Clutch Calibration Method and Device for Vehicle, Vehicle Controller and Storage Medium

Abstract

The present invention discloses a clutch calibration method and device for a vehicle, a vehicle controller and a storage medium, wherein the vehicle includes at least one clutch and a motor, and the calibration method includes: controlling the gear position of the vehicle to be a parking gear and the vehicle to be in a stationary state; controlling the motor to rotate at a first preset speed, and controlling the clutch to be in an engaged state; providing at least two target torques to the clutch so that the clutch generates at least a first pressure value and a second pressure value; and calibrating the clutch at a half-engagement point according to the first pressure value and the second pressure value. Therefore, the clutch calibration method of the vehicle in this embodiment can accurately calibrate the clutch of the vehicle, improve the drivability of the vehicle, and enhance the driver's experience.

Description

Technical Field

[0001] The present invention relates to a vehicle control technology, and particularly to a clutch calibration method and device for a vehicle, a vehicle controller, and a storage medium. Background Art

[0002] With the increasingly strict national regulations on fuel consumption and emissions requirements, as well as the development of the electrification system, hybrid technology is the key to achieving energy conservation and emission reduction. In order to adapt to national policies and meet emission regulations, vehicle manufacturers and component suppliers are both looking for solutions. However, the battery technology of the pure electric vehicle technology system is complex and the cost is relatively high at present. Therefore, the hybrid system has been vigorously promoted.

[0003] Since there are multiple clutches in the hybrid system, and the semi-engagement point, hysteresis, and mode switching process of the clutch are all very critical and have a great impact on the drivability of the vehicle. In the related art, no relevant calibration method is given, or the given calibration method cannot accurately calibrate, which often leads to the vehicle being unable to drive safely. Summary of the Invention

[0004] The present invention aims to at least solve one of the technical problems in the related art to some extent. For this purpose, an object of the present invention is to provide a clutch calibration method for a vehicle, which can accurately calibrate the clutch of the vehicle, improve the drivability of the vehicle, and enhance the driver's experience.

[0005] A second object of the present invention is to provide a computer-readable storage medium.

[0006] A third object of the present invention is to provide a vehicle controller.

[0007] A fourth object of the present invention is to provide a clutch calibration device for a vehicle.

[0008] To achieve the above object, an embodiment of the first aspect of the present invention provides a clutch calibration method for a vehicle, where the vehicle includes at least one clutch and a motor, and the calibration method includes: controlling the gear of the vehicle to be in the parking gear and the vehicle to be in a stationary state; controlling the motor to rotate at a first preset speed, and controlling the clutch to be in an engaged state; providing at least two target torques to the clutch so that the clutch generates at least a first pressure value and a second pressure value; and calibrating the semi-engagement point of the clutch according to the first pressure value and the second pressure value.

[0009] The vehicle in the embodiments of the present invention includes multiple clutches and motors. The clutch calibration method for the vehicle includes: controlling the gear of the vehicle to be in the parking gear and ensuring that the vehicle is in a stationary state, controlling the motor to rotate at a first preset speed, and at the same time controlling the clutch to be in an engaged state, and then providing at least two target torques to the clutch. It can be understood that the target torque can be determined according to the clutch model parameters, etc., so as to ensure that the rotation speed of the motor is not affected under the action of the maximum target torque among the at least two target torques. According to the at least two target torques, the clutch can generate at least two pressure values, namely the first pressure value and the second pressure value, and then calibrate the semi-engagement point of the clutch according to the first pressure value and the second pressure value. Thus, the clutch calibration method for the vehicle in this embodiment can accurately calibrate the clutch of the vehicle, improve the drivability of the vehicle, and enhance the driver's experience.

[0010] In some embodiments of the present invention, the vehicle includes at least one driving gear, the clutches are arranged in one-to-one correspondence with the driving gears, and the method includes: controlling all the driving gears of the vehicle to be in the disengaged state; taking the clutch corresponding to the target driving gear as the clutch to be calibrated; providing at least two target torques to the clutch to be calibrated.

[0011] In some embodiments of the present invention, providing at least two target torques to the clutch includes: providing a first target torque and a second target torque to the clutch, wherein when the torque provided to the clutch is less than or equal to the first target torque, the motor rotates at the first preset speed, and the second target torque is zero.

[0012] In some embodiments of the present invention, the first preset speed is 500 revolutions per minute, and the first target torque is 10 N·m.

[0013] In some embodiments of the present invention, before controlling the motor to rotate at the first preset speed, the method further includes: performing an initialization process on the motor and obtaining the initial zero position angle of the motor; when it is determined that the motor meets the calibration conditions, obtaining the actual direct-axis voltage and the target direct-axis voltage of the motor; performing zero position angle calibration on the motor according to the actual direct-axis voltage, the target direct-axis voltage, and the initial zero position angle.

[0014] In some embodiments of the present invention, performing zero position angle calibration on the motor according to the actual direct-axis voltage, the target direct-axis voltage, and the initial zero position angle includes: determining the current zero position angle of the motor according to the actual direct-axis voltage and the target direct-axis voltage; performing zero position angle calibration on the motor according to the initial zero position angle and the current zero position angle of the motor.

[0015] In some embodiments of the present invention, the calibration method further includes: determining the pressure rise curve and the pressure drop curve of the clutch according to the torque provided to the clutch and the pressure value generated by the clutch under the action of the torque; determining the rising pressure value corresponding to the clutch in the preset torque according to the pressure rise curve, and determining the falling pressure value corresponding to the clutch in the preset torque according to the pressure drop curve; and performing hysteresis calibration on the clutch according to the rising pressure value and the falling pressure value.

[0016] To achieve the above object, a second aspect embodiment of the present invention provides a computer-readable storage medium, on which a clutch calibration program for a vehicle is stored. When the clutch calibration program for the vehicle is executed by a processor, the clutch calibration method for the vehicle according to the above embodiments is implemented.

[0017] By executing the clutch calibration method for the vehicle stored thereon by the processor, the computer-readable storage medium according to the embodiments of the present invention can accurately calibrate the clutch of the vehicle, improve the drivability of the vehicle, and enhance the driver's experience.

[0018] To achieve the above object, a third aspect embodiment of the present invention provides a vehicle controller, which includes a memory, a processor, and a clutch calibration program for a vehicle stored on the memory and executable on the processor. When the processor executes the clutch calibration program for the vehicle, the clutch calibration method for the vehicle according to the above embodiments is implemented.

[0019] The vehicle controller according to the embodiments of the present invention includes a memory and a processor. By executing the clutch calibration method for the vehicle stored on the memory, the vehicle controller can accurately calibrate the clutch of the vehicle, improve the drivability of the vehicle, and enhance the driver's experience.

[0020] To achieve the above object, the present invention provides a clutch calibration device for a vehicle. The vehicle includes at least one clutch and a motor. The calibration device includes: a control module, configured to control the gear of the vehicle to be in the parking gear and the vehicle to be in a stationary state, control the motor to rotate at a first preset speed, and control the clutch to be in an engaged state; a generation module, configured to provide at least two target torques to the clutch so that the clutch generates at least a first pressure value and a second pressure value; and a clutch calibration module, configured to perform semi-engagement point calibration on the clutch according to the first pressure value and the second pressure value.

[0021] The vehicle in the embodiment of the present invention includes multiple clutches and motors. The clutch calibration device of the vehicle includes a control module, a generation module, and a clutch calibration module. Among them, the control module controls the gear of the vehicle to be in the parking gear and ensures that the vehicle is in a stationary state, controls the motor to rotate at a first preset speed, and at the same time controls the clutch to be in an engaged state. The generation module can provide at least two target torques to the clutch. It can be understood that the target torque can be determined according to the clutch model parameters, etc., so as to ensure that the rotation speed of the motor is not affected under the action of the maximum target torque among the multiple target torques. According to the at least two target torques, the clutch can generate at least two pressure values, namely the first pressure value and the second pressure value, and then calibrate the half-engagement point of the clutch according to the first pressure value and the second pressure value. Thus, the clutch calibration device of the vehicle in this embodiment can accurately calibrate the clutch of the vehicle, improve the drivability of the vehicle, and enhance the driver's experience.

[0022] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a flowchart of a method for calibrating a clutch of a vehicle according to an embodiment of the present invention;

[0024] Figure 2A is a schematic diagram of a series connection of motors according to an embodiment of the present invention;

[0025] Figure 2B is a schematic diagram of a parallel connection of motors according to another embodiment of the present invention;

[0026] Figure 3 is a flowchart of a method for calibrating a clutch of a vehicle according to another embodiment of the present invention;

[0027] Figure 4 is a flowchart of a method for calibrating a clutch of a vehicle according to another embodiment of the present invention;

[0028] Figure 5 is a flowchart of a method for calibrating a clutch of a vehicle according to another embodiment of the present invention;

[0029] Figure 6 is a flowchart of a method for calibrating a clutch of a vehicle according to another embodiment of the present invention;

[0030] Figure 7 is a flowchart of a method for calibrating a clutch of a vehicle according to another embodiment of the present invention;

[0031] Figure 8 is a schematic diagram of the relationship between torque and pressure in a clutch according to an embodiment of the present invention;

[0032] Figure 9 is a structural block diagram of a vehicle controller according to an embodiment of the present invention;

[0033] Figure 10 is a structural block diagram of a vehicle calibration device according to an embodiment of the present invention. Detailed implementation manners

[0034] The embodiments of the present invention will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described by referring to the drawings below are exemplary and are intended to explain the present invention and should not be construed as limiting the present invention.

[0035] The clutch calibration method and device, vehicle controller, and storage medium of a vehicle according to an embodiment of the present invention will be described below with reference to the drawings.

[0036] Figure 1 is a flowchart of a clutch calibration method for a vehicle according to an embodiment of the present invention.

[0037] First, it should be noted that the vehicle in the embodiments of the present invention includes at least one clutch and a motor. Specifically, the vehicle can be a dual-motor hybrid vehicle, such as Figure 2A or as shown in 2B, where the vehicle includes motor P1 and motor P2, and a clutch C0 is provided between the two motors. By engaging or disengaging the clutch C0, the connection mode of the vehicle motors, i.e., the series mode and the parallel mode, can be controlled. It can be understood that in the series mode, the clutch C0 is not engaged, as shown in Figure 2A shown, and in the parallel mode, the clutch C0 is engaged, as shown in Figure 2B shown. Of course, the motor can also be powered only by the battery, i.e., the pure electric mode. In addition, as shown in Figure 2A and 2B , multiple clutches can also be provided in the ratio system. Specifically, the number of clutches can be set according to the number of gears, and one gear corresponds to one clutch.

[0038] As shown in Figure 1 shown, the present invention proposes a clutch calibration method for a vehicle, and the method includes the following steps:

[0039] S10, control the gear of the vehicle to the parking gear and the vehicle is in a stationary state.

[0040] Specifically, when calibrating the clutch of a vehicle, it is necessary to control the vehicle to be in a stationary state, that is, to control the vehicle not to move, and control the gear of the vehicle to be in the parking gear, or control the vehicle to be in a stable idle speed for calibration, which can ensure the stable progress of clutch calibration.

[0041] S20, control the motor to rotate at a first preset speed, and control the clutch to be in an engaged state.

[0042] Specifically, when calibrating the clutch in this embodiment, the motor can be first controlled to rotate at a first preset speed, and the clutch can be controlled to be in an engaged state, and then the clutch can be calibrated for the semi-engaged point by providing torque to the clutch and judging whether the motor speed changes. It should be noted that since the motor speed needs to be involved in the calibration, whether the motor can work without error according to the target speed, that is, the actual speed of the motor is the same as the target speed, is very important in clutch calibration. Therefore, in some embodiments of the present invention, as Figure 3 shown, before controlling the motor to rotate at a first preset speed, the clutch calibration method further includes the following steps:

[0043] S301, perform an initialization process on the motor and obtain the initial zero position angle of the motor.

[0044] Specifically, after the motor has been used for a long time, the rotor may be dislocated, that is, when the machine shows that the motor rotor is at the zero position angle at this time, in fact, the rotor is not at the zero position, that is to say, there is a certain error in the reading of the rotor position. In this embodiment, in order to obtain the accurate initial zero position angle of the motor, the motor can be first initialized. Specifically, the working mode of the motor can be controlled in the initialization mode. It can be understood that after the motor enters the initialization mode, the zero position angle can be updated. Specifically, the zero position angle of the motor rotor can be read from NvRam (Non-Volatile Random Access Memory).

[0045] S302, when it is determined that the motor meets the calibration conditions, obtain the actual direct-axis voltage and the target direct-axis voltage of the motor.

[0046] Specifically, in some embodiments, when the rotational speed of the motor is within a preset rotational speed range and the operating mode of the motor is the calibration mode, it is determined that the motor meets the calibration conditions. It should be noted that the motor can directly enter the calibration mode after the initialization mode. When the motor is in the calibration mode, calibration is not immediately performed. Instead, the rotational speed of the motor needs to be judged. When the rotational speed of the motor reaches the preset rotational speed, the corresponding calibration procedure is then executed, that is, the motor meets the calibration conditions. After the motor meets the calibration conditions, the actual direct-axis voltage and the target direct-axis voltage required for calibration can be further obtained. In this embodiment, the value range of the preset rotational speed of the motor can be 900 - 1100 revolutions per minute. It should be noted that in this embodiment, the actual direct-axis voltage of the motor can be obtained through a sensor, while the target direct-axis voltage of the motor can be directly read from the memory or obtained through conversion with other target data.

[0047] S303. Perform zero-position angle calibration on the motor according to the actual direct-axis voltage, the target direct-axis voltage, and the initial zero-position angle.

[0048] After detecting or reading the actual direct-axis voltage, the target direct-axis voltage, and the initial zero-position angle of the motor, these three data can be used to perform zero-position angle calibration on the motor. It should be noted that in the calibration mode, according to the formula Derivation is carried out to measure the accurate angle of the motor rotor. Among them, L 1 represents the direct-axis inductance, L 2 represents the quadrature-axis inductance, R s represents the phase resistance of the stator winding, u d represents the direct-axis voltage, u q represents the quadrature-axis voltage, i d represents the direct-axis current, i q represents the quadrature-axis current, ψ m represents the magnetic flux, α represents the angle of the motor rotor, and w r represents the angular velocity of the rotor.

[0049] It can be determined that in the above formula, when the direct-axis current i d , the quadrature-axis current i q and the angle α of the motor rotor are all zero, then the quadrature-axis voltage u d calculated according to the above formula is equal to zero. Only at this time is the zero-position angle of the motor the accurate zero-position angle. However, during the long-term use of the motor, there will be certain errors. Therefore, even when the direct-axis current i d , the quadrature-axis current i q and the angle α of the motor rotor are all zero, the actual quadrature-axis voltage of the motor is not necessarily zero, which in turn leads to the fact that the zero-position angle detected through the actual quadrature-axis voltage is not necessarily the accurate zero-position angle of the motor.

[0050] As shown Figure 4 in the figure, the zero position angle of the motor is calibrated according to the actual direct-axis voltage, the target direct-axis voltage, and the initial zero position angle, including:

[0051] S401, determining the current zero position angle of the motor according to the actual direct-axis voltage and the target direct-axis voltage.

[0052] Specifically, according to the formula in the above embodiment the direct-axis current i d and the quadrature-axis current i q can both be set to zero, and the target direct-axis voltage is set to zero, and then the current zero position angle of the motor is determined according to the difference between the actual direct-axis voltage and the target direct-axis voltage. Among them, there are various methods for determining the current zero position angle according to the actual direct-axis voltage and the target direct-axis voltage. For example, the difference between the two can be directly calculated and used as the current zero position angle of the motor.

[0053] In some embodiments, determining the current zero position angle of the motor according to the actual direct-axis voltage and the target direct-axis voltage includes: performing PI control on the actual direct-axis voltage to obtain a plurality of first actual direct-axis voltages; performing an average calculation on the plurality of first actual direct-axis voltages to obtain an average value of the actual direct-axis voltage; when the average value of the actual direct-axis voltage is less than a preset voltage threshold, calculating the current zero position angle of the motor according to the average value of the actual direct-axis voltage and the target direct-axis voltage.

[0054] Specifically, in this embodiment, PI control can be performed on the actual direct-axis voltage to make the difference between the actual direct-axis voltage and the target direct-axis voltage zero, that is, the current zero position angle of the corresponding motor can be determined at this time. This embodiment also calculates the average value of the actual direct-axis voltage after PI control. If the average value of this actual direct-axis voltage is less than the preset voltage threshold, the calculated voltage average value can be determined as the current actual direct-axis voltage of the motor, and then the current zero position angle calculated using the current actual direct-axis voltage of the motor is the accurate current zero position angle of the motor. Optionally, the preset voltage threshold in this embodiment can be determined between 0.1 - 0.3 volts, specifically determined according to the accuracy requirements.

[0055] It should be noted that before calculating the average value of the actual direct-axis voltage, within a preset time after the motor executes the calibration program, it can be calculated whether the quotient of the sum of the squares of each target direct-axis voltage and the number of target direct-axis voltages is less than a set value. If it is less, the average value operation of the actual direct-axis voltage is performed by setting the trigger. It should be noted that the trigger can be set to perform the average value operation step of the actual direct-axis voltage when the trigger is set. Among them, the preset time can be 0.3 seconds, and the set value can be 1.

[0056] S402. Calibrate the zero position angle of the motor according to the initial zero position angle and the current zero position angle of the motor.

[0057] Specifically, after determining the accurate current zero position angle, calibrating the zero position angle of the motor with the initial zero position angle and the current zero position angle of the motor can obtain a more accurate zero position angle calibration result. In some embodiments, as Figure 5 shown, calibrating the zero position angle of the motor according to the initial zero position angle and the current zero position angle of the motor includes:

[0058] S501. Take the sum of the initial zero position angle and the current zero position angle as the standard zero position angle of the motor.

[0059] S502. When the standard zero position angle is greater than the first angle threshold, calibrate the zero position angle of the motor according to the difference between the standard zero position angle and the first angle threshold.

[0060] S503. When the standard zero position angle is less than the second angle threshold, calibrate the zero position angle of the motor according to the sum of the standard zero position angle and the first angle threshold.

[0061] S504. When the standard zero position angle is greater than or equal to the second angle threshold and less than or equal to the first angle threshold, calibrate the zero position angle of the motor according to the standard zero position angle.

[0062] Specifically, after determining the current zero position angle of the motor, the current zero position angle is added to the initial zero position angle to determine the standard zero position angle of the motor. That is to say, when the motor rotor is at the zero position angle, due to errors and other situations during long-term rotation of the motor, the angle obtained by the sensor is not zero, but the standard zero position angle of the motor. Or, when the angle obtained by the sensor is zero, the motor rotor is not really at the zero position angle at this time. Therefore, after the standard zero position angle of the motor is determined, the zero position angle of the motor can also be determined through this standard zero position angle.

[0063] In this embodiment, after calculating the standard zero position angle of the motor, the standard zero position angle is also compared with a first angle threshold and a second angle threshold. When the standard zero position angle of the motor is greater than the first angle threshold, the first angle threshold is subtracted from the standard zero position angle to obtain the final zero position angle, and the motor is calibrated for the zero position angle according to the final zero position angle. When the standard zero position angle is less than the second angle threshold, the first angle threshold is added to the standard zero position angle to obtain the final zero position angle, and the motor is calibrated for the zero position angle according to the final zero position angle. When the standard zero position angle is greater than or equal to the second angle threshold and less than or equal to the first angle threshold, the motor is directly calibrated for the zero position angle with the standard zero position angle. Optionally, the first angle threshold in this embodiment is 360 degrees, and the second angle threshold is 0 degrees.

[0064] S30. Provide at least two target torques to the clutch so that the clutch generates at least a first pressure value and a second pressure value.

[0065] S40. Calibrate the semi-engagement point of the clutch according to the first pressure value and the second pressure value.

[0066] After completing the calibration of the zero position angle of the motor, it means that the rotational speed of the motor can be accurately obtained. That is, when controlling the motor to rotate at a target rotational speed, the error between the actual rotational speed and the target rotational speed of the motor is close to zero. The motor with the zero position angle calibrated can be used to rotate at a preset rotational speed, and at least two torques are provided to the clutch, and then the semi-engagement point of the clutch is calibrated. Among them, the difference between the highest torque at which the clutch does not affect the rotational speed of the motor and zero torque can be used as the semi-engagement point pressure value of the clutch. Therefore, these two torques can be accurately provided to the clutch through the motor. The clutch generates two pressure values according to these two torques, and then the semi-engagement point of the clutch is calibrated according to the difference between the two pressure values.

[0067] In some embodiments of the present invention, refer to Figure 2A or Figure 2B , the vehicle includes a first motor P1 and a second motor P2. The first motor P1 and the second motor P2 are connected through a preset clutch C0. The calibration method further includes: when calibrating the zero position angle of the first motor P1, controlling the preset clutch C0 to be in a disengaged state; when calibrating the zero position angle of the second motor P2, controlling the preset clutch C0 to be in an engaged state.

[0068] Specifically, refer to Figure 2A , when calibrating the first motor P1, the preset clutch C0 can be controlled to be in a disengaged state, and then the rotational speed of the first motor P1 is controlled by the engine ENG, that is, when the preset clutch C0 is in a disengaged state, the first motor P1 is controlled to rotate by the engine. Refer toFigure 2B When calibrating the second motor P2, the preset clutch C0 can be controlled to be in the engaged state, and then the rotational speed of the second motor P2 is controlled by the first motor P1 that has completed calibration, that is, when the preset clutch C0 is in the engaged state, the second motor P2 is controlled to rotate by the first motor P1.

[0069] It can be understood that using a calibrated motor to control the rotational speed of a clutch or other motors can control the rotational speed error to be close to zero, thereby improving the calibration accuracy.

[0070] In some embodiments of the present invention, the vehicle includes at least one driving gear, and the clutches are arranged in one-to-one correspondence with the driving gears. As Figure 6 shown, the clutch calibration method includes:

[0071] S601, control all the driving gears of the vehicle to be in the disengaged state.

[0072] S602, use the clutch corresponding to the target driving gear as the clutch to be calibrated.

[0073] S603, provide at least two target torques to the clutch to be calibrated.

[0074] Specifically, this embodiment includes multiple clutches. The number of clutches can be the same as the number of driving gears, that is, the clutches are arranged in one-to-one correspondence with the driving gears. For example, if the driving gears of the vehicle include five gears, the first clutch can correspond to the first gear, the second clutch can correspond to the second gear, and so on. The fifth clutch can correspond to the fifth gear. When calibrating each clutch, it is necessary to control all the driving gears of the vehicle to be in the disengaged state to ensure the safety of calibration. During the calibration process, the corresponding clutches can be calibrated in the order of gears. For example, when selecting the first gear, the first clutch is used as the clutch to be calibrated, and then two target torques are provided to this clutch to be calibrated, and then subsequent calibration steps are carried out.

[0075] In some embodiments of the present invention, providing at least two target torques to the clutch includes: providing a first target torque and a second target torque to the clutch, where the first target torque is greater than the second target torque, and the second target torque is zero. When the torque provided to the clutch is less than or equal to the first target torque, the motor rotates at a first preset rotational speed.

[0076] Specifically, during the clutch calibration process, at least two target torques need to be provided to the clutch. More specifically, a first target torque and a second target torque can be provided to the clutch. Among them, the first target torque is greater than the second target torque, and the second target torque is equal to zero. The determination method of the first target torque is the maximum torque that does not affect the reduction of the motor speed. That is to say, when the torque provided to the clutch is less than or equal to the first target torque, the motor rotates at the first preset speed. However, once the torque provided to the clutch is greater than the first target torque, it will cause the motor speed to decrease, and thus the semi-engagement point of the clutch cannot be accurately calibrated. In this embodiment, the first preset speed can be 500 revolutions per minute, and the first target torque can be 10 N·m.

[0077] It should be noted that in this embodiment, multiple first target torques and multiple second target torques can also be provided to the clutch. Because under the influence of errors, after each torque is provided to the clutch, the pressure value generated by the clutch is not fixed. In order to improve the calibration accuracy, the pressure values generated by the clutch under multiple target torques can be obtained, and then the average value of the pressure values is calculated to determine the pressure value corresponding to the corresponding target torque. In some embodiments of the present invention, the clutch is also calibrated for hysteresis. Specifically, see Figure 7 , including the following steps:

[0078] S701, determine the pressure rise curve and pressure drop curve of the clutch according to the torque provided to the clutch and the pressure value generated by the clutch under the action of the torque.

[0079] S702, determine the rising pressure value corresponding to the clutch in the preset torque according to the pressure rise curve, and determine the falling pressure value corresponding to the clutch in the preset torque according to the pressure drop curve.

[0080] S703, calibrate the hysteresis of the clutch according to the rising pressure value and the falling pressure value.

[0081] Specifically, in this embodiment, multiple torques can be provided to the clutch in a step-by-step increase and step-by-step decrease manner, so that the clutch generates multiple corresponding pressure rise curves and pressure drop curves, as Figure 8 shown. Due to the hysteresis phenomenon of the clutch, the pressure rise curve and the pressure drop curve do not overlap. That is to say, at the same torque, the pressure rise value determined by the clutch according to the pressure rise curve and the pressure drop value determined according to the pressure drop curve are not the same. In this embodiment, the preset torque is first determined, and then the clutch is calibrated for hysteresis according to the rising pressure value and the falling pressure value corresponding to the preset torque. Specifically, the clutch can be calibrated for hysteresis according to the difference between the rising pressure value and the falling pressure value corresponding to the preset torque. It should be noted that Figure 8The abscissa represents torque, and the ordinate represents the pressure value received by the clutch under the action of torque. Additionally, Figure 8 The schematic diagram of the torque-pressure relationship shown is merely a specific embodiment. For clutches of different specifications and models, there may be differences in their specific corresponding relationships, and no specific limitations are imposed on it again.

[0082] In summary, the clutch calibration method for a vehicle according to an embodiment of the present invention can accurately calibrate the clutch of the vehicle, improve the drivability of the vehicle, and enhance the driver's experience.

[0083] Furthermore, the present invention proposes a computer-readable storage medium on which a clutch calibration program for a vehicle is stored. When the clutch calibration program for the vehicle is executed by a processor, it implements the clutch calibration method for a vehicle according to the above embodiment.

[0084] The computer-readable storage medium according to an embodiment of the present invention can accurately calibrate the clutch of the vehicle by executing the clutch calibration method for a vehicle stored thereon, improve the drivability of the vehicle, and enhance the driver's experience.

[0085] Figure 9 is a block diagram of a vehicle controller according to an embodiment of the present invention.

[0086] Furthermore, as Figure 9 shown, the present invention proposes a vehicle controller 100, which includes a memory 101, a processor 102, and a clutch calibration program for a vehicle stored on the memory 101 and executable on the processor 102. When the processor 102 executes the clutch calibration program for a vehicle, it implements the clutch calibration method for a vehicle according to the above embodiment.

[0087] The vehicle controller according to an embodiment of the present invention includes a memory and a processor. The processor executes the clutch calibration method for a vehicle stored on the memory, which can accurately calibrate the clutch of the vehicle, improve the drivability of the vehicle, and enhance the driver's experience.

[0088] Figure 10 is a block diagram of a clutch calibration device for a vehicle according to an embodiment of the present invention.

[0089] Furthermore, as Figure 10 shown, the present invention proposes a clutch calibration device 200 for a vehicle, where the vehicle includes at least one clutch and a motor, and the clutch calibration device 200 for the vehicle includes a control module 201, a generation module 202, and a clutch calibration module 206.

[0090] Among them, the control module 201 is used to control the vehicle gear to be in the parking gear and the vehicle to be in a stationary state, control the motor to rotate at a first preset speed, and control the clutch to be in an engaged state; the generation module 202 is used to provide at least two target torques to the clutch so that the clutch generates at least a first pressure value and a second pressure value; the clutch calibration module 203 is used to calibrate the semi-engagement point of the clutch according to the first pressure value and the second pressure value.

[0091] In some embodiments of the present invention, the vehicle includes at least one driving gear, the clutches are arranged in one-to-one correspondence with the driving gears, and the control module is further used to: control all the driving gears of the vehicle to be in the disengaged state; take the clutch corresponding to the target driving gear as the clutch to be calibrated; provide at least two target torques to the clutch to be calibrated.

[0092] In some embodiments of the present invention, the generation module 202 is specifically used to: provide a first target torque and a second target torque to the clutch, where the first target torque is greater than the second target torque, and the second target torque is zero. When the torque provided to the clutch is less than or equal to the first target torque, the motor rotates at the first preset speed.

[0093] In some embodiments of the present invention, the first preset speed is 500 revolutions per minute, and the first target torque is 10 N·m.

[0094] In some embodiments of the present invention, before controlling the motor to rotate at the first preset speed, the control module is further used to: perform initialization processing on the motor and obtain the initial zero position angle of the motor; when it is determined that the motor meets the calibration condition, obtain the actual direct-axis voltage and the target direct-axis voltage of the motor; perform zero position angle calibration on the motor according to the actual direct-axis voltage, the target direct-axis voltage, and the initial zero position angle.

[0095] In some embodiments of the present invention, the control module is specifically used to: determine the current zero position angle of the motor according to the actual direct-axis voltage and the target direct-axis voltage; perform zero position angle calibration on the motor according to the initial zero position angle and the current zero position angle of the motor.

[0096] In some embodiments of the present invention, the clutch calibration device of the vehicle further includes a hysteresis calibration module, which is used to determine the pressure rising curve and the pressure falling curve of the clutch according to the torque provided to the clutch and the pressure value generated by the clutch under the action of the torque; determine the rising pressure value corresponding to the clutch in the preset torque according to the pressure rising curve, and determine the falling pressure value corresponding to the clutch in the preset torque according to the pressure falling curve; perform hysteresis calibration on the clutch according to the rising pressure value and the falling pressure value.

[0097] It should be noted that for the specific implementation of the clutch calibration device of the vehicle in the embodiments of the present invention, reference may be made to the specific implementation of the clutch calibration method of the vehicle in the above embodiments, which will not be elaborated herein.

[0098] In summary, the vehicle in the embodiments of the present invention includes multiple clutches and motors. The clutch calibration device of the vehicle includes a control module, a generation module, and a clutch calibration module. Among them, the control module controls the gear of the vehicle to be in the parking gear and ensures that the vehicle is in a stationary state, controls the motor to rotate at a first preset speed, and at the same time controls the clutch to be in an engaged state. The generation module can provide at least two target torques to the clutch. It can be understood that the target torque can be determined according to the clutch model parameters, etc., so as to ensure that the rotation speed of the motor is not affected under the action of the maximum target torque among the at least two target torques. According to the at least two target torques, the clutch can generate at least two pressure values, namely the first pressure value and the second pressure value, and then calibrate the semi-engagement point of the clutch according to the first pressure value and the second pressure value. Thus, the clutch calibration device of the vehicle in the embodiments of the present invention can accurately calibrate the clutch of the vehicle, improve the drivability of the vehicle, and enhance the driver's experience.

[0099] It should be noted that the logic and / or steps represented in the flowchart or described in other ways herein, for example, can be considered as a definite sequence list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other systems that can fetch instructions from the instruction execution system, apparatus, or device and execute the instructions), or used in combination with these instruction execution systems, apparatus, or devices. For the purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection portion (electronic device) having one or more wirings, a portable computer diskette (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium can even be paper or other suitable media on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpretation, or other appropriate processing as necessary, and then stored in a computer memory.

[0100] It should be understood that each part of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, any one or a combination of the following techniques well known in the art can be used: discrete logic circuits having logic gate circuits for implementing logical functions on data signals, application specific integrated circuits having appropriate combinational logic gate circuits, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.

[0101] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0102] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0103] In addition, the terms "first", "second", etc. used in the embodiments of the present invention are only for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated in this embodiment. Thus, the features defined with the terms "first", "second", etc. in the embodiments of the present invention can explicitly or implicitly indicate that at least one such feature is included in this embodiment. In the description of the present invention, the meaning of the word "plurality" is at least two or more than two, such as two, three, four, etc., unless otherwise specifically defined in the embodiment.

[0104] In the present invention, unless otherwise clearly specified or limited in the embodiments, terms such as "installed", "connected", "linked" and "fixed" in the embodiments shall be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or integrated. Understandably, it can also be a mechanical connection, an electrical connection, etc. Of course, it can also be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two components, or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific implementation situations.

[0105] In the present invention, unless otherwise clearly specified and limited, the first feature being "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature can be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "below" and "beneath" the second feature can be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0106] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A clutch calibration method for a vehicle, characterized in that, the vehicle includes at least one clutch and a motor, and the calibration method includes: controlling the gear of the vehicle to be in the parking gear and the vehicle to be in a stationary state; controlling the motor to rotate at a first preset speed and controlling the clutch to be in an engaged state; providing at least two target torques to the clutch so that the clutch generates at least a first pressure value and a second pressure value; calibrating the semi-engagement point of the clutch according to the first pressure value and the second pressure value; the calibration method further includes: determining the pressure rise curve and the pressure fall curve of the clutch according to the torque provided to the clutch and the pressure value generated by the clutch under the action of the torque; determining the rising pressure value corresponding to the clutch in the preset torque according to the pressure rise curve and determining the falling pressure value corresponding to the clutch in the preset torque according to the pressure fall curve; performing hysteresis calibration on the clutch according to the rising pressure value and the falling pressure value.

2. The clutch calibration method according to claim 1, characterized in that, the vehicle includes at least one driving gear, the clutch is arranged in one-to-one correspondence with the driving gear, and the method includes: controlling all the driving gears of the vehicle to be in a disengaged state; taking the clutch corresponding to the target driving gear as the clutch to be calibrated; providing at least two target torques to the clutch to be calibrated.

3. The clutch calibration method according to claim 1, characterized in that, providing at least two target torques to the clutch includes: providing a first target torque and a second target torque to the clutch, wherein the first target torque is greater than the second target torque and the second target torque is zero, and when the torque provided to the clutch is less than or equal to the first target torque, the motor rotates at the first preset speed.

4. The clutch calibration method according to claim 3, characterized in that, the first preset speed is 500 revolutions per minute and the first target torque is 10 N·m.

5. The clutch calibration method according to claim 1, characterized in that, before controlling the motor to rotate at a first preset speed, the method further includes: performing an initialization process on the motor and obtaining the initial zero position angle of the motor; when it is determined that the motor meets the calibration conditions, obtaining the actual direct-axis voltage and the target direct-axis voltage of the motor; performing zero position angle calibration on the motor according to the actual direct-axis voltage, the target direct-axis voltage and the initial zero position angle.

6. The clutch calibration method according to claim 5, characterized in that, performing zero position angle calibration on the motor according to the actual direct-axis voltage, the target direct-axis voltage and the initial zero position angle includes: determining the current zero position angle of the motor according to the actual direct-axis voltage and the target direct-axis voltage; performing zero position angle calibration on the motor according to the initial zero position angle and the current zero position angle of the motor.

7. A computer-readable storage medium, characterized in that, It stores a clutch calibration program of a vehicle, and when the clutch calibration program of the vehicle is executed by a processor, it implements the vehicle clutch calibration method according to any one of claims 1-6.

8. A vehicle controller, characterized in that, it includes a memory, a processor, and a clutch calibration program of a vehicle stored on the memory and executable on the processor. When the processor executes the clutch calibration program of the vehicle, it implements the vehicle clutch calibration method according to any one of claims 1-6.

9. A vehicle clutch calibration device that implements the vehicle clutch calibration method according to any one of claims 1-6, characterized in that, the vehicle includes at least one clutch and a motor, the calibration device includes: a control module, configured to control the gear of the vehicle to be in the parking gear and the vehicle to be in a stationary state, control the motor to rotate at a first preset speed, and control the clutch to be in an engaged state; a generation module, configured to provide at least two target torques to the clutch so that the clutch generates at least a first pressure value and a second pressure value; a clutch calibration module, configured to perform semi-engagement point calibration on the clutch according to the first pressure value and the second pressure value.

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