Hybrid vehicle clutch self-learning method, device and vehicle

Abstract

The present application provides a self-learning method and device for a clutch of a hybrid vehicle, and a vehicle, belonging to the technical field of hybrid vehicles. The clutch is controlled to disengage, and at the same time, the motor is controlled to operate at a preset initial speed and torque, so as to prepare for determining the semi-engaged point of the clutch. Further, the current value of the solenoid valve of the clutch is increased, so as to gradually increase the pressure applied by the clutch, and at the same time, the real-time torque of the motor is monitored, so as to indirectly judge whether the clutch reaches the semi-engaged state according to whether the torque of the motor increases. When the real-time torque of the motor increases on the basis of the initial torque and exceeds the torque threshold, it indicates that the clutch reaches the semi-engaged point. At this time, there is a corresponding target current value of the solenoid valve. The target current value is obtained, and the previously stored semi-engaged parameter set is updated, so as to realize the self-learning of the semi-engaged point of the clutch according to the motor output, thereby improving the accuracy and efficiency of the clutch self-learning.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid vehicles, and particularly to a self-learning method and device for a clutch of a hybrid vehicle, and a vehicle. Background Art

[0002] During the production process of a transmission, due to factors such as component consistency and assembly consistency, there are certain differences in each product, and it is necessary to correct the deviation of the transmission consistency through a self-learning function to make the control accuracy of the clutch higher, the control of shifting gears and starting the engine smoother, and improve driving performance and customer experience. In addition, after the transmission has been used for a period of time, the clutch spring, clutch friction plate, etc. all have certain attenuation and wear, so the engagement point of the clutch will change, and the self-learning function can correct the deviation of the clutch engagement point and maintain the smoothness of the transmission shifting.

[0003] Traditional transmissions usually achieve clutch self-learning based on the transmission oil temperature, the change in the engine speed, and the signals of corresponding pressure sensors.

[0004] However, current technical solutions are all for vehicles using an engine as a single power source, and the rotational speed stability of the engine will affect the self-learning results. Currently, there is no self-learning solution for the clutch of a hybrid vehicle. Summary of the Invention

[0005] In view of this, the present application provides a self-learning method and device for a clutch of a hybrid vehicle, and a vehicle, which can improve the accuracy and efficiency of clutch self-learning.

[0006] Specifically, the following technical solutions are included:

[0007] In a first aspect, the present application provides a self-learning method for a clutch of a hybrid vehicle, the method including:

[0008] Controlling the clutch to disengage.

[0009] Controlling the motor to operate at an initial rotational speed and an initial torque.

[0010] Increasing the current value of the solenoid valve of the clutch and simultaneously monitoring the real-time torque of the motor.

[0011] When the difference between the real-time torque of the motor and the initial torque is greater than a first torque threshold, obtaining the target current value of the solenoid valve of the clutch corresponding at this time.

[0012] Updating the stored semi-engagement parameter set according to the target current value.

[0013] Optionally, before controlling the clutch to disengage, the method further includes:

[0014] Control the vehicle to maintain a stationary state.

[0015] Control the engine to remain in the off state.

[0016] Control the synchronizer to engage in neutral or park.

[0017] Optionally, after controlling the motor to operate at an initial speed and an initial torque, the method further includes:

[0018] Control the clutch to sequentially perform a pre-charge process, bring the clutch into a semi-engaged state, and simultaneously monitor the output change trend of the motor.

[0019] Determine whether the output change trend of the motor meets a preset condition.

[0020] When it is determined that the output change trend of the motor meets the preset condition, reduce the pre-charge time of the stored clutch pre-charge process by a preset time threshold.

[0021] Optionally, the pre-charge process includes a fast charge process, a hysteresis process, and a slow charge process performed sequentially. Determining whether the output change trend of the motor meets the preset condition includes:

[0022] Determine whether the speed of the motor decreases by a first speed threshold during the pre-charge process, and whether the torque of the motor during the slow charge process is greater than the torque of the motor after the clutch enters the semi-engaged state.

[0023] When it is determined that the speed of the motor decreases by the first speed threshold during the pre-charge process, or the torque of the motor during the slow charge process is greater than the torque of the motor after the clutch enters the semi-engaged state, it is determined that the output change trend of the motor meets the preset condition.

[0024] Optionally, the method further includes:

[0025] When it is determined that the output change trend of the motor does not meet the preset condition, increase the current value of the solenoid valve of the clutch by a preset current threshold, and simultaneously monitor the real-time torque and real-time speed of the motor.

[0026] When it is determined that the real-time torque of the motor increases by a second torque threshold, or the real-time speed of the motor decreases by a second speed threshold, reduce the pre-charge time of the stored clutch pre-charge process by a preset time threshold.

[0027] Optionally, after increasing the current value of the solenoid valve of the clutch by a preset current threshold and simultaneously monitoring the real-time torque and real-time speed of the motor, the method further includes:

[0028] When the real-time torque of the motor does not increase and the real-time speed of the motor does not decrease, increase the pre-charge time of the stored clutch pre-charge process by a preset time threshold.

[0029] Optionally, after controlling the motor to operate at an initial rotational speed and an initial torque, the method further includes:

[0030] Controlling the clutch to sequentially perform a pre-charging process to bring the clutch into a semi-engaged state, and monitoring the hydraulic pressure of the clutch.

[0031] Determining whether the hydraulic pressure is less than a target pressure.

[0032] When it is determined that the hydraulic pressure is less than the target pressure, increasing the pre-charging time of the stored clutch pre-charging process by a preset time threshold.

[0033] On the other hand, the present application also provides a clutch self-learning device for a hybrid vehicle, the device including:

[0034] A separation module configured to control the clutch to disengage.

[0035] A motor control module configured to control the motor to operate at an initial rotational speed and an initial torque.

[0036] A motor monitoring module configured to increase the current value of the solenoid valve of the clutch and simultaneously monitor the real-time torque of the motor.

[0037] A clutch monitoring module configured to obtain the target current value of the solenoid valve of the clutch corresponding thereto when the difference between the real-time torque of the motor and the initial torque is greater than a first torque threshold.

[0038] An update module configured to update the stored semi-engaged parameter set according to the target current value.

[0039] Optionally, the motor monitoring module is further configured to control the clutch to sequentially perform a pre-charging process to bring the clutch into a semi-engaged state and simultaneously monitor the output change trend of the motor.

[0040] The motor monitoring module is further configured to determine whether the output change trend of the motor meets a preset condition.

[0041] The update module is further configured to reduce the pre-charging time of the stored clutch pre-charging process by a preset time threshold when it is determined that the output change trend of the motor meets the preset condition.

[0042] On the other hand, the present application also provides a vehicle including the clutch self-learning device for a hybrid vehicle.

[0043] Adopt the self - learning method of the hybrid vehicle clutch provided by this application, control the clutch to disengage, and at the same time control the motor to operate at a preset initial speed and torque, so as to prepare for determining the semi - engaged point of the clutch. Further, increase the current value of the solenoid valve of the clutch, thereby gradually increasing the pressure exerted by the clutch, and at the same time monitor the real - time torque of the motor, so as to indirectly judge whether the clutch reaches the semi - engaged state according to whether the motor torque increases. Since when the clutch reaches the semi - engaged point, the motor has a load and the torque will increase accordingly, when the increment of the real - time torque of the motor based on the initial torque reaches the torque threshold, it indicates that the clutch reaches the semi - engaged point. At this time, there is a corresponding target current value of the solenoid valve of the clutch. Obtain the corresponding target current value of the solenoid valve of the clutch at this time, which is used to update the previously stored semi - engaged parameter set, so as to realize the self - learning of the clutch semi - engaged point according to the motor output. Since the motor output is stable and the control is fine, the accuracy and efficiency of the clutch self - learning can be improved. Description of the Drawings

[0044] In order to more clearly illustrate the technical solutions in the embodiments of this application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of this application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0045] Figure 1 It is a flowchart of the self - learning method of the hybrid vehicle clutch provided by the embodiment of this application;

[0046] Figure 2 It is another flowchart of the self - learning method of the hybrid vehicle clutch provided by the embodiment of this application;

[0047] Figure 3 It is a structural diagram of the self - learning device of the hybrid vehicle clutch provided by the embodiment of this application. Detailed Embodiments

[0048] The following will clearly and completely describe the technical solutions in the embodiments of this application with reference to the drawings in the embodiments of this application. Obviously, the described embodiments are some, but not all, of the embodiments of this application. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of this application.

[0049] During the production process of the transmission, due to factors such as component consistency and assembly consistency, there are certain differences in each product. It is necessary to correct the deviation of the transmission consistency through the self-learning function to make the control accuracy of the clutch higher, the control of shifting gears and starting the engine smoother, and improve the driving performance and customer experience. In addition, after the transmission has been used for a period of time, components such as the clutch spring and clutch friction plate will have a certain degree of attenuation and wear. As a result, the clutch engagement point will change, and the self-learning function can correct the deviation of the clutch engagement point, maintain the smoothness of gear shifting in the transmission, avoid customer complaints, and reduce the losses caused by replacing the transmission.

[0050] Traditional transmissions usually achieve clutch self-learning based on the transmission oil temperature, the change in the engine speed, and the signals from the corresponding pressure sensors. For example: When in the in-place forward gear and stepping on the brake, with the engine idling, gradually increase the pressure on the clutch until the engine speed starts to drop, then it is considered that the clutch engagement point has been reached, and the position of the clutch semi-engagement point is also found in this way. Then, under the same working conditions, control the clutch to charge quickly, have hysteresis, and then charge slowly, and check whether the engine speed drops by a certain threshold during this process, and correct the pre-charge time based on this test. However, the current technical solutions are all for a single engine power source, and the engine speed stability will affect the self-learning result. Hybrid vehicles have two power sources, namely an electric motor and an engine, which belong to a multi-power source system. The electric motor has higher speed stability and torque accuracy, and has more advantages for self-learning of the clutch engagement point and pre-charge time.

[0051] Based on this, the embodiments of the present application provide the following technical solutions:

[0052] The embodiments of the present application provide a method for self-learning the clutch of a hybrid vehicle, which is mainly used for self-learning the clutch semi-engagement point. The method is as Figure 1 shown, and includes steps S101, S102, S103, S104, and S105, where:

[0053] Semi-engagement means that the clutch is in a state between separation and engagement, and the transmission system is in a state between linkage and non-linkage. It can provide a flexible power and is often used in some complex road conditions, as well as starting, turning, and short-distance following. When the clutch is in the semi-engagement state, the friction force between the pressure plate and the friction plate is less than that in the fully engaged state. The friction between the clutch pressure plate and the friction plate on the flywheel is in a sliding friction state. The speed of the flywheel is greater than the speed of the output shaft, and part of the power transmitted from the flywheel is transmitted to the transmission. Updating the clutch semi-engagement point can better ensure the smoothness of vehicle starting and gear shifting processes.

[0054] It is understandable that before the self - learning of the clutch semi - coupling point, the vehicle needs to meet the clutch self - learning conditions. Specifically, it is necessary to control the vehicle to remain stationary to avoid the influence of the vehicle's additional speed or load on the transmission or motor. At the same time, since the motor is used for the clutch self - learning, it is necessary to control the engine to remain in the off state to avoid the influence of the engine's output speed and torque on the clutch. At the same time, it is necessary to control the synchronizer to be in neutral or parking gear so that the vehicle can remain stationary while the motor outputs speed and torque, avoiding danger. Further, after the vehicle meets the clutch self - learning conditions, the following self - learning steps are carried out:

[0055] In step S101, control the clutch to disengage.

[0056] It is understandable that there may be multiple clutches in a hybrid vehicle. Before the self - learning of the clutch semi - coupling point, it is necessary to control all clutches to disengage, so as to prepare for gradually engaging the clutch and monitoring the corresponding parameters subsequently.

[0057] For example, the number of clutches can be 3, and the three clutches are C1, C2, and C3 respectively.

[0058] In step S102, control the motor to operate at the initial speed and initial torque.

[0059] Specifically, the initial speed and initial torque can be preset and stored in advance.

[0060] In some alternative embodiments, it is also possible to only control the motor to operate at the initial speed. After the speed is stable, the motor will also output a stable initial torque, and the magnitude of the initial torque is related to the load magnitude caused by the mechanical structure of the motor itself.

[0061] The motor adopted in the embodiments of the present application can be an ISG (Integrated Starter Generator) motor. The ISG motor is generally used for starting the engine and generating electricity. However, in the technical solution of the embodiments of the present application, the ISG motor also adds a driving function to perform the clutch self - learning.

[0062] In step S103, gradually increase the current value of the solenoid valve of the clutch and simultaneously monitor the real - time torque of the motor.

[0063] It is understandable that the driving of the clutch is achieved by providing a certain pressure through the hydraulic system. The greater the pressure applied to the clutch friction plate and steel plate, the greater the torque transmitted by the clutch. And the pressure applied to the clutch is controlled by controlling the current of the solenoid valve. The greater the current, the greater the pressure provided to the clutch. The step size of the gradual increase of the current value of the solenoid valve of the clutch can be calibrated in advance.

[0064] In step S104, when the difference between the real-time torque and the initial torque of the motor is greater than the first torque threshold, the target current value of the solenoid valve of the clutch corresponding at this time is obtained.

[0065] It can be understood that since the motor is controlled by speed to maintain a certain speed, if the load increases, the torque of the motor has to increase in order to maintain its speed. When the clutch starts to engage and reaches the semi-linkage point, the clutch will increase the load on the motor, and the result reflected in the motor output is that the torque of the motor increases. Therefore, when it is monitored that the torque of the motor increases to a certain extent, it can be determined that the clutch reaches the semi-linkage point. The above first torque threshold can be calibrated in advance through a finite number of experiments using multiple sets of known data and stored in the memory.

[0066] In some alternative embodiments, in addition to the target current value of the solenoid valve of the clutch, the pressure value of the clutch corresponding to the target current value can also be obtained. At the same time, since the state of the vehicle transmission is also related to the transmission oil temperature, the current transmission oil temperature can also be monitored, and the transmission oil temperature is used as a basic parameter.

[0067] In step S105, the stored semi-linkage parameter set is updated according to the target current value.

[0068] It can be understood that the pre-stored semi-linkage parameter set can at least include the current value corresponding when the clutch reaches the semi-linkage point. After using the above step S104 to obtain the target current value of the solenoid valve corresponding when the clutch reaches the semi-linkage point according to the torque characteristic of the motor output, the target current value can be used to replace the original current value included in the semi-linkage parameter set, so as to update the semi-linkage parameter set.

[0069] In some alternative embodiments, the semi-linkage parameter set can also include the pressure value of the clutch and the transmission oil temperature corresponding when the clutch reaches the semi-linkage point. After using the above steps to obtain the pressure value of the clutch and the transmission oil temperature corresponding when the clutch reaches the semi-linkage point according to the torque characteristic of the motor output, the pressure value of the clutch and the transmission oil temperature can be used to replace the original pressure value of the clutch and the transmission oil temperature included in the semi-linkage parameter set, so as to update the semi-linkage parameter set. Specifically, the transmission oil temperature can be between 45°C and 80°C.

[0070] In some alternative embodiments, the self-learning function can be triggered by the following conditions:

[0071] Triggered by a diagnostic instrument for factory self-learning and after-sales self-learning.

[0072] In some alternative embodiments, when the vehicle is before leaving the factory, or during after-sales repair or maintenance, engineers will connect a diagnostic instrument to the vehicle's on-board computer to monitor whether there are fault codes in the on-board computer. Therefore, when the diagnostic instrument is connected to the on-board computer, the self-learning function can be triggered so that when the vehicle is delivered to the user, the parameters of the clutch are accurate. Alternatively, the software can also automatically identify the mileage and the instrument can remind the user to trigger the self-learning function. In some alternative embodiments, when the software automatically identifies that the mileage reaches an integer multiple of one thousand kilometers, such as five thousand kilometers, ten thousand kilometers, etc., the self-learning function can be automatically triggered. Thus, even when the vehicle has been driven for a long time and the clutch structure is worn, various parameters of the clutch can be accurately determined and updated.

[0073] Adopt the hybrid vehicle clutch self-learning method provided by the present application, control the clutch to disengage, and at the same time control the motor to operate at a preset initial speed and torque, so as to prepare for determining the semi-engagement point of the clutch. Further, increase the current value of the solenoid valve of the clutch, so as to gradually increase the pressure exerted by the clutch, and at the same time monitor the real-time torque of the motor, and indirectly judge whether the clutch reaches the semi-engagement state according to whether the motor torque increases. Since when the clutch reaches the semi-engagement point, the motor has a load and the torque will increase accordingly, when the real-time torque of the motor increases by a torque threshold value based on the initial torque, it indicates that the clutch reaches the semi-engagement point. At this time, there is a corresponding target current value of the solenoid valve of the clutch. Obtain the corresponding target current value of the solenoid valve of the clutch at this time, and use it to update the previously stored semi-engagement parameter set, so as to realize the self-learning of the clutch semi-engagement point according to the motor output. Since the motor output is stable and the control is precise, the accuracy and efficiency of the clutch self-learning can be improved.

[0074] The embodiment of the present application also provides another hybrid vehicle clutch self-learning method, which is mainly used for self-learning the pre-charge time of the clutch. The method is as Figure 2 shown, and includes steps S201, S202, S203, S204, S205, S206, S207 and S208.

[0075] It can be understood that the pre-charging process of the clutch includes a fast charge, a hysteresis, and a slow charge process executed in sequence. Specifically, since the clutch drive uses a hydraulic system and a piston structure, the purpose of the fast charge process is to quickly fill the piston cavity with hydraulic oil at a higher oil pressure to facilitate the fast and precise control of the clutch. However, quickly filling the clutch piston cavity with oil does not enable the clutch to have the ability to transmit torque, otherwise it will cause an impact on the vehicle. After the clutch piston cavity is quickly filled with oil, the hysteresis process is further executed to quickly reduce the current driving the solenoid valve to reduce the flow rate and flow of the hydraulic oil injected into the piston cavity. After the hysteresis process is completed, the slow charge process is further executed. The purpose of the slow charge is to achieve precise control. The slow filling of the oil gradually pushes the clutch piston, overcoming the spring force of the clutch piston, so that the clutch is at the critical point before torque transmission, that is, the semi-engaged point.

[0076] Similarly, before performing the self-learning of the clutch and the charging time, it is necessary to make the vehicle meet the clutch self-learning conditions. Specifically, it is necessary to control the vehicle to remain stationary to avoid the influence of the additional speed or load of the vehicle on the transmission or the motor. At the same time, since the motor is used for the clutch self-learning, it is necessary to control the engine to remain in the off state to avoid the influence of the rotational speed and torque output by the engine on the clutch. At the same time, it is necessary to control the synchronizer to be in neutral or park gear, so that the vehicle can also remain stationary while the motor outputs rotational speed and torque, avoiding danger. Further, after the vehicle meets the clutch self-learning conditions, the following self-learning steps are performed:

[0077] In step S201, control the clutch to disengage.

[0078] It can be understood that there may be multiple clutches in a hybrid vehicle. Before performing the self-learning of the clutch semi-engaged point, it is necessary to control all clutches to disengage, so as to prepare for gradually engaging the clutch and monitoring the corresponding parameters subsequently.

[0079] Specifically, the number of clutches can be 3, and the 3 clutches are C1, C2, and C3 respectively.

[0080] In step S202, control the motor to operate at the initial rotational speed and the initial torque.

[0081] Specifically, the initial rotational speed and the initial torque can be preset and stored in advance.

[0082] In some alternative embodiments, it is also possible to only control the motor to operate at the initial rotational speed. After the rotational speed is stable, the motor will also output a stable initial torque, and the magnitude of the initial torque is related to the load magnitude caused by the mechanical structure of the motor itself.

[0083] The motor used in the embodiments of the present application may be an ISG (Integrated Starter Generator) motor. The ISG motor is generally used to start the engine and generate electricity. However, in the technical solution of the embodiments of the present application, the ISG motor also adds a driving function to perform clutch self-learning.

[0084] In step S203, control the clutch to sequentially perform a pre-charging process to make the clutch enter a semi-coupled state, and at the same time monitor the output change trend of the motor.

[0085] As introduced above, the pre-charging process includes a fast charging process, a hysteresis process, and a slow charging process that are sequentially executed.

[0086] In step S204, determine whether the output change trend of the motor meets a preset condition.

[0087] It can be understood that, based on whether the output change trend of the motor meets the preset condition, it can be determined whether the time of the clutch pre-charging process is appropriate, whether the time of the pre-charging process is too short or too long.

[0088] As one of the judgment results of step S204, when it is determined that the output change trend of the motor meets the preset condition, in step S205, reduce the pre-charging time of the stored clutch pre-charging process by a preset time threshold.

[0089] In some alternative embodiments, the specific process of determining whether the output change trend of the motor meets the preset condition in step S204 includes the following judgment process: determine whether the speed of the motor decreases by a first speed threshold during the pre-charging process, and whether the torque of the motor during the slow charging process is greater than the torque of the motor after the clutch enters the semi-coupled state.

[0090] It can be understood that during the pre-charging process, it is not desired for the clutch to exceed the semi-coupled point to avoid the clutch starting to transmit torque. If the pre-charging process time is too long, the clutch will be overcharged, the clutch will exceed the semi-coupled point, generate friction, drag the motor, and reduce the speed of the motor. Specifically, if overcharging occurs, it can be manifested as the speed of the motor decreasing by a first speed threshold during the pre-charging process. The first speed threshold can be specifically calibrated in advance through a finite number of experiments using multiple sets of known data and stored in the memory.

[0091] Similarly, only after the clutch reaches the semi-coupled point and a load is generated, the torque of the motor will increase. If the torque of the motor during the slow charging process is greater than the torque of the motor after the clutch enters the semi-coupled state, it means that the clutch is overcharged and the clutch reaches the semi-coupled point prematurely.

[0092] Therefore, when it is determined that the rotational speed of the motor has decreased by the first rotational speed threshold during the pre-charging process, or the torque of the motor during slow charging is greater than the torque of the motor after the clutch enters the semi-engaged state, it is determined that the output change trend of the motor meets the preset conditions. At this time, it indicates that overcharging has occurred during the pre-charging process of the clutch. At this time, it is necessary to reduce the pre-charging time of the stored clutch pre-charging process by a preset time threshold. The time threshold can be specifically calibrated in advance through a finite number of experiments using multiple sets of known data and stored in the memory. Specifically, the time threshold can be 10 ms.

[0093] In some alternative embodiments, after reducing the pre-charging time of the stored clutch pre-charging process by a preset time threshold to update the pre-charging time, the above step S203 can be re-executed for judgment again until the most reasonable pre-charging time is determined.

[0094] As another judgment result of step S204, when it is determined that the output change trend of the motor does not meet the preset conditions, in step S206, the current value of the solenoid valve of the clutch is increased by a preset current threshold, and at the same time, the real-time torque and real-time rotational speed of the motor are monitored.

[0095] In some alternative embodiments, the preset current threshold for increasing the current value of the solenoid valve of the clutch can be determined in advance through the following process:

[0096] According to the corresponding relationship between the torque transmitted by the clutch and the current value of the solenoid valve, determine the current value of the solenoid valve corresponding to when the clutch transmits 10 N·m of torque as the preset current threshold.

[0097] In step S207, when it is monitored that the real-time torque of the motor increases by the second torque threshold, or the real-time rotational speed of the motor decreases by the second rotational speed threshold, the pre-charging time of the stored clutch pre-charging process is reduced by a preset time threshold.

[0098] It can be understood that when the clutch enters the semi-engaged state and the current value of the solenoid valve continues to increase by the preset current threshold, the clutch continues to engage, transmits more torque, the motor generates a greater load, the torque increases, and the rotational speed decreases. If the motor torque increases too much and is greater than the second torque threshold, it indicates that the pre-charging process time is too long and overcharging occurs, and the pre-charging time also needs to be reduced. Similarly, if the motor rotational speed decreases too much and is greater than the second rotational speed threshold, it also indicates that the pre-charging process time is too long and overcharging occurs, and the pre-charging time also needs to be reduced. The second torque threshold and the second rotational speed threshold can also be calibrated in advance through a finite number of experiments using multiple sets of known data and stored in the memory.

[0099] In some alternative embodiments, as another monitoring result of monitoring the real-time torque and real-time speed of the motor in step S206, in step S208, when the real-time torque of the motor does not increase and the real-time speed of the motor does not decrease, increase the pre-charge time of the stored clutch pre-charge process by a preset time threshold.

[0100] It can be understood that when the clutch enters the semi-engaged state and the current value of the solenoid valve continues to increase by a preset current threshold, the clutch continues to engage, transmits more torque, and should generate a greater load on the motor, causing the motor torque to increase and the speed to decrease. At this time, if the torque of the motor does not increase or the speed does not decrease, it means that the pre-charge process time is too short and there is a situation of insufficient pre-charge, and the pre-charge time needs to be increased.

[0101] In some alternative embodiments, whether using step S207 to reduce the pre-charge time of the stored clutch pre-charge process by a preset time threshold or using step S208 to increase the pre-charge time of the stored clutch pre-charge process by a preset time threshold, after updating the pre-charge time, the above step S203 can be re-executed to perform the judgment process again until the most reasonable pre-charge time is determined.

[0102] It can be understood that when the clutch enters the semi-engaged state and the current value of the solenoid valve continues to increase by a preset current threshold, the clutch continues to engage, transmits more torque, the motor generates a greater load, the torque increases, and the speed decreases. If the motor torque increases but does not increase beyond the second torque threshold, similarly, if the motor speed decreases but does not decrease beyond the second speed threshold, it means that the pre-charge process time is reasonable and there is no situation of overcharging or insufficient pre-charge time, and there is no need to reduce or increase the pre-charge time.

[0103] In some alternative embodiments, it is also possible to directly monitor the hydraulic pressure of the clutch using a pressure sensor to directly determine whether the pre-charge time of the clutch pre-charge process is accurate, without indirectly determining whether the pre-charge time of the clutch pre-charge process is accurate based on the output characteristics of the motor.

[0104] Therefore, in some alternative embodiments, after controlling the motor to operate at the initial speed and initial torque, the method further includes:

[0105] Controlling the clutch to sequentially perform the pre-charge process to make the clutch enter the semi-engaged state and monitoring the hydraulic pressure of the clutch.

[0106] Judging whether the hydraulic pressure is less than the target pressure.

[0107] In some alternative embodiments, the target pressure can be calibrated in advance through a finite number of experiments using multiple sets of known data and stored in the memory.

[0108] When it is determined that the hydraulic pressure is less than the target pressure, increase the pre-charge time of the stored clutch pre-charge process by a preset time threshold.

[0109] It can be understood that when it is determined that the hydraulic pressure is less than the target pressure, it indicates that the pre-charge time is insufficient and the pre-charge time needs to be increased.

[0110] At the same time, it can also be determined whether the hydraulic pressure is greater than the maximum pressure, and the maximum pressure is greater than the target pressure. When it is determined that the hydraulic pressure is greater than the maximum pressure, it indicates that there is an overcharge situation and the pre-charge time needs to be reduced.

[0111] At the same time, it can also be determined whether the hydraulic pressure is between the target pressure and the maximum pressure. When it is determined that the hydraulic pressure is between the target pressure and the maximum pressure, it indicates that the clutch pre-charge time is within an appropriate range and there is no need to update the clutch pre-charge time.

[0112] Adopt the hybrid vehicle clutch self-learning method provided by the present application to control the clutch to disengage and simultaneously control the motor to operate at a preset initial speed and torque. Further, control the clutch to sequentially perform the pre-charge process to make the clutch enter the semi-engaged state, and simultaneously monitor the output change trend of the motor, and determine whether it is necessary to increase or decrease the pre-charge time according to whether the output change trend of the motor meets the preset conditions, so as to update the pre-charge time and realize the self-learning of the clutch pre-charge time. Since the motor output is stable and the control is precise, the accuracy and efficiency of clutch self-learning can be improved.

[0113] The embodiment of the present application also provides a hybrid vehicle clutch self-learning device, as Figure 3 shown, the device includes:

[0114] A separation module 301, configured to control the clutch to disengage.

[0115] A motor control module 302, configured to control the motor to operate at an initial speed and an initial torque.

[0116] A motor monitoring module 303, configured to increase the current value of the solenoid valve of the clutch and simultaneously monitor the real-time torque of the motor.

[0117] A clutch monitoring module 304, configured to obtain the target current value of the solenoid valve of the clutch corresponding at this time when the difference between the real-time torque of the motor and the initial torque is greater than the first torque threshold.

[0118] An update module 305, configured to update the stored semi-engaged parameter set according to the target current value.

[0119] In some alternative embodiments, the motor monitoring module 303 is further configured to control the clutch to sequentially perform a pre-charging process, bring the clutch into a semi-engaged state, and simultaneously monitor the output change trend of the motor.

[0120] The motor monitoring module 303 is further configured to determine whether the output change trend of the motor meets a preset condition.

[0121] The update module 305 is further configured to, when it is determined that the output change trend of the motor meets the preset condition, reduce the pre-charging time of the stored clutch pre-charging process by a preset time threshold.

[0122] By using the hybrid vehicle clutch self-learning method provided in this application, the clutch is controlled to disengage, and at the same time, the motor is controlled to operate at a preset initial speed and torque, so as to prepare for determining the semi-engaged point of the clutch. Further, the current value of the solenoid valve of the clutch is increased, so as to gradually increase the pressure applied by the clutch, and at the same time, the real-time torque of the motor is monitored, and whether the clutch reaches the semi-engaged state is indirectly judged according to whether the motor torque increases, so as to update the previously stored semi-engaged parameter set, and the self-learning of the clutch semi-engaged point is realized according to the motor output. It is also possible to control the clutch to sequentially perform a pre-charging process, bring the clutch into a semi-engaged state, and simultaneously monitor the output change trend of the motor, and determine whether it is necessary to increase or decrease the pre-charging time according to whether the output change trend of the motor meets the preset condition, so as to update the pre-charging time and realize the self-learning of the clutch pre-charging time. Since the motor output is stable and the control is fine, the accuracy and efficiency of the clutch self-learning can be improved.

[0123] This embodiment and the method embodiment are based on the same inventive concept, and are the device embodiments corresponding to the method embodiment. Therefore, those skilled in the art should understand that the description of the method embodiment is also applicable to this embodiment, and some technical details are not described in detail in this embodiment.

[0124] The embodiment of the present application further provides a vehicle, including the hybrid vehicle clutch self-learning device provided in the previous embodiment.

[0125] In the present application, it should be understood that terms such as "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features.

[0126] Other embodiments of the present application will be readily contemplated by those skilled in the art upon considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present application that follow the general principles of the present application and include known common knowledge or conventional technical means in the technical field not disclosed in the present application. The specification and examples are only illustrative.

[0127] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present application is only limited by the appended claims.

[0128] The above description is only for the convenience of those skilled in the art to understand the technical solution of the present application, and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A self - learning method for a hybrid vehicle clutch, characterized in that, The method includes: Controlling the clutch to disengage; Controlling the motor to operate at an initial speed and an initial torque; Increasing the current value of the solenoid valve of the clutch and simultaneously monitoring the real-time torque of the motor; When the difference between the real-time torque of the motor and the initial torque is greater than a first torque threshold, obtaining the target current value of the solenoid valve of the clutch corresponding thereto at this time; Updating the stored semi-engagement parameter set according to the target current value; After the control of the motor to operate at an initial speed and an initial torque, the method further includes: Controlling the clutch to sequentially perform a pre-charging process to bring the clutch into a semi-engaged state and simultaneously monitoring the output change trend of the motor; Judging whether the output change trend of the motor meets a preset condition; When it is judged that the output change trend of the motor meets the preset condition, reducing the pre-charging time of the stored clutch pre-charging process by a preset time threshold; The pre-charging process includes a fast charging process, a hysteresis process, and a slow charging process performed sequentially. Judging whether the output change trend of the motor meets the preset condition includes: Judging whether the speed of the motor decreases by a first speed threshold during the pre-charging process, and whether the torque of the motor during the slow charging process is greater than the torque of the motor after the clutch enters the semi-engaged state; When it is judged that the speed of the motor decreases by a first speed threshold during the pre-charging process, or the torque of the motor during the slow charging process is greater than the torque of the motor after the clutch enters the semi-engaged state, it is judged that the output change trend of the motor meets the preset condition; Wherein, the motor is an integrated starter generator.

2. The method according to claim 1, wherein Before controlling the clutch to disengage, the method further includes: Controlling the vehicle to maintain a stationary state; Controlling the engine to maintain a flameout state; Controlling the synchronizer to be shifted into neutral or park gear.

3. The method according to claim 1, characterized in that The method further includes: When it is judged that the output change trend of the motor does not meet the preset condition, increasing the current value of the solenoid valve of the clutch by a preset current threshold and simultaneously monitoring the real-time torque and real-time speed of the motor; When it is judged that the real-time torque of the motor increases by a second torque threshold, or the real-time speed of the motor decreases by a second speed threshold, reducing the pre-charging time of the stored clutch pre-charging process by the preset time threshold.

4. The method according to claim 3, characterized in that, After increasing the current value of the solenoid valve of the clutch by a preset current threshold and simultaneously monitoring the real-time torque and real-time speed of the motor, the method further includes: When the real-time torque of the motor does not increase and the real-time speed of the motor does not decrease, increasing the pre-charging time of the stored clutch pre-charging process by the preset time threshold.

5. The method according to claim 4, characterized in that, After the control of the motor to operate at an initial speed and an initial torque, the method further includes: Controlling the clutch to sequentially perform a pre-charging process to bring the clutch into a semi-engaged state and monitoring the hydraulic pressure of the clutch; Judging whether the hydraulic pressure is less than the target pressure; When it is judged that the hydraulic pressure is less than the target pressure, increasing the pre-charging time of the stored clutch pre-charging process by a preset time threshold.

6. A self-learning device for a hybrid vehicle clutch, characterized in that, The device includes: A separation module configured to control the clutch to disengage; The motor control module is configured to control the motor to operate at an initial speed and an initial torque; The motor monitoring module is configured to increase the current value of the solenoid valve of the clutch and simultaneously monitor the real-time torque of the motor; The clutch monitoring module is configured to obtain the target current value of the solenoid valve of the clutch corresponding thereto when the difference between the real-time torque of the motor and the initial torque is greater than a first torque threshold; The update module is configured to update the stored semi-linkage parameter set according to the target current value; After the motor control module controls the motor to operate at the initial speed and the initial torque, the motor monitoring module is further configured to: Control the clutch to sequentially perform a pre-charging process to bring the clutch into a semi-linkage state and simultaneously monitor the output change trend of the motor; Judge whether the output change trend of the motor meets a preset condition; The update module is further configured to: When it is judged that the output change trend of the motor meets the preset condition, reduce the pre-charging time of the stored clutch pre-charging process by a preset time threshold; The pre-charging process includes a fast charging process, a hysteresis process, and a slow charging process performed sequentially. Judging whether the output change trend of the motor meets the preset condition includes: Judging whether the speed of the motor decreases by a first speed threshold during the pre-charging process, and whether the torque of the motor during the slow charging process is greater than the torque of the motor after the clutch enters the semi-linkage state; When it is judged that the speed of the motor decreases by a first speed threshold during the pre-charging process, or the torque of the motor during the slow charging process is greater than the torque of the motor after the clutch enters the semi-linkage state, it is judged that the output change trend of the motor meets the preset condition; Wherein, the motor is an integrated starter generator.

7. The device according to claim 6, wherein: The motor monitoring module is further configured to control the clutch to sequentially perform a pre-charging process to bring the clutch into a semi-linkage state and simultaneously monitor the output change trend of the motor; The motor monitoring module is further configured to judge whether the output change trend of the motor meets a preset condition; The update module is further configured to reduce the pre-charging time of the stored clutch pre-charging process by a preset time threshold when it is judged that the output change trend of the motor meets the preset condition.

8. A vehicle, characterized in that, Including the hybrid vehicle clutch self-learning device according to claim 6.

Images