A clutch control method and apparatus

Abstract

This invention discloses a clutch control method and apparatus. When a clutch is detected to have entered a pressure lag condition, a pressure overshoot suppression mode is activated to control the clutch's output target torque. This suppresses clutch pressure overshoot before the clutch enters a linear operating condition. When the clutch is detected to have entered a linear operating condition, a torque recovery mode is activated to control the clutch's output target torque until the difference between the clutch's output target torque and the calculated target torque is no greater than a first preset threshold. This invention can activate the pressure overshoot suppression mode when a clutch is detected to have entered a pressure lag condition, controlling the clutch's output target torque to avoid clutch pressure overshoot or to control clutch disengagement pressure overshoot. It controls the actual and target pressures of the clutch to change smoothly, ensuring the operational stability of the clutch and engine, thereby improving operational safety.

Description

Technical Field

[0001] This invention relates to the field of clutch control technology, and in particular to a clutch control method and device. Background Technology

[0002] With the development of control technology, clutch control technology is constantly improving.

[0003] A clutch can be a power transmission device located within the flywheel housing between the engine and the transmission, transmitting power from the engine to the transmission. Existing technology allows for the disengagement or engagement of the engine and transmission by controlling the clutch, thereby cutting off or transmitting power from the engine to the transmission.

[0004] However, existing technology cannot effectively control the operation of the clutch. Summary of the Invention

[0005] In view of the above problems, the present invention provides a clutch control method and apparatus that overcomes or at least partially solves the above problems, the technical solution of which is as follows:

[0006] A clutch control method, comprising:

[0007] When it is detected that the clutch has entered a pressure hysteresis condition, the pressure overshoot suppression mode is activated to control the output target torque of the clutch in order to suppress the pressure overshoot of the clutch before the clutch enters a linear operating condition.

[0008] When it is detected that the clutch has entered a linear operating condition, the torque recovery mode is activated to control the output target torque of the clutch until the difference between the output target torque and the calculated target torque is not greater than a first preset threshold.

[0009] Optionally, the pressure overshoot suppression mode includes a mitigation control mode; the step of activating the pressure overshoot suppression mode to control the output target torque of the clutch when it is detected that the clutch has entered a pressure hysteresis condition includes:

[0010] When it is detected that the clutch has entered the pressure hysteresis condition, the difference between the current calculated target torque and the current actual torque of the clutch is determined as the target torque difference.

[0011] Determine whether the target torque difference is not less than a second preset threshold. If so, activate the mitigation control mode to control the output target torque of the clutch.

[0012] Optionally, the method further includes:

[0013] In the deceleration control mode, the difference between the current output target torque and the current actual torque of the clutch is determined as a first difference. Based on the first difference and the current actual torque, a corresponding increase rate is determined. The increase rate is corrected based on the current oil temperature of the transmission to obtain a corrected increase rate. The output target torque of the clutch is controlled according to the corrected increase rate.

[0014] Optionally, the pressure overshoot suppression mode further includes an initialization control mode; the step of activating the pressure overshoot suppression mode to control the output target torque of the clutch when it is detected that the clutch has entered a pressure lag condition further includes:

[0015] If the target torque difference is less than the second preset threshold, the initialization control mode is activated to control the output target torque of the clutch; the initialization control mode includes multiple consecutive control cycles;

[0016] The output target torque of the clutch is set in each of the control cycles.

[0017] Optionally, setting the target output torque of the clutch in each of the control cycles includes:

[0018] When entering the first control cycle, the current actual torque is determined as the initial torque value of the current cycle, the deviation torque value of the current cycle is determined based on the current oil temperature, and the sum of the initial torque value of the current cycle and the deviation torque value of the current cycle is determined as the output target torque in the current cycle.

[0019] When entering the Nth control cycle, the output target torque of the previous control cycle is determined as the initial torque value of the current cycle, the deviation torque value of the current cycle is determined based on the current oil temperature, and the sum of the initial torque value and the deviation torque value of the current cycle is determined as the output target torque in the current cycle; where N is greater than 1.

[0020] Optionally, the starting torque recovery mode controls the output target torque of the clutch, including:

[0021] In the torque recovery mode, the corresponding torque recovery rate is determined based on the current output target torque of the clutch and the current accelerator pedal opening.

[0022] Based on the current target output torque of the clutch and the torque recovery rate, the target output torque of the clutch is controlled to increase.

[0023] Optionally, the method further includes:

[0024] If, within a first preset time period, the calculated target torque of the clutch is continuously detected to be greater than a third preset threshold, the actual torque is greater than a fourth preset threshold, and the second difference is greater than a fifth preset threshold, it is determined that the clutch has entered the pressure hysteresis condition; wherein, the second difference is the difference between the calculated target torque and the actual torque of the clutch.

[0025] Optionally, the method further includes:

[0026] When the actual torque change rate of the clutch is continuously greater than a preset change rate threshold within a second preset time period, and / or the actual torque of the clutch is greater than a sixth preset threshold, it is determined that the clutch has entered the linear operating condition.

[0027] Optionally, when the pressure overshoot suppression mode is the mitigation control mode, determining that the clutch has entered the linear operating condition when the actual torque change rate of the clutch continuously exceeds a preset change rate threshold for a second preset time period, and / or the actual torque of the clutch exceeds a sixth preset threshold includes:

[0028] When the actual torque change rate of the clutch is continuously greater than a preset change rate threshold within a second preset time period, the actual torque of the clutch is greater than a sixth preset threshold, and / or the running time of the deceleration control mode is not less than the second preset time period, it is determined that the clutch has entered the linear operating condition.

[0029] A clutch control device includes: a first starting unit and a second starting unit; wherein:

[0030] The first starting unit is used to start a pressure overshoot suppression mode to control the output target torque of the clutch when it is detected that the clutch has entered a pressure hysteresis condition, so as to suppress the pressure overshoot of the clutch before the clutch enters a linear operating condition.

[0031] The second starting unit is used to start the torque recovery mode to control the output target torque of the clutch when it is detected that the clutch has entered the linear operating condition, until the difference between the output target torque of the clutch and the calculated target torque is not greater than a first preset threshold.

[0032] Optionally, the pressure overshoot suppression mode includes a mitigation control mode; the first activation unit includes: a first determination unit, a first judgment unit, and a third activation unit;

[0033] The first determining unit is used to determine the difference between the current calculated target torque and the current actual torque of the clutch as the target torque difference when it is detected that the clutch has entered the pressure hysteresis condition.

[0034] The first judgment unit is used to determine whether the target torque difference is not less than a second preset threshold. If it is, the third start unit is triggered.

[0035] The third starting unit is used to activate the deceleration control mode to control the output target torque of the clutch.

[0036] Optionally, the device further includes: a second determining unit, a third determining unit, a first correcting unit, a first obtaining unit, and a first controlling unit;

[0037] The second determining unit is used to determine the difference between the current output target torque and the current actual torque of the clutch as a first difference in the deceleration control mode.

[0038] The third determining unit is used to determine the corresponding increase rate based on the first difference and the current actual torque;

[0039] The first correction unit is used to correct the rate of increase based on the current oil temperature of the transmission;

[0040] The first obtaining unit is used to obtain the corrected increase rate;

[0041] The first control unit is configured to control the output target torque of the clutch according to the modified increase rate.

[0042] Optionally, the pressure overshoot suppression mode further includes an initialization control mode; the first start-up unit further includes a fourth start-up unit and a first setting unit;

[0043] The fourth starting unit is used to activate the initialization control mode to control the output target torque of the clutch if the target torque difference is less than the second preset threshold; the initialization control mode includes multiple consecutive control cycles;

[0044] The first setting unit is used to set the output target torque of the clutch in each of the control cycles.

[0045] Optionally, the first setting unit includes: a fourth determining unit, a fifth determining unit, a sixth determining unit, a seventh determining unit, an eighth determining unit, and a ninth determining unit;

[0046] The fourth determining unit is used to determine the current actual torque as the initial torque value of the current cycle when entering the first control cycle.

[0047] The fifth determining unit is used to determine the deviation torque value of the current cycle based on the current oil temperature;

[0048] The sixth determining unit is used to determine the sum of the initial torque value of the current cycle and the deviation torque value of the current cycle as the output target torque within the current cycle;

[0049] The seventh determining unit is used to determine the output target torque of the previous control cycle as the initial torque value of the current cycle when entering the Nth control cycle; where N is greater than 1.

[0050] The eighth determining unit is used to determine the deviation torque value of the current cycle based on the current oil temperature;

[0051] The ninth determining unit is used to determine the sum of the initial torque value of the current cycle and the deviation torque value of the current cycle as the output target torque within the current cycle.

[0052] Optionally, the second startup unit includes: a rate determination unit and a second control unit;

[0053] The rate determination unit is used to determine the corresponding torque recovery rate in the torque recovery mode based on the current output target torque of the clutch and the current accelerator pedal opening.

[0054] The second control unit is used to control the increase of the output target torque of the clutch based on the current output target torque of the clutch and the torque recovery rate.

[0055] Optionally, the device further includes: a first operating condition determination unit;

[0056] The first operating condition determination unit is used to determine that the clutch has entered the pressure hysteresis operating condition if, within a first preset time period, the calculated target torque of the clutch is greater than a third preset threshold, the actual torque is greater than a fourth preset threshold, and the second difference is greater than a fifth preset threshold; wherein, the second difference is the difference between the calculated target torque and the actual torque of the clutch.

[0057] Optionally, the device further includes: a second operating condition determination unit;

[0058] The second operating condition determination unit is used to determine that the clutch has entered the linear operating condition when the actual torque change rate of the clutch is continuously greater than a preset change rate threshold within a second preset time period, and / or the actual torque of the clutch is greater than a sixth preset threshold.

[0059] Optionally, when the pressure overshoot suppression mode is the mitigation control mode, the second operating condition determination unit is used to:

[0060] When the actual torque change rate of the clutch is continuously greater than a preset change rate threshold within a second preset time period, the actual torque of the clutch is greater than a sixth preset threshold, and / or the running time of the deceleration control mode is not less than the second preset time period, it is determined that the clutch has entered the linear operating condition.

[0061] The clutch control method and device proposed in this invention can activate a pressure overshoot suppression mode to control the clutch's output target torque when the clutch is detected to have entered a pressure lag condition. This suppresses clutch pressure overshoot before the clutch enters a linear operating condition. When the clutch is detected to have entered a linear operating condition, a torque recovery mode is activated to control the clutch's output target torque until the difference between the clutch's output target torque and the calculated target torque is no greater than a first preset threshold. This invention can activate the pressure overshoot suppression mode when the clutch is detected to have entered a pressure lag condition. In this mode, pressure overshoot is suppressed by controlling the clutch's output target torque, preventing clutch pressure overshoot, or controlling the clutch to disengage from pressure overshoot. This ensures a smooth change between the actual and target pressures of the clutch, guaranteeing the operational stability of the clutch and engine, thereby improving operational safety.

[0062] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0063] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0064] Figure 1 A flowchart of a first clutch control method provided by an embodiment of the present invention is shown;

[0065] Figure 2 A schematic diagram of a clutch engagement process provided by an embodiment of the present invention is shown;

[0066] Figure 3 A schematic diagram of the first type of clutch pressure variation curve provided in an embodiment of the present invention is shown;

[0067] Figure 4 A schematic diagram of a second type of clutch pressure variation curve provided in an embodiment of the present invention is shown;

[0068] Figure 5 A schematic diagram of a first clutch operation control process provided by an embodiment of the present invention is shown;

[0069] Figure 6 A schematic diagram of a second clutch operation control process provided in an embodiment of the present invention is shown;

[0070] Figure 7 A schematic diagram of the structure of a first clutch control device provided in an embodiment of the present invention is shown. Detailed Implementation

[0071] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0072] like Figure 1 As shown, this embodiment proposes a first clutch control method, which may include the following steps:

[0073] S101. When it is detected that the clutch has entered the pressure lag condition, the pressure overshoot suppression mode is activated to control the output target torque of the clutch in order to suppress the pressure overshoot of the clutch before the clutch enters the linear operation condition.

[0074] The clutch can be a clutch in a vehicle, or a clutch in other means of transportation or a power transmission mechanism; this invention does not limit this.

[0075] Among them, the pressure lag condition can be the operating condition in which the actual pressure of the clutch lags significantly behind the target pressure.

[0076] Among them, the pressure overshoot suppression mode can be a torque control mode that can suppress the clutch pressure overshoot (the situation where the actual pressure is greater than the target pressure) or suppress the clutch pressure overshoot to control the clutch disengagement pressure overshoot, so as to achieve a smooth change in the actual clutch pressure.

[0077] The target output torque can be the target torque for controlling the clutch output. The target torque can be calculated based on the engine torque and speed. It should be noted that the actual torque is the torque actually output by the clutch.

[0078] It should be noted that when the clutch enters a pressure lag condition, if feedback control is performed according to the normal pressure feedback and torque feedback adjustment logic, it may lead to pressure overshoot in the clutch. Pressure overshoot may cause shock or prolonged continuous vibration and shock to the clutch and engine, damaging both. To address this, this invention includes a pressure overshoot suppression mode. This mode can be activated when the clutch is detected to have entered a pressure lag condition. In this mode, pressure overshoot is suppressed by controlling the clutch's output target torque, preventing pressure overshoot or controlling the clutch to disengage from pressure overshoot. This ensures a smooth change between the actual and target pressures of the clutch, guaranteeing the operational stability of the clutch and engine, thereby improving operational safety.

[0079] Optionally, when the clutch is a hydraulically controlled clutch, the high viscosity and poor fluidity of the oil in low-temperature environments may cause the clutch pressure lag to become more pronounced.

[0080] It should be noted that the present invention can obtain the actual pressure of the clutch through methods such as pressure sensor measurement; during the clutch operation control process, the present invention can calculate the target torque of the clutch based on the actual torque and actual speed of the engine, and then determine the target pressure corresponding to the target torque based on the correspondence between torque and pressure. Specifically, the present invention can perform clutch pressure feedback control based on the difference between the actual pressure and the target pressure of the clutch by the pressure control system.

[0081] The following explains the reasons and process by which the clutch enters a pressure lag condition during operation. It is understandable that the pressure control system itself has a pressure control lag, and the internal structural characteristics of the clutch further amplify this lag. It should be noted that there are gaps within the clutch's internal space. During clutch operation, the controlled fluid medium (such as air or liquid) needs time to fill the volume change within the clutch's internal space. Therefore, the actual pressure applied to the clutch during this stage will lag behind the target pressure, potentially causing the clutch to enter a pressure lag condition. To better illustrate the clutch's operating characteristics during this stage, this embodiment uses a wet clutch as an example and proposes... Figure 2 The clutch engagement process shown is explained below.

[0082] like Figure 2As shown, the clutch control process can include three stages: the free travel stage, the initial compression stage, and the engagement dead stage. Specifically, when pressure is initially applied to the clutch via the piston, the clutch enters the free travel stage. The valve plate oil chamber is filled, and hydraulic pressure can compress the disk return spring, eliminating the gap between the piston and the wave spring friction plates mounted on the seal resistance plate until the piston contacts the friction plates. Afterward, the clutch enters the initial compression stage, where the piston pressure can be further increased, compressing the disc springs between the friction plates and eliminating the gap between them until the disc springs are fully compressed and the friction plates are in full contact. Then, the clutch enters the engagement dead stage, where the friction plates and disc springs are in full contact. As the piston pressure continues to increase, the friction plate material can be slightly compressed. Since the volume change caused by the compression of the friction plates is small and negligible, the clutch can operate in the linear range during this stage.

[0083] It should also be noted that before the clutch is fully engaged, the torque transmitted by the clutch has a non-linear relationship with the target pressure; that is, there is a non-linear variation region between the torque transmitted by the clutch and the target pressure. During the idle stroke and initial compression phases, the friction plates inside the clutch are displaced, and the piston volume changes. This may further expand the aforementioned non-linear variation region, causing the actual pressure to lag more significantly behind the target pressure, potentially leading to clutch pressure overshoot.

[0084] To better illustrate the evolution of pressure overshoot, this embodiment proposes and combines... Figure 3 and Figure 4 The pressure change curve shown will be used to illustrate this in detail.

[0085] Specifically, such as Figure 3 As shown, when the actual pressure lags significantly behind the target pressure, i.e., when the actual pressure of the clutch deviates significantly from the target pressure, the pressure control system can use PID regulation to compensate for the deviation. Especially before the clutch is fully engaged, the change in the clearance volume between the friction plates inside the clutch will cause the pressure to decrease. The pressure control system will compensate for the pressure deviation by increasing the current of the solenoid valve. However, when the clutch is fully engaged, there is no displacement change between the friction plates inside the clutch. At this time, the pressure transmitted by the current of the solenoid valve may be much greater than the target pressure of the clutch, resulting in pressure overshoot and causing shock.

[0086] Specifically, such as Figure 4As shown, excessive pressure overshoot can lead to phase lag in the mutual adjustment of pressure and torque, causing system regulation divergence and resulting in prolonged and continuous vehicle vibration and impact. Specifically, during clutch control, torque control adjusts engine speed. Due to the lag in actual pressure, the torque transmitted by the clutch will be insufficient, causing engine speed overshoot. At this point, the torque control PID controller activates, increasing the target clutch torque to increase the target clutch pressure. However, the pressure layer detects the increased deviation between the target and actual pressure and activates PID control. The actual pressure overshoot and excessive transmitted torque cause the engine speed to drop. The torque layer's PID control reduces the target torque, thus reducing the pressure deviation and lowering the target pressure. Due to the inherent lag in the pressure control system, the pressure cannot decrease immediately, causing the torque layer to further reduce torque, further amplifying the pressure overshoot and further decreasing the pressure. However, this again causes engine speed overshoot. At this point, the torque layer PID controller starts increasing torque, but due to pressure lag, it cannot increase immediately. This cycle repeats, causing divergence and resulting in prolonged and continuous vibration and impact.

[0087] It is understandable that the clutch may enter a pressure lag condition during the no-travel phase and the initial compression phase. At this time, the present invention can suppress the pressure lag condition from developing into pressure overshoot by executing step S101, thereby avoiding the occurrence of operating events that impact the clutch and engine.

[0088] Optionally, the above method may also include:

[0089] If, within a first preset time period, the calculated target torque of the clutch is continuously detected to be greater than the third preset threshold, the actual torque is greater than the fourth preset threshold, and the second difference is greater than the fifth preset threshold, it is determined that the clutch has entered the pressure hysteresis condition; wherein, the second difference is the difference between the calculated target torque and the actual torque of the clutch.

[0090] The first preset duration can be set by technicians according to actual conditions, and this invention does not limit it. For example, the first preset duration can be set to 0.1s.

[0091] The third, fourth, and fifth preset thresholds can all be set by technicians according to actual conditions, and this invention does not limit this setting. For example, the third preset threshold can be set to 10 Nm, and the fourth preset threshold can also be set to 10 Nm.

[0092] It is understandable that if, for a continuous period of time, the calculated target torque of the clutch remains greater than the third preset threshold, the actual torque remains greater than the fourth preset threshold, and the second difference remains greater than the fifth preset threshold, then the present invention can determine that the current actual pressure of the clutch cannot keep up with the target pressure, that is, it has entered the pressure lag condition.

[0093] Optionally, if, over a continuous period of time, the target pressure remains greater than a certain value, the actual pressure remains greater than a certain value, and the third difference remains greater than a certain value, then the present invention can also determine that the clutch has entered a pressure lag condition.

[0094] Optionally, in other clutch control methods proposed in this embodiment, the clutch torque is increased from the semi-engagement point (i.e., the clutch's KS point, where the piston just contacts the friction plate; in general engineering, the torque value obtained by subtracting a certain deviation from the clutch's 3Nm transmission torque is used as the "0" point) until the actual torque of the clutch is no greater than a certain value (e.g., 10Nm), which is defined as a waiting stage. During this stage, the present invention can control the clutch according to normal pressure feedback and torque feedback adjustment logic. When the actual torque exceeds a certain value (e.g., 10Nm), the present invention can enter the detection stage. In this detection stage, the present invention can monitor the target torque, the actual torque, and the difference between the two. If, within a first preset time period, the calculated target torque of the clutch is greater than the aforementioned third preset threshold, the actual torque is greater than the fourth preset threshold, and the second difference is greater than the fifth preset threshold, then the present invention can determine that the clutch has entered a pressure hysteresis condition.

[0095] S102. When it is detected that the clutch has entered the linear operating condition, the torque recovery mode is activated to control the output target torque of the clutch until the difference between the output target torque of the clutch and the calculated target torque is not greater than the first preset threshold.

[0096] Specifically, this invention can determine that the clutch has entered a linear operating condition when it is determined that the clutch is fully engaged. It is understood that when the clutch is in a linear operating condition, the pressure applied to the piston by this invention can quickly act on the clutch, and the actual pressure can quickly respond to the target pressure. In this condition, this invention can restore the output target torque to the calculated target torque, allowing the actual pressure to follow the target pressure, eliminating pressure lag, and gradually restoring to normal pressure feedback regulation and torque feedback regulation logic.

[0097] Among them, the torque recovery mode is a control mode that can restore the output target torque to the calculated target torque.

[0098] The first preset threshold can be set by technicians according to the actual situation, and the present invention does not limit it.

[0099] Optionally, in other clutch control methods proposed in this embodiment, the above method may further include:

[0100] When the actual torque change rate of the clutch is continuously greater than the preset change rate threshold within the second preset time period, and / or the actual torque of the clutch is greater than the sixth preset threshold, it is determined that the clutch has entered the linear operating condition.

[0101] The preset rate of change threshold, the second preset duration, and the sixth preset threshold can all be set by technicians according to actual conditions, and this invention does not limit this setting. For example, the preset rate of change threshold can be set to 300 Nm / s, the second preset duration can be set to 50 milliseconds, and the sixth preset threshold can be set to 30 Nm.

[0102] It is understandable that the sixth preset threshold can be greater than the fourth preset threshold mentioned above.

[0103] Optionally, in other clutch control methods proposed in this embodiment, step S102 may include:

[0104] In torque recovery mode, the corresponding torque recovery rate is determined based on the current target output torque of the clutch and the current accelerator pedal opening.

[0105] Based on the clutch's current output target torque and torque recovery rate, the clutch's output target torque is increased.

[0106] Specifically, the present invention can pre-set a correspondence table between the target output torque, accelerator pedal opening, and torque recovery rate, and determine the corresponding torque recovery rate based on the target output torque and accelerator pedal opening, as shown in Table 1.

[0107] Table 1 Correspondence Table

[0108]

[0109]

[0110] In this table, the horizontal axis represents the accelerator pedal opening, and the vertical axis represents the clutch's target output torque. The values ​​corresponding to the horizontal and vertical axes represent the torque recovery rate. For example, in Table 1, when the accelerator pedal opening is 30 and the clutch's target output torque is 30, the corresponding torque recovery rate is 17.72928. It should be noted that the unit of torque recovery rate can be Nm / s.

[0111] Optionally, the present invention can also set the torque recovery rate according to other relevant physical parameters during the clutch operation process, such as engine operating temperature and speed, actual clutch pressure and target pressure, etc. The present invention does not limit this.

[0112] Optionally, when the difference between the output target torque of the clutch and the calculated target torque is not greater than a first preset threshold, the present invention can exit the torque recovery mode and use normal pressure feedback regulation and torque feedback regulation to continue controlling the clutch to operate, ensuring a smooth transition between different control logics and ensuring the operational stability and safety of the clutch.

[0113] The clutch control method proposed in this embodiment can activate a pressure overshoot suppression mode to control the clutch's output target torque when it detects that the clutch has entered a pressure lag condition. This suppresses clutch pressure overshoot before the clutch enters a linear operating condition. When it detects that the clutch has entered a linear operating condition, it activates a torque recovery mode to control the clutch's output target torque until the difference between the clutch's output target torque and the calculated target torque is no greater than a first preset threshold. This invention can activate a pressure overshoot suppression mode when it detects that the clutch has entered a pressure lag condition. In this mode, by controlling the clutch's output target torque, it suppresses pressure overshoot, preventing the clutch from experiencing pressure overshoot, or controlling the clutch to disengage from pressure overshoot. This controls the actual pressure and target pressure of the clutch to change smoothly, ensuring the operational stability of the clutch and engine, thereby improving operational safety.

[0114] based on Figure 1 As shown in the steps, this embodiment proposes a second clutch control method. In this method, the pressure overshoot suppression mode includes a mitigation control mode; in this case, step S101 may include:

[0115] When it is detected that the clutch has entered the pressure hysteresis condition, the difference between the current calculated target torque and the current actual torque of the clutch is determined as the target torque difference.

[0116] Determine whether the target torque difference is not less than the second preset threshold. If so, activate the deceleration control mode to control the output target torque of the clutch.

[0117] The second preset threshold can be set by technicians according to the actual situation, and the present invention does not limit it.

[0118] To better illustrate the clutch operation control process including a deceleration control mode, this invention proposes... Figure 5 To be displayed.

[0119] exist Figure 5In this process, stage ① is the aforementioned waiting stage, stage ② is the aforementioned detection stage, stage ③ is the deceleration control mode stage, stage ④ is the recovery control mode stage, and stage ⑤ is the completion stage. In the completion stage, the invention can exit the recovery control mode and use normal pressure feedback adjustment and torque feedback adjustment to control the clutch.

[0120] Optionally, the pressure overshoot suppression mode also includes an initialization control mode; in this case, step S101 may further include:

[0121] If the target torque difference is less than the second preset threshold, the initialization control mode is activated to control the output target torque of the clutch; the initialization control mode includes multiple consecutive control cycles.

[0122] Set the target output torque of the clutch in each control cycle.

[0123] Specifically, the initialization control mode can be set with multiple control cycles that are consecutive in time. For example, the first control cycle is from the first moment to the second moment, and the second control cycle is from the second moment to the third moment.

[0124] To better illustrate the clutch operation control process including the initialization control mode, this invention proposes... Figure 6 To be displayed.

[0125] exist Figure 6 In this process, stage ① is the waiting stage mentioned above, stage ② is the detection stage mentioned above, stage ⑥ is the initialization control mode stage, stage ④ is the recovery control mode stage, and stage ⑤ is the completion stage.

[0126] Specifically, in the initialization control mode, the present invention allows setting the target output torque of the clutch in each control cycle.

[0127] Optionally, the pressure overshoot suppression mode can simultaneously include a mitigation control mode and an initialization control mode. When the clutch enters a pressure lag condition, the present invention can calculate the target torque difference and determine whether the target torque difference is not less than a second preset threshold. If so, the mitigation control mode can be activated to control the output target torque of the clutch; otherwise, the initialization control mode can be activated to control the output target torque of the clutch.

[0128] Optionally, the second clutch control method may further include: in the deceleration control mode, determining the difference between the current output target torque of the clutch and the current actual torque as a first difference, determining a corresponding increase rate based on the first difference and the current actual torque, correcting the increase rate based on the current oil temperature of the transmission to obtain a corrected increase rate, and controlling the output target torque of the clutch according to the corrected increase rate.

[0129] Specifically, when the deceleration control mode is started, the present invention can determine the current output target torque and the actual torque, calculate the first difference, determine the corresponding increase rate based on the first difference and the determined current actual torque, then determine the correction factor based on the oil temperature, multiply the correction factor by the increase rate to obtain the corrected increase rate, and then control the output target torque based on the corrected increase rate.

[0130] Optionally, the present invention may pre-set a correspondence table between the first difference, the actual torque, and the increase rate, and determine the increase rate corresponding to the first difference and the actual torque based on the correspondence table, as shown in Table 2.

[0131] Table 2 Correspondence Table

[0132] 0 5 10 15 20 25 30 0 5 5 5 4 4 4 4 5 5 5 5 3 3 3 3 10 5 5 5 2 2 2 2 15 5 5 5 1 1 1 1 20 5 5 5 0 0 0 0 30 5 5 5 0 0 0 0

[0133] In Table 2, the horizontal axis represents the actual torque, and the vertical axis represents the difference between the target output torque and the actual torque. The values ​​corresponding to the horizontal and vertical axes represent the rate of increase. For example, in Table 2, when both the horizontal and vertical axes are 10, the corresponding rate of increase can be 5. It should be noted that the unit of the rate of increase can be Nm / s.

[0134] Optionally, the present invention can also pre-set a correspondence table between oil temperature and correction factor, and determine the correction factor corresponding to the oil temperature based on the correspondence table, as shown in Table 3.

[0135] Table 3 Correspondence Table

[0136] -30 -20 -10 0 10 20 30 0.3 0.5 0.6 0.7 0.8 1 1

[0137] Optionally, in the initialization control mode, setting the target output torque of the clutch in each control cycle as described above may include:

[0138] When entering the first control cycle, the current actual torque is determined as the initial torque value of the current cycle, the deviation torque value of the current cycle is determined based on the current oil temperature, and the sum of the initial torque value and the deviation torque value of the current cycle is determined as the output target torque within the current cycle.

[0139] When entering the Nth control cycle, the output target torque of the previous control cycle is determined as the initial torque value of the current cycle, the deviation torque value of the current cycle is determined based on the current oil temperature, and the sum of the initial torque value and the deviation torque value of the current cycle is determined as the output target torque of the current cycle; N is greater than 1.

[0140] The first control cycle is the earliest control cycle in terms of time.

[0141] Optionally, the present invention can pre-set a correspondence table between oil temperature and deviation torque value, and determine the deviation torque value corresponding to oil temperature based on the correspondence table, as shown in Table 4.

[0142] Table 4 Correspondence Table

[0143] -30 -20 -10 0 20 40 90 10 15 20 25 50 50 50

[0144] In Table 4, the first row of data represents the oil temperature, and the second row represents the corresponding deviation torque value. It should be noted that the unit for the deviation torque value can be Nm.

[0145] Specifically, the present invention can determine the current actual torque as the initial torque value within the first control cycle when entering the first control cycle, then determine the deviation torque value corresponding to the current oil temperature, add the initial torque value and the deviation torque value, and set the value obtained by adding the two values ​​as the output target torque of the clutch within the first control cycle.

[0146] Specifically, in any control cycle after the first control cycle, this invention can determine the output target torque of the previous control cycle as the initial torque value of the current cycle, then determine the deviation torque value corresponding to the current oil temperature, add the initial torque value of the current cycle to the deviation torque value, and set the sum as the output target torque of the clutch in the current cycle. For example, in the second control cycle, this invention can determine the output target torque of the first control cycle as the initial torque value of the second control cycle, then determine the deviation torque value corresponding to the current oil temperature, add the determined initial torque value of the second control cycle to the determined deviation torque value, and set the sum as the output target torque of the clutch in the second control cycle.

[0147] Optionally, in the third clutch control method proposed in this embodiment, when the pressure overshoot suppression mode is the mitigation control mode, when the actual torque change rate of the clutch continuously exceeds a preset change rate threshold within a second preset time period, and / or the actual torque of the clutch exceeds a sixth preset threshold, determining that the clutch has entered a linear operating condition may include:

[0148] When the actual torque change rate of the clutch is continuously greater than the preset change rate threshold within the second preset time period, the actual torque of the clutch is greater than the sixth preset threshold, and / or the running time of the deceleration control mode is not less than the second preset time period, the clutch is determined to enter the linear operation condition.

[0149] The second preset duration can be set by technicians according to the actual situation, and the present invention does not limit it.

[0150] It should be noted that the pressure overshoot suppression mode can include a mitigation control mode and an initialization control mode. When the pressure overshoot suppression mode is triggered, this invention can activate either the mitigation control mode or the initialization control mode based on corresponding conditions, until the clutch enters a linear operating condition. This effectively suppresses clutch pressure overshoot, achieves smooth control of clutch pressure and torque, and ensures stable and safe operation of the clutch and engine.

[0151] The clutch control method proposed in this invention can initiate a mitigation control mode or an initialization control mode based on corresponding conditions when the pressure overshoot suppression mode is triggered, until the clutch is controlled to enter a linear operating condition. This effectively suppresses clutch pressure overshoot, achieves smooth control of clutch pressure and torque, and ensures stable and safe operation of the clutch and engine.

[0152] and Figure 1 The method shown corresponds to, for example Figure 7 As shown, this embodiment proposes a first clutch control device. This device may include: a first starting unit 101 and a second starting unit 102; wherein:

[0153] The first starting unit 101 is used to start the pressure overshoot suppression mode to control the output target torque of the clutch when it is detected that the clutch has entered the pressure hysteresis condition, so as to suppress the pressure overshoot of the clutch before the clutch enters the linear operation condition.

[0154] The clutch can be a clutch in a vehicle, or a clutch in other means of transportation or a power transmission mechanism; this invention does not limit this.

[0155] Among them, the pressure lag condition can be the operating condition in which the actual pressure of the clutch lags significantly behind the target pressure.

[0156] Among them, the pressure overshoot suppression mode can be a torque control mode that can suppress the clutch pressure overshoot (the situation where the actual pressure is greater than the target pressure) or suppress the clutch pressure overshoot to control the clutch disengagement pressure overshoot, so as to achieve a smooth change in the actual clutch pressure.

[0157] The target output torque can be the target torque for controlling the clutch output. The target torque can be calculated based on the engine torque and speed. It should be noted that the actual torque is the torque actually output by the clutch.

[0158] It should be noted that when the clutch enters a pressure lag condition, if feedback control is performed according to the normal pressure feedback and torque feedback adjustment logic, it may lead to pressure overshoot in the clutch. Pressure overshoot may cause shock or prolonged continuous vibration and shock to the clutch and engine, damaging both. To address this, this invention includes a pressure overshoot suppression mode. This mode can be activated when the clutch is detected to have entered a pressure lag condition. In this mode, pressure overshoot is suppressed by controlling the clutch's output target torque, preventing pressure overshoot or controlling the clutch to disengage from pressure overshoot. This ensures a smooth change between the actual and target pressures of the clutch, guaranteeing the operational stability of the clutch and engine, thereby improving operational safety.

[0159] Optionally, when the clutch is a hydraulically controlled clutch, the high viscosity and poor fluidity of the oil in low-temperature environments may cause the clutch pressure lag to become more pronounced.

[0160] It should be noted that the present invention can obtain the actual pressure of the clutch through methods such as pressure sensor measurement; during the clutch operation control process, the present invention can calculate the target torque of the clutch based on the actual torque and actual speed of the engine, and then determine the target pressure corresponding to the target torque based on the correspondence between torque and pressure. Specifically, the present invention can perform clutch pressure feedback control based on the difference between the actual pressure and the target pressure of the clutch by the pressure control system.

[0161] Specifically, the clutch control process can include three stages: the idle travel stage, the initial compression stage, and the engagement dead stage. During the idle travel stage and the initial compression stage, the clutch may enter a pressure lag condition. This invention can use the first starting unit 101 to suppress the pressure lag condition from developing into pressure overshoot, thereby avoiding operational events that cause shock to the clutch and engine.

[0162] Optionally, the above-mentioned device may further include: a first operating condition determination unit;

[0163] The first operating condition determination unit is used to determine that the clutch has entered a pressure hysteresis operating condition if, within a first preset time period, the calculated target torque of the clutch is continuously detected to be greater than a third preset threshold, the actual torque is greater than a fourth preset threshold, and the second difference is greater than a fifth preset threshold; wherein, the second difference is the difference between the calculated target torque and the actual torque of the clutch.

[0164] The first preset duration can be set by technicians according to actual conditions, and this invention does not limit it. For example, the first preset duration can be set to 0.1s.

[0165] The third, fourth, and fifth preset thresholds can all be set by technicians according to actual conditions, and this invention does not limit this setting. For example, the third preset threshold can be set to 10 Nm, and the fourth preset threshold can also be set to 10 Nm.

[0166] It is understandable that if, for a continuous period of time, the calculated target torque of the clutch remains greater than the third preset threshold, the actual torque remains greater than the fourth preset threshold, and the second difference remains greater than the fifth preset threshold, then the present invention can determine that the current actual pressure of the clutch cannot keep up with the target pressure, that is, it has entered the pressure lag condition.

[0167] Optionally, if, over a continuous period of time, the target pressure remains greater than a certain value, the actual pressure remains greater than a certain value, and the third difference remains greater than a certain value, then the present invention can also determine that the clutch has entered a pressure lag condition.

[0168] The second starting unit 102 is used to start the torque recovery mode to control the output target torque of the clutch when it is detected that the clutch has entered the linear operating condition, until the difference between the output target torque of the clutch and the calculated target torque is not greater than the first preset threshold.

[0169] Specifically, this invention can determine that the clutch has entered a linear operating condition when it is determined that the clutch is fully engaged. It is understood that when the clutch is in a linear operating condition, the pressure applied to the piston by this invention can quickly act on the clutch, and the actual pressure can quickly respond to the target pressure. In this condition, this invention can restore the output target torque to the calculated target torque, allowing the actual pressure to follow the target pressure, eliminating pressure lag, and gradually restoring to normal pressure feedback regulation and torque feedback regulation logic.

[0170] Among them, the torque recovery mode is a control mode that can restore the output target torque to the calculated target torque.

[0171] The first preset threshold can be set by technicians according to the actual situation, and the present invention does not limit it.

[0172] Optionally, in other clutch control devices proposed in this embodiment, the device may further include: a second operating condition determination unit;

[0173] The second operating condition determination unit is used to determine that the clutch has entered the linear operating condition when the actual torque change rate of the clutch is continuously greater than the preset change rate threshold within a second preset time period, and / or the actual torque of the clutch is greater than the sixth preset threshold.

[0174] The preset rate of change threshold, the second preset duration, and the sixth preset threshold can all be set by technicians according to actual conditions, and this invention does not limit this setting. For example, the preset rate of change threshold can be set to 300 Nm / s, the second preset duration can be set to 50 milliseconds, and the sixth preset threshold can be set to 30 Nm.

[0175] It is understandable that the sixth preset threshold can be greater than the fourth preset threshold mentioned above.

[0176] Optionally, in other clutch control devices proposed in this embodiment, the second starting unit 102 includes: a rate determination unit and a second control unit;

[0177] The rate determination unit is used to determine the corresponding torque recovery rate in torque recovery mode based on the current output target torque of the clutch and the current throttle pedal opening.

[0178] The second control unit is used to control the increase of the clutch's output target torque based on the clutch's current output target torque and torque recovery rate.

[0179] Specifically, the present invention can pre-set a correspondence table between the output target torque, accelerator pedal opening and torque recovery rate, and determine the corresponding torque recovery rate based on the output target torque and accelerator pedal opening.

[0180] The clutch control device proposed in this embodiment can activate the pressure overshoot suppression mode when it detects that the clutch has entered a pressure lag condition. In the pressure overshoot suppression mode, the output target torque of the clutch is controlled to suppress pressure overshoot, avoid the clutch from experiencing pressure overshoot, or control the clutch to disengage from pressure overshoot, control the actual pressure of the clutch to change smoothly with the target pressure, ensure the operating stability of the clutch and the engine, and thus improve operational safety.

[0181] refer to Figure 7 This embodiment proposes a second clutch control device. In this device, the pressure overshoot suppression mode includes a mitigation control mode; in this case, the first starting unit 101 includes: a first determining unit, a first judging unit, and a third starting unit;

[0182] The first determining unit is used to determine the difference between the current calculated target torque and the current actual torque of the clutch as the target torque difference when it is detected that the clutch has entered the pressure hysteresis condition.

[0183] The first judgment unit is used to determine whether the target torque difference is not less than the second preset threshold. If it is, the third start unit is triggered.

[0184] The third starting unit is used to activate the deceleration control mode to control the output target torque of the clutch.

[0185] The second preset threshold can be set by technicians according to the actual situation, and the present invention does not limit it.

[0186] Optionally, the pressure overshoot suppression mode also includes an initialization control mode; in this case, the first start-up unit 101 further includes: a fourth start-up unit and a first setting unit;

[0187] The fourth starting unit is used to start the initialization control mode to control the output target torque of the clutch if the target torque difference is less than the second preset threshold; the initialization control mode includes multiple consecutive control cycles.

[0188] The first setting unit is used to set the target output torque of the clutch in each control cycle.

[0189] Specifically, the initialization control mode can be set with multiple control cycles that are consecutive in time. For example, the first control cycle is from the first moment to the second moment, and the second control cycle is from the second moment to the third moment.

[0190] Specifically, in the initialization control mode, the present invention allows setting the target output torque of the clutch in each control cycle.

[0191] Optionally, the pressure overshoot suppression mode can simultaneously include a mitigation control mode and an initialization control mode. When the clutch enters a pressure lag condition, the present invention can calculate the target torque difference and determine whether the target torque difference is not less than a second preset threshold. If so, the mitigation control mode can be activated to control the output target torque of the clutch; otherwise, the initialization control mode can be activated to control the output target torque of the clutch.

[0192] Optionally, the second type of clutch control device may further include: a second determining unit, a third determining unit, a first correcting unit, a first obtaining unit, and a first control unit;

[0193] The second determining unit is used to determine the difference between the current output target torque of the clutch and the current actual torque as the first difference in the deceleration control mode.

[0194] The third determining unit is used to determine the corresponding increase rate based on the first difference and the current actual torque;

[0195] The first correction unit is used to correct the rate of increase based on the current oil temperature of the transmission.

[0196] The first obtaining unit is used to obtain the corrected increase rate;

[0197] The first control unit is used to control the output target torque of the clutch according to the corrected increase rate.

[0198] Optionally, the present invention may pre-set a correspondence table of a first difference, actual torque and increase rate, and determine the increase rate corresponding to the first difference and actual torque based on the correspondence table.

[0199] Optionally, in the initialization control mode, the target output torque of the clutch is set in each control cycle as described above.

[0200] Optionally, the first setting unit includes: a fourth determining unit, a fifth determining unit, a sixth determining unit, a seventh determining unit, an eighth determining unit, and a ninth determining unit;

[0201] The fourth determining unit is used to determine the current actual torque as the initial torque value of the current cycle when entering the first control cycle;

[0202] The fifth determining unit is used to determine the deviation torque value for the current cycle based on the current oil temperature;

[0203] The sixth determining unit is used to determine the sum of the initial torque value of the current cycle and the deviation torque value of the current cycle as the output target torque within the current cycle;

[0204] The seventh determining unit is used to determine the output target torque of the previous control cycle as the initial torque value of the current cycle when entering the Nth control cycle; N is greater than 1;

[0205] The eighth determining unit is used to determine the deviation torque value for the current cycle based on the current oil temperature;

[0206] The ninth determining unit is used to determine the sum of the initial torque value of the current cycle and the deviation torque value of the current cycle as the output target torque within the current cycle.

[0207] The first control cycle is the earliest control cycle in terms of time.

[0208] Optionally, the present invention may pre-set a correspondence table between oil temperature and deviation torque value, and determine the deviation torque value corresponding to oil temperature based on the correspondence table.

[0209] Specifically, the present invention can determine the current actual torque as the initial torque value within the first control cycle when entering the first control cycle, then determine the deviation torque value corresponding to the current oil temperature, add the initial torque value and the deviation torque value, and set the value obtained by adding the two values ​​as the output target torque of the clutch within the first control cycle.

[0210] Specifically, in any control cycle after the first control cycle, the present invention can determine the output target torque of the previous control cycle as the initial torque value of the current cycle, then determine the deviation torque value corresponding to the current oil temperature, add the initial torque value of the current cycle to the deviation torque value, and set the value obtained by the addition as the output target torque of the clutch in the current cycle.

[0211] Optionally, in the third clutch control device proposed in this embodiment, when the pressure overshoot suppression mode is the mitigation control mode, the second operating condition determination unit is used for:

[0212] When the actual torque change rate of the clutch is continuously greater than the preset change rate threshold within the second preset time period, the actual torque of the clutch is greater than the sixth preset threshold, and / or the running time of the deceleration control mode is not less than the second preset time period, the clutch is determined to enter the linear operation condition.

[0213] The second preset duration can be set by technicians according to the actual situation, and the present invention does not limit it.

[0214] It should be noted that the pressure overshoot suppression mode can include a mitigation control mode and an initialization control mode. When the pressure overshoot suppression mode is triggered, this invention can activate either the mitigation control mode or the initialization control mode based on corresponding conditions, until the clutch enters a linear operating condition. This effectively suppresses clutch pressure overshoot, achieves smooth control of clutch pressure and torque, and ensures stable and safe operation of the clutch and engine.

[0215] The clutch control device proposed in this invention can activate a mitigation control mode or an initialization control mode based on corresponding conditions when the pressure overshoot suppression mode is triggered, until the clutch is controlled to enter the linear operating condition, effectively suppressing clutch pressure overshoot, achieving smooth control of clutch pressure and torque, and ensuring stable and safe operation of the clutch and engine.

[0216] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0217] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A clutch control method characterized by, include: When it is detected that the clutch has entered a pressure hysteresis condition, the pressure overshoot suppression mode is activated to control the output target torque of the clutch in order to suppress the pressure overshoot of the clutch before the clutch enters a linear operating condition. When it is detected that the clutch has entered the linear operating condition, the torque recovery mode is activated to control the output target torque of the clutch until the difference between the output target torque of the clutch and the calculated target torque is not greater than the first preset threshold. If, within a first preset time period, the calculated target torque of the clutch is continuously detected to be greater than a third preset threshold, the actual torque is greater than a fourth preset threshold, and the second difference is greater than a fifth preset threshold, it is determined that the clutch has entered the pressure hysteresis condition. The second difference is the difference between the calculated target torque and the actual torque of the clutch. Specifically, when the actual torque change rate of the clutch is continuously greater than a preset change rate threshold within a second preset time period, and / or the actual torque of the clutch is greater than a sixth preset threshold, it is determined that the clutch has entered the linear operating condition.

2. The clutch control method according to claim 1, characterized by, The pressure overshoot suppression mode includes a mitigation control mode; the step of activating the pressure overshoot suppression mode to control the output target torque of the clutch when the clutch is detected to have entered a pressure lag condition includes: When it is detected that the clutch has entered the pressure hysteresis condition, the difference between the current calculated target torque and the current actual torque of the clutch is determined as the target torque difference. Determine whether the target torque difference is not less than a second preset threshold. If so, activate the mitigation control mode to control the output target torque of the clutch.

3. The clutch control method according to claim 2, characterized by, The method further includes: In the deceleration control mode, the difference between the current output target torque and the current actual torque of the clutch is determined as a first difference. Based on the first difference and the current actual torque, a corresponding increase rate is determined. The increase rate is corrected based on the current oil temperature of the transmission to obtain a corrected increase rate. The output target torque of the clutch is controlled according to the corrected increase rate.

4. The clutch control method according to claim 2, characterized by, The pressure overshoot suppression mode also includes an initialization control mode; the step of activating the pressure overshoot suppression mode to control the output target torque of the clutch when the clutch is detected to have entered a pressure hysteresis condition further includes: If the target torque difference is less than the second preset threshold, the initialization control mode is activated to control the output target torque of the clutch; the initialization control mode includes multiple consecutive control cycles; The output target torque of the clutch is set in each of the control cycles.

5. The clutch control method according to claim 4, characterized by, Setting the target output torque of the clutch in each of the control cycles includes: When entering the first control cycle, the current actual torque is determined as the initial torque value of the current cycle, the deviation torque value of the current cycle is determined based on the current oil temperature, and the sum of the initial torque value of the current cycle and the deviation torque value of the current cycle is determined as the output target torque in the current cycle. When entering the Nth control cycle, the output target torque of the previous control cycle is determined as the initial torque value of the current cycle, the deviation torque value of the current cycle is determined based on the current oil temperature, and the sum of the initial torque value and the deviation torque value of the current cycle is determined as the output target torque in the current cycle; where N is greater than 1.

6. The clutch control method according to claim 1, characterized by, The starting torque recovery mode controls the output target torque of the clutch, including: In the torque recovery mode, the corresponding torque recovery rate is determined based on the current output target torque of the clutch and the current accelerator pedal opening. Based on the current target output torque of the clutch and the torque recovery rate, the target output torque of the clutch is controlled to increase.

7. The clutch control method according to claim 1, characterized in that, When the pressure overshoot suppression mode is the mitigation control mode, determining that the clutch has entered the linear operating condition when the actual torque change rate of the clutch is continuously greater than a preset change rate threshold for a second preset time period, and / or the actual torque of the clutch is greater than a sixth preset threshold includes: When the actual torque change rate of the clutch is continuously greater than a preset change rate threshold within a second preset time period, the actual torque of the clutch is greater than a sixth preset threshold, and / or the running time of the deceleration control mode is not less than the second preset time period, it is determined that the clutch has entered the linear operating condition.

8. A clutch control device, characterized in that, include: First start-up unit and second start-up unit; wherein: The first starting unit is used to start a pressure overshoot suppression mode to control the output target torque of the clutch when it is detected that the clutch has entered a pressure hysteresis condition, so as to suppress the pressure overshoot of the clutch before the clutch enters a linear operating condition. The second starting unit is used to start the torque recovery mode to control the output target torque of the clutch when it is detected that the clutch has entered the linear operating condition, until the difference between the output target torque of the clutch and the calculated target torque is not greater than a first preset threshold. If, within a first preset time period, the calculated target torque of the clutch is continuously detected to be greater than a third preset threshold, the actual torque is greater than a fourth preset threshold, and the second difference is greater than a fifth preset threshold, it is determined that the clutch has entered the pressure hysteresis condition. The second difference is the difference between the calculated target torque and the actual torque of the clutch. Specifically, when the actual torque change rate of the clutch is continuously greater than a preset change rate threshold within a second preset time period, and / or the actual torque of the clutch is greater than a sixth preset threshold, it is determined that the clutch has entered the linear operating condition.

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