. If the judgment result is no, the parking warm-up control is exited. If the judgment result is yes, the clutch pre-start function is activated, and the oil filling of the odd-numbered shaft clutch is controlled, and the oil filling of the even-numbered shaft clutch is controlled.

[0140] This solution takes into account the low-temperature characteristics of the hydraulic system and the low-temperature challenges faced by the entire vehicle, ensuring stable engine speed during the start process and achieving a smooth and efficient start synchronization process. It also comprehensively considers the driver's driving intention, road grade resistance, and other factors, making it more universally applicable to different driving scenarios.

[0141] Example 2

[0142] According to an embodiment of the present invention, a clutch control device is further provided, which executes the clutch control method in the above embodiment. Figure 5 Schematic diagram of a clutch control device according to an embodiment of the present invention. Figure 5 As shown, the device includes the following components:

[0143] The first acquisition module 502 is configured to acquire a first state of the target vehicle in response to the target vehicle meeting a starting condition and an oil temperature of a transmission in the target vehicle being less than a first threshold, wherein the first state includes at least: a first idle speed of the engine, a first speed of the engine, and a first speed of the clutch in the target vehicle.

[0144] The processing module 504 is configured to perform proportional-integral-differential processing on the torque of the clutch based on the first state to obtain a closed-loop regulation torque of the clutch.

[0145] The adjustment module 506 is configured to adjust the closed-loop regulation torque based on the first speed of the engine to obtain a compensation torque of the clutch.

[0146] The second acquisition module 508 acquires the sum of the closed-loop adjustment torque and the compensation torque to obtain the target torque of the clutch.

[0147] The control module 510 controls the clutch based on the target torque.

[0148] Optionally, the adjustment module 506 includes: an operation unit, used to perform a differential operation on the first speed of the engine to determine the speed acceleration of the engine; a first determination unit, used to determine the adjustment coefficient based on the speed acceleration; and an acquisition unit, used to obtain the product of the adjustment coefficient and the closed-loop regulation torque to obtain the compensation torque.

[0149] Optionally, the processing module 504 includes: a second determination unit, used to determine the preset speed of the engine corresponding to the first state, wherein the preset speed of the engine is the speed that the target vehicle is to reach at the starting moment; a third determination unit, used to determine the engine speed coefficient based on the first speed of the engine, the first idle speed of the engine and the preset speed of the engine, the engine speed coefficient is used to represent the change of the first speed of the engine; a fourth determination unit, used to determine the speed coefficient of the clutch based on the first speed of the clutch and the preset speed of the engine, the clutch speed coefficient is used to represent the control state of the first speed of the clutch; a first processing unit, used to perform proportional-integral-differential processing on the torque of the clutch based on the engine speed coefficient and the clutch speed coefficient to obtain the closed-loop regulation torque of the clutch.

[0150] Optionally, the third determination unit includes: a first acquisition subunit, used to obtain the difference between the first speed of the engine and the first idle speed of the engine, to obtain a first difference; a second acquisition subunit, used to obtain the difference between the preset speed of the engine and the first idle speed of the engine, to obtain a second difference; and a first determination subunit, used to determine the engine speed coefficient based on a first quotient of the first difference and the second difference.

[0151] Optionally, the first determining subunit is further configured to obtain a clutch speed coefficient based on a quotient of the first speed of the clutch and a preset speed of the engine.

[0152] Optionally, the processing module 504 also includes: a fifth determination unit, used to determine the engine speed threshold based on the current opening of the accelerator pedal and the first idle speed of the engine, and the engine speed threshold is used to determine whether the target vehicle is driving normally; a second processing unit, used to respond to the first engine speed being greater than or equal to the engine speed threshold, and perform proportional-integral-differential processing on the torque of the clutch based on the first state to obtain a closed-loop regulation torque.

[0153] Optionally, the fifth determination unit includes: a second determination subunit, used to determine the steady-state speed compensation based on the current opening of the accelerator pedal, and the steady-state speed compensation is used to compensate for the first idle speed of the engine; a third determination subunit, used to determine the speed correction coefficient based on the first idle speed of the engine, and the speed correction coefficient is used to control the first idle speed of the engine; a fourth determination subunit, used to determine the engine speed threshold based on the steady-state speed compensation, the correction coefficient and the first idle speed of the engine.

[0154] Optionally, the fourth determination subunit is further configured to determine the product of the first idle speed of the engine and the speed correction coefficient to obtain a target product; and determine the sum of the target product and the steady-state speed compensation to obtain a speed threshold of the engine.

[0155] Optionally, the first processing unit includes: a processing subunit, which is used to perform proportional-integral-differential processing on the torque of the clutch based on the engine speed coefficient and the clutch speed coefficient in response to the engine speed coefficient being greater than the preset speed coefficient, to obtain the closed-loop regulation torque of the clutch.

[0156] Optionally, the device also includes: a third acquisition module, used to obtain a second state of the target vehicle in response to the target vehicle meeting the in-gear parking condition, wherein the second state includes: a current slope signal, a second idle speed of the engine, a current oil temperature of the transmission and a second speed of the engine, and the current slope signal is used to characterize the slope of the current position of the target vehicle; a determination module, used to determine the target idle speed of the engine based on the current oil temperature of the transmission, the second idle speed of the engine and the current slope signal; a fourth acquisition module, used to obtain the difference between the second speed of the engine and the target idle speed of the engine to obtain a speed deviation; an application module, used to apply pressure to the clutch in response to the speed deviation being less than a second threshold.

[0157] Optionally, the determination module includes: a sixth determination unit, used to determine a target idle compensation value based on the current oil temperature of the transmission and a current slope signal, the target idle compensation value compensating for the second idle speed of the engine; a seventh determination unit, used to obtain the target idle speed of the engine based on the second idle speed of the engine and the target idle compensation value; an eighth determination unit, used to determine whether to apply pressure to the clutch based on the current oil temperature of the transmission based on the difference between the second speed of the engine and the target idle speed of the engine.

[0158] Optionally, the eighth determination unit includes: a fifth determination sub-unit, used to determine whether to apply pressure to the clutch based on the current oil temperature of the transmission when the difference between the second speed of the engine and the target idle speed of the engine is less than a first preset threshold; a sixth determination sub-unit, used to determine to stop applying pressure to the clutch based on the current oil temperature of the transmission when the difference between the second speed of the engine and the target idle speed of the engine is less than a second preset threshold, and the first preset threshold is greater than the second preset threshold.

[0159] Optionally, the device also includes: a second control module, used to control the clutch to perform oil filling operation in response to the target vehicle meeting the parking warm-up conditions; a fifth acquisition module, used to obtain the current oil filling pressure and current oil filling time of the clutch; a third control module, used to control the clutch to exit the oil filling operation in response to the difference between the preset oil filling pressure and the current oil filling pressure of the clutch being less than a third preset threshold, or the current oil filling time being greater than a preset time threshold.

[0160] Optionally, the second control module includes: a control unit, configured to control the odd-numbered shaft clutch and the even-numbered shaft clutch to perform oil filling operations in sequence according to a preset setting.

[0161] Example 3

[0162] According to another aspect of an embodiment of the present invention, an electronic device is also provided, comprising: one or more processors; a storage device for storing one or more programs; and when the one or more programs are executed by one or more processors, the one or more processors execute any one of the above-mentioned clutch control methods.

[0163] Example 4

[0164] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided, which includes a stored program, wherein when the program is run, the processor of the device where the program is located is controlled to execute any one of the above clutch control methods.

[0165] Example 5

[0166] According to another aspect of an embodiment of the present invention, a vehicle is also provided, characterized in that it includes: one or more processors, a storage device for storing one or more programs, and when the one or more programs are executed by one or more processors, the one or more processors execute any one of the above-mentioned clutch control methods.

[0167] The serial numbers of the above embodiments of the present invention are for description only and do not represent the advantages or disadvantages of the embodiments.

[0168] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0169] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0170] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected to achieve the purpose of the present embodiment according to actual needs.

[0171] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0172] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to execute all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc. Various media that can store program codes.

[0173] The above are only preferred embodiments of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A clutch control method, characterized in that: include: In response to a target vehicle meeting a starting condition and an oil temperature of a transmission in the target vehicle being less than a first threshold, obtaining a first state of the target vehicle, wherein the first state includes at least: a first idle speed of an engine in the target vehicle, a first speed of the engine, and a first speed of the clutch; performing proportional, integral, and differential processing on the torque of the clutch based on the first state to obtain a closed-loop adjustment torque of the clutch, wherein the closed-loop adjustment torque is obtained by performing proportional, integral, and differential processing on the torque of the clutch based on a speed coefficient of the engine and a speed coefficient of the clutch; adjusting the closed-loop regulation torque based on a first speed of the engine to obtain a compensation torque of the clutch; Obtaining the sum of the closed-loop adjustment torque and the compensation torque to obtain the target torque of the clutch; controlling the clutch based on the target torque; Wherein, the method also includes: in response to the target vehicle satisfying the in-gear parking condition, obtaining the second state of the target vehicle, wherein the second state includes: a current slope signal, a second idle speed of the engine, a current oil temperature of the transmission and a second speed of the engine, and the current slope signal is used to characterize the slope of the current position of the target vehicle; based on the current oil temperature of the transmission, the second idle speed of the engine and the current slope signal, determining the target idle speed of the engine; obtaining the difference between the second speed of the engine and the target idle speed of the engine to obtain a speed deviation; in response to the speed deviation being less than a second threshold, applying pressure to the clutch.

2. The method according to claim 1, characterized in that The closed-loop regulation torque is adjusted based on the first speed of the engine to obtain the compensation torque of the clutch, including: performing a differential operation on the first speed of the engine to determine a speed acceleration of the engine; determining an adjustment coefficient based on the speed acceleration; The product of the adjustment coefficient and the closed-loop regulation torque is obtained to obtain the compensation torque.

3. The method according to claim 1, characterized in that Performing proportional-integral-differential processing on the torque of the clutch based on the first state to obtain a closed-loop adjustment torque of the clutch includes: Determining a preset engine speed corresponding to the first state, wherein the preset engine speed is a speed that the target vehicle is to reach at a start time; determining a speed coefficient of the engine based on the first speed of the engine, the first idle speed of the engine, and a preset speed of the engine, wherein the speed coefficient of the engine is used to represent a change in the first speed of the engine; determining a speed coefficient of the clutch based on the first speed of the clutch and a preset speed of the engine, the clutch speed coefficient being used to represent a control state of the first speed of the clutch; The torque of the clutch is processed by proportional-integral-differential method based on the speed coefficient of the engine and the speed coefficient of the clutch to obtain the closed-loop adjustment torque of the clutch.

4. The method according to claim 3, characterized in that Determining a speed coefficient of the engine based on a first speed of the engine, a first idle speed of the engine, and a preset speed of the engine includes: Obtaining a difference between a first rotational speed of the engine and a first idle speed of the engine to obtain a first difference; Obtaining a difference between a preset speed of the engine and a first idle speed of the engine to obtain a second difference; A speed coefficient of the engine is determined based on a first quotient of the first difference and the second difference.

5. The method according to claim 3, characterized in that Determining a speed coefficient of the clutch based on a first speed of the clutch and a preset speed of the engine includes: The clutch speed coefficient is obtained based on a quotient of a first speed of the clutch and a preset speed of the engine.

6. The method according to claim 1, characterized in that The first state further includes: a current opening of the accelerator pedal; performing proportional-integral-differential processing on the torque of the clutch based on the first state to obtain a closed-loop adjustment torque of the clutch includes: determining a speed threshold of the engine based on a current opening of the accelerator pedal and a first idle speed of the engine, wherein the speed threshold of the engine is used to determine whether the target vehicle is driving normally; In response to a first speed of the engine being greater than or equal to a speed threshold of the engine, proportional-integral-differential processing is performed on the torque of the clutch based on the first state to obtain the closed-loop adjustment torque.

7. The method according to claim 6, characterized in that Determining a speed threshold of the engine based on a current opening of the accelerator pedal and a first idle speed of the engine includes: determining a steady-state speed compensation based on a current opening of the accelerator pedal, wherein the steady-state speed compensation is used to compensate for a first idle speed of the engine; determining a speed correction coefficient based on a first idle speed of the engine, wherein the speed correction coefficient is used to control the first idle speed of the engine; A speed threshold of the engine is determined based on the steady-state speed compensation, the correction coefficient, and a first idle speed of the engine.

8. The method according to claim 7, characterized in that Determining a speed threshold of the engine based on the steady-state speed compensation, the correction coefficient, and the first idle speed of the engine includes: determining a product of a first idle speed of the engine and the speed correction coefficient to obtain a target product; The sum of the target product and the steady-state speed compensation is determined to obtain a speed threshold of the engine.

9. The method according to claim 3, characterized in that Performing proportional-integral-differential processing on the torque of the clutch based on the speed coefficient of the engine and the speed coefficient of the clutch to obtain the closed-loop adjustment torque of the clutch includes: In response to the engine speed coefficient being greater than a preset speed coefficient, proportional-integral-differential processing is performed on the torque of the clutch based on the engine speed coefficient and the speed coefficient of the clutch to obtain a closed-loop adjustment torque of the clutch.

10. A vehicle, characterized in that: include: one or more processors; a storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors execute the clutch control method according to any one of claims 1 to 9.

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