Method, device and equipment for correcting clutch half-engagement point and storage medium

Abstract

The application discloses a clutch half-joining point correction method, device, equipment and storage medium. The application obtains the target shift fork pushing oil pressure of the whole vehicle at the current time, obtains the speed difference value and the difference change rate between the driven shaft and the engine when the corresponding shift fork pushing oil pressure of the whole vehicle reaches the target shift fork pushing oil pressure, and corrects the clutch half-joining point when the speed difference value and the difference change rate meet the preset correction condition. The application can eliminate the influence of the dragging torque by obtaining the speed difference value and the difference change rate between the driven shaft and the engine when the corresponding shift fork pushing oil pressure of the whole vehicle reaches the target shift fork pushing oil pressure, corrects the clutch half-joining point when the speed difference value and the difference change rate meet the preset correction condition, can determine when to correct the clutch half-joining point, continuously corrects the clutch half-joining point in the whole clutch life cycle, and ensures the control characteristic robustness of the whole transmission system.

Description

TECHNICAL FIELD

[0001] The present application relates to the clutch technical field, especially to a clutch half engagement point correction method, device, equipment and storage medium. BACKGROUND

[0002] For a dual clutch automatic transmission, most of the drivability control needs half engagement point as the basis, and different deviations of half engagement point will have different effects on drivability. However, the error of the clutch is inevitable. First, when the transmission is offline, the original half engagement point will be written, which may have some errors. At the same time, the clutch is always worn during the entire life cycle, and the actual half engagement point will also change with the degree of wear. Therefore, how to accurately correct the clutch half engagement point has become a problem to be solved.

[0003] The above content is only used to assist in understanding the technical solutions of the present application, and does not represent the acknowledgement of the above content as prior art. SUMMARY

[0004] The main purpose of the present application is to provide a clutch half engagement point correction method, device, equipment and storage medium, which aims to solve the technical problem of how to accurately correct the clutch half engagement point.

[0005] To achieve the above purpose, the present application provides a clutch half engagement point correction method, which comprises the following steps:

[0006] Obtaining the target yoke pushing oil pressure of the whole vehicle at the current time;

[0007] When the yoke pushing oil pressure of the whole vehicle reaches the target yoke pushing oil pressure, obtaining the speed difference and the difference change rate between the driven shaft and the engine;

[0008] When the speed difference and the difference change rate meet the preset correction condition, the clutch half engagement point is corrected.

[0009] Optionally, the step of obtaining the target yoke pushing oil pressure of the whole vehicle at the current time comprises:

[0010] Obtaining the initial yoke pushing oil pressure of the whole vehicle at the current time;

[0011] Obtaining the transmission torque of the clutch half engagement point at the current time;

[0012] Determining the target yoke pushing oil pressure according to the initial yoke pushing oil pressure and the transmission torque.

[0013] Optionally, the step of obtaining the initial shift fork pushing oil pressure of the whole vehicle at the current time point specifically comprises the following steps:

[0014] obtaining the initial driven shaft speed and the initial engine speed of the whole vehicle at the current time point;

[0015] determining an initial speed difference value and an initial difference change rate according to the initial driven shaft speed and the initial engine speed;

[0016] when the initial speed difference value is greater than a first threshold value and the initial difference change rate is greater than a second threshold value, obtaining the initial shift fork pushing oil pressure of the whole vehicle at the current time point.

[0017] Optionally, the step of determining the target shift fork pushing oil pressure according to the initial shift fork pushing oil pressure and the transmission torque specifically comprises the following steps:

[0018] determining a compensation shift fork pushing oil pressure according to the transmission torque;

[0019] determining the target shift fork pushing oil pressure according to the initial shift fork pushing oil pressure and the compensation shift fork pushing oil pressure.

[0020] Optionally, before the step of obtaining the target shift fork pushing oil pressure of the whole vehicle at the current time point, the method further comprises the following steps:

[0021] obtaining the whole vehicle state information;

[0022] when the whole vehicle state information meets a preset adaptive condition, activating the clutch half-coupling point adaptive logic and obtaining the vehicle speed acceleration and the accelerator pedal opening degree acceleration at the current time point of the whole vehicle;

[0023] when the vehicle speed acceleration and the accelerator pedal opening degree acceleration meet a preset acceleration condition, obtaining the target shift fork pushing oil pressure of the whole vehicle at the current time point.

[0024] Optionally, the step of correcting the clutch half-coupling point when the speed difference value and the difference change rate meet a preset correction condition specifically comprises the following steps:

[0025] when the speed difference value and the difference change rate meet a preset correction condition, obtaining a current count value;

[0026] obtaining the activation times of the clutch half-coupling point adaptive logic;

[0027] when the activation times reach a preset number of times, determining a compensation value of the clutch half-coupling point at the current time point according to the current count value;

[0028] correcting the clutch half-coupling point according to the compensation value.

[0029] Optionally, the step of correcting the clutch half-engagement point according to the compensation value specifically comprises:

[0030] Obtaining an original shift fork pushing oil pressure of the clutch half-engagement point;

[0031] Determining a correction value corresponding to the clutch half-engagement point according to the original shift fork pushing oil pressure and the compensation value;

[0032] Correcting the clutch half-engagement point according to the correction value.

[0033] In addition, to achieve the above object, the present application further provides a clutch half-engagement point correction device, which comprises:

[0034] An obtaining module is configured to obtain a target shift fork pushing oil pressure of a whole vehicle at a current time;

[0035] The obtaining module is further configured to obtain a speed difference value and a speed difference change rate between a driven shaft and an engine when a shift fork pushing oil pressure of the whole vehicle reaches the target shift fork pushing oil pressure.

[0036] A correction module is configured to correct a clutch half-engagement point when the speed difference value and the speed difference change rate meet a preset correction condition.

[0037] In addition, to achieve the above object, the present application further provides a clutch half-engagement point correction device, which comprises a memory, a processor and a clutch half-engagement point correction program stored in the memory and executable on the processor, and the clutch half-engagement point correction program is configured to implement the steps of the clutch half-engagement point correction method as described above.

[0038] In addition, to achieve the above object, the present application further provides a storage medium, and the storage medium stores a clutch half-engagement point correction program, and the clutch half-engagement point correction program is executed by a processor to implement the steps of the clutch half-engagement point correction method as described above.

[0039] The application obtains the target shift fork pushing oil pressure of the whole vehicle at the current time, obtains the speed difference value and the speed difference change rate between the driven shaft and the engine when the corresponding shift fork pushing oil pressure of the whole vehicle reaches the target shift fork pushing oil pressure, and corrects the clutch half combination point when the speed difference value and the speed difference change rate meet the preset correction condition. The application can eliminate the influence of the drag torque by obtaining the speed difference value and the speed difference change rate between the driven shaft and the engine when the corresponding shift fork pushing oil pressure of the whole vehicle reaches the target shift fork pushing oil pressure, corrects the clutch half combination point when the speed difference value and the speed difference change rate meet the preset correction condition, can determine when to correct the clutch half combination point, accurately correct the clutch half combination point, continuously correct the clutch half combination point in the whole life cycle of the clutch, and ensure the control characteristic robustness of the whole transmission system. BRIEF DESCRIPTION OF DRAWINGS

[0040] Figure 1 is a structural schematic diagram of the correction device of the clutch half combination point of the hardware running environment related to the embodiment scheme of the application.

[0041] Figure 2 is a flowchart of the first embodiment of the correction method of the clutch half combination point of the application.

[0042] Figure 3 is a flowchart of the second embodiment of the correction method of the clutch half combination point of the application.

[0043] Figure 4 is a curve diagram of the motor torque, the shift fork pushing oil pressure, the actual speed and the target speed of the correction method of the clutch half combination point of the application.

[0044] Figure 5 is a flowchart of the third embodiment of the correction method of the clutch half combination point of the application.

[0045] Figure 6 is a structural block diagram of the first embodiment of the correction device of the clutch half combination point of the application.

[0046] The implementation, functional features and advantages of the application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0047] It should be understood that the specific embodiments described herein are only used to explain the application, and are not used to limit the application.

[0048] Reference Figure 1 , Figure 1 is a structural schematic diagram of the correction device of the clutch half combination point of the hardware running environment related to the embodiment scheme of the application.

[0049] AsFigure 1 As shown in the figure, the clutch half-engagement point correction device can include a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize the connection and communication between the components. The user interface 1003 can include a display, an input unit such as a keyboard, and can also include a standard wired interface, a wireless interface. The network interface 1004 can optionally include a standard wired interface, a wireless interface (such as a wireless fidelity (Wi-Fi) interface). The memory 1005 can be a high-speed random access memory (RAM), and can also be a stable non-volatile memory (NVM), such as a disk memory. The memory 1005 can also be a storage device independent of the aforementioned processor 1001.

[0050] Those skilled in the art can understand that, Figure 1 The structure shown in the figure does not constitute a limitation on the clutch half-engagement point correction device, and can include more or fewer components than the figure, or combine certain components, or different component arrangements.

[0051] As Figure 1 As shown, the memory 1005 as a storage medium can include an operating system, a network communication module, a user interface module, and a clutch half-engagement point correction program.

[0052] In Figure 1 As shown in the clutch half-engagement point correction device, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the clutch half-engagement point correction device of the present application can be provided in the clutch half-engagement point correction device, and the clutch half-engagement point correction device calls the clutch half-engagement point correction program stored in the memory 1005 through the processor 1001, and executes the clutch half-engagement point correction method provided by the embodiment of the present application.

[0053] Based on the above clutch half-engagement point correction device, the embodiment of the present application provides a clutch half-engagement point correction method, which is described with reference to Figure 2 , Figure 2 The flowchart of the clutch half-engagement point correction method of the first embodiment of the present application.

[0054] In the embodiment, the correction method of the clutch half-engagement point comprises the following steps:

[0055] Step S10: obtaining a target fork pushing oil pressure of the whole vehicle at the current time;

[0056] It should be noted that the execution subject of the embodiment can be a computing service device with data processing and network communication, such as a microprocessor, a central processing unit, or an electronic device or a clutch half-engagement point correction device capable of implementing the above functions. The clutch half-engagement point correction device is used as an example to describe the embodiment and the following embodiments.

[0057] It can be understood that the target fork pushing oil pressure refers to the target value of the pressure pushing the fork valve body, that is, the pressure pushing the fork valve body needs to be increased to the target fork pushing oil pressure.

[0058] Step S20: obtaining a speed difference value and a difference change rate between the driven shaft and the engine when the fork pushing oil pressure corresponding to the whole vehicle reaches the target fork pushing oil pressure;

[0059] It should be understood that the speed difference value and the difference change rate between the driven shaft and the engine of the whole vehicle are obtained when the fork pushing oil pressure corresponding to the whole vehicle reaches the target fork pushing oil pressure, that is, when the pressure pushing the fork valve body slowly increases to the target fork pushing oil pressure. The speed difference value refers to the difference between the speed of the driven shaft and the speed of the engine, and the difference change rate refers to the change of the speed difference value.

[0060] Step S30: correcting the clutch half-engagement point when the speed difference value and the difference change rate meet a preset correction condition.

[0061] It can be understood that the preset correction condition refers to a condition that needs to be corrected for the clutch half-engagement point, which can be that the speed difference value is less than a preset difference value and the difference change rate is less than a preset change rate, or the speed difference value is greater than a preset difference value and the difference change rate is greater than a preset change rate. At this time, it is determined that the clutch half-engagement point is abnormal and needs to be corrected. The preset difference value is a preset difference value, and the preset change rate is a preset change rate. The specific values are not limited in the embodiment.

[0062] In a specific implementation, when the speed difference value is less than the preset difference value and the difference change rate is less than the preset change rate, it is determined that the clutch half-engagement point is low at this time; when the speed difference value is greater than the preset difference value and the difference change rate is greater than the preset change rate, it is determined that the clutch half-engagement point is high at this time. In addition to the above two cases, it is determined that the clutch half-engagement point is normal and does not need to be corrected.

[0063] The embodiment obtains the target yoke pushing oil pressure of the whole vehicle at the current moment, obtains the speed difference value and the speed difference change rate between the driven shaft and the engine when the yoke pushing oil pressure corresponding to the whole vehicle reaches the target yoke pushing oil pressure, and corrects the clutch half combination point when the speed difference value and the speed difference change rate meet the preset correction condition. The embodiment can eliminate the influence of the drag torque by obtaining the speed difference value and the speed difference change rate between the driven shaft and the engine when the yoke pushing oil pressure corresponding to the whole vehicle reaches the target yoke pushing oil pressure, correct the clutch half combination point when the speed difference value and the speed difference change rate meet the preset correction condition, determine when to correct the clutch half combination point, accurately correct the clutch half combination point, continuously correct the clutch half combination point in the whole life cycle of the clutch, and ensure the control characteristic robustness of the whole transmission system.

[0064] Reference Figure 3 , Figure 3 The flowchart of the second embodiment of the clutch half combination point correction method is shown.

[0065] Based on the first embodiment, in the embodiment, the step S10 comprises:

[0066] Step S101: obtaining the initial yoke pushing oil pressure of the whole vehicle at the current moment;

[0067] It should be understood that the initial yoke pushing oil pressure refers to the yoke pushing oil pressure obtained at the current moment, the yoke pushing oil pressure is slowly increased, and in the process of increasing, the lubrication system flow needs to be opened to the maximum to ensure sufficient lubrication flow in the clutch half combination point adaptive process, and the yoke flow valve needs to be opened to the maximum to ensure sufficient flow when synchronously pushing the yoke.

[0068] Further, in order to accurately determine the initial yoke pushing oil pressure, in the embodiment, the step S101 comprises: obtaining the initial driven shaft speed and the initial engine speed of the whole vehicle at the current moment; determining the initial speed difference value and the initial speed difference change rate according to the initial driven shaft speed and the initial engine speed; and obtaining the initial yoke pushing oil pressure at the current moment when the initial speed difference value is greater than a first threshold value and the initial speed difference change rate is greater than a second threshold value.

[0069] It should be noted that the initial driven shaft speed refers to the driven shaft speed at the current moment, the initial engine speed refers to the engine speed at the current moment, the initial speed difference value refers to the difference between the initial driven shaft speed and the initial engine speed, and the initial speed difference change rate refers to the change rate of the initial speed difference value.

[0070] Understandably, the first threshold is a pre-set upper limit for the speed difference, and the second threshold is a pre-set upper limit for the rate of change of the difference. When the initial speed difference is greater than the first threshold and the initial rate of change of the difference is greater than the second threshold, the shift fork push oil pressure at the current moment is obtained. Then, the shift fork push oil pressure is slowly increased, and the shift fork push oil pressure when the speed difference is greater than the first threshold and the rate of change of the difference is greater than the second threshold is obtained again. The above process is repeated n times (n≥1), where n can be set according to the actual situation, and this embodiment does not impose a specific limitation on it. The final initial shift fork push oil pressure is the average value of all shift fork push oil pressures.

[0071] Step S102: Obtain the transmitted torque at the clutch half-engagement point at the current moment;

[0072] Step S103: Determine the target shift fork pushing oil pressure based on the initial shift fork pushing oil pressure and the transmitted torque.

[0073] Furthermore, in order to accurately determine the target shift fork push oil pressure, in this embodiment, step S103 includes: determining the compensation shift fork push oil pressure based on the transmitted torque; and determining the target shift fork push oil pressure based on the initial shift fork push oil pressure and the compensation shift fork push oil pressure.

[0074] It should be noted that in this embodiment, the driven shaft clutch is brought to the half-engagement point, and after a period of time, the pressure of the push fork valve body is slowly increased to the target push fork hydraulic pressure.

[0075] Understandably, the hydraulic pressure for pushing the compensation fork can be determined based on the transmitted torque. Specifically, the hydraulic pressure for pushing the compensation fork can be determined by multiplying the compensation torque by a conversion factor. This conversion factor represents the conversion relationship between the torque and the hydraulic pressure for pushing the fork, and it can be obtained based on the current pre-engaged gear position of the driven shaft.

[0076] It should be understood that the target shift fork push pressure can be obtained by adding the initial shift fork push pressure to the compensation shift fork push pressure.

[0077] In practical implementation, besides the aforementioned method of obtaining the target shift fork actuation hydraulic pressure, a bench test can also be used, specifically as follows: Based on the hydraulic system, a reference table is created on a motor bench, showing the torque-shift fork actuation hydraulic pressure curve at the clutch half-engagement point B. Here, B is a calibrated value, physically representing the theoretical transmitted torque value at the clutch half-engagement point. Figure 4 , Figure 4 This is a graph showing the motor torque, shift fork hydraulic pressure, actual speed, and target speed of an embodiment of the clutch half-engagement point correction method of the present invention. Figure 4As shown, the clutch torque is slowly increased to B, the motor torque is a+BNm at this time, the oil pressure of the yoke pushing valve is slowly increased until |actual speed-target speed|>N, N is a preset threshold, the yoke pushing oil pressure at this time is recorded as P corresponding to the gear, and finally P, i.e., the target pushing oil pressure, can be obtained through a large number of samples and certain processing, where a is the zero error of the input motor, and the lubricating flow and the yoke flow need to be opened to the maximum during the whole process.

[0078] The embodiment obtains the initial yoke pushing oil pressure of the whole vehicle at the current time, then obtains the transmission torque of the clutch half-joining point at the current time, and then determines the target yoke pushing oil pressure according to the initial yoke pushing oil pressure and the transmission torque. The embodiment can accurately determine the target yoke pushing oil pressure, thereby eliminating the influence of the dragging torque.

[0079] Reference Figure 5 , Figure 5 FIG. 3 is a flowchart of a third embodiment of the method for correcting the clutch half-joining point.

[0080] Based on the above embodiments, in the embodiment, the step S30 comprises:

[0081] Step S301: When the speed difference value and the difference change rate meet the preset correction condition, a current count value is obtained.

[0082] It can be understood that the clutch half-joining point will be corrected all the time, and therefore a plurality of speed difference values and difference change rates will be obtained. When the speed difference value is less than the preset difference value and the difference change rate is less than the preset change rate, the count value is increased by 1. When the speed difference value is greater than the preset difference value and the difference change rate is greater than the preset change rate, the count value is decreased by 1. In addition to the above two cases, the count value is unchanged. After a series of count value calculations, the current count value is obtained.

[0083] Further, in order to determine whether to enter the clutch half-joining point adaptive logic, in the embodiment, before the step S10, the method further comprises: obtaining whole vehicle state information; when the whole vehicle state information meets a preset adaptive condition, activating the clutch half-joining point adaptive logic and obtaining the vehicle speed acceleration and the accelerator pedal opening degree acceleration of the whole vehicle at the current time; and when the vehicle speed acceleration and the accelerator pedal opening degree acceleration meet a preset acceleration condition, obtaining the target yoke pushing oil pressure of the whole vehicle at the current time.

[0084] It should be noted that the whole vehicle state information refers to parameter information of the whole vehicle in the working process, for example, clutch surface temperature, transmission oil temperature, etc., and can also include other information, which is not limited in the embodiment.

[0085] It should be understood that the preset adaptive condition in the embodiment is a preset linear growth point adaptive condition, which can be set according to actual conditions. In the embodiment, the preset adaptive condition can be set as follows: (1) the change rate and change difference of the accelerator pedal are less than a certain value; (2) the change rate and change difference of the vehicle speed are less than a certain value; (3) it is necessary to avoid the shift point near the TP point to activate the TP point adaptive, and the TP point is a half engagement point; (4) the clutch surface temperature and the transmission oil temperature are within a preset temperature, and the preset temperature can include a preset clutch surface temperature and a preset transmission oil temperature, and the specific temperature value is not limited in the embodiment; (5) no fault is reported for the vehicle and the transmission; and (6) the driven shaft fork is not pre-engaged.

[0086] In a specific implementation, after the clutch half engagement point adaptive logic is activated, that is, after the linear growth point is corrected, the vehicle speed acceleration and the accelerator pedal opening acceleration of the vehicle at the current time are obtained. When the vehicle speed acceleration and the accelerator pedal opening acceleration meet the preset acceleration condition, that is, the vehicle speed acceleration is within a preset vehicle speed acceleration range and the accelerator pedal opening acceleration is within a preset accelerator pedal opening acceleration range, the target fork pushing oil pressure of the vehicle at the current time is obtained. The preset vehicle speed acceleration range and the preset accelerator pedal opening acceleration range can be set according to actual conditions.

[0087] Step S302: obtaining the number of activations of the clutch half engagement point adaptive logic;

[0088] It should be understood that the number of activations refers to the number of times that the clutch half engagement point adaptive logic is activated, that is, the number of times that the vehicle state information meets the preset adaptive condition.

[0089] Step S303: when the number of activations reaches a preset number, determining a compensation value of the clutch half engagement point at the current time according to the current count value;

[0090] It should be noted that the preset number is a preset number, and the specific value can be set according to actual conditions, and the embodiment does not make specific limitations.

[0091] It should be understood that when the number of activations reaches the preset number, the compensation value of the clutch half engagement point at the current time can be determined according to the current count value by the following formula: offset = last period offset + A * (count1 / N), wherein offset represents the compensation value, last period offset refers to the compensation value obtained when the clutch half engagement point adaptive logic is activated last time, A represents a compensation step, count1 represents the current count value, and N represents the preset number. The compensation step can be obtained based on the oil temperature and the integral value, that is, the compensation step is looked up from a preset mapping relationship according to the oil temperature and the oil pressure difference integral value.

[0092] In a specific implementation, the compensation value when the linear growth point adaptive logic is activated for the first time can be set to 0, and thus the compensation value when the linear growth point adaptive logic is activated for the second time is A1*(count1 / N1), the compensation value when the linear growth point adaptive logic is activated for the third time is A1*(count1 / N1)+A2*(count1 / N2), and so on.

[0093] Step S304: correcting the clutch half-engagement point according to the compensation value.

[0094] Further, in order to accurately correct the clutch half-engagement point, in the embodiment, the step S304 comprises: obtaining an original yoke pushing oil pressure of the clutch half-engagement point; determining a correction value corresponding to the clutch half-engagement point according to the original yoke pushing oil pressure and the compensation value; and correcting the clutch half-engagement point according to the correction value.

[0095] It should be noted that the original yoke pushing oil pressure refers to an oil pressure value of the clutch half-engagement point when the clutch half-engagement point adaptive logic is activated for the first time.

[0096] It can be understood that the embodiment can determine the correction value corresponding to the clutch half-engagement point according to the original yoke pushing oil pressure and the compensation value by the following formula: P=P_original+offset, wherein P represents the correction value, P_original represents the original yoke pushing oil pressure, and offset represents the compensation value.

[0097] In a specific implementation, after the correction value corresponding to the clutch half-engagement point is obtained, the correction value can replace the original yoke pushing oil pressure of the clutch half-engagement point.

[0098] The embodiment can obtain the current count value when the speed difference value and the difference change rate meet the preset correction condition, then obtain the activation number of the clutch half-engagement point adaptive logic, determine the compensation value of the clutch half-engagement point at the current time according to the current count value when the activation number reaches the preset number, and correct the clutch half-engagement point according to the compensation value. The embodiment can appropriately reduce the correction number of the clutch half-engagement point and accurately correct the clutch half-engagement point by determining the compensation value of the clutch half-engagement point at the current time according to the current count value when the activation number reaches the preset number, and can continuously correct the clutch half-engagement point in the entire clutch life cycle to ensure the control characteristic robustness of the entire transmission system.

[0099] Reference Figure 6 , Figure 6 is a structure block diagram of the first embodiment of the clutch half-engagement point correction device of the application.

[0100] AsFigure 6 As shown, the clutch half-engagement point correction device proposed in this embodiment of the invention includes:

[0101] Module 10 is used to acquire the target shift fork push hydraulic pressure of the whole vehicle at the current moment;

[0102] The acquisition module 10 is also used to acquire the speed difference and the rate of change of the difference between the driven shaft and the engine when the corresponding shift fork push oil pressure of the whole vehicle reaches the target shift fork push oil pressure;

[0103] The correction module 20 is used to correct the clutch half-engagement point when the speed difference and the rate of change of the difference meet the preset correction conditions.

[0104] This embodiment acquires the target shift fork push hydraulic pressure of the vehicle at the current moment. When the corresponding shift fork push hydraulic pressure of the vehicle reaches the target shift fork push hydraulic pressure, it acquires the speed difference and rate of change of the difference between the driven shaft and the engine. When the speed difference and rate of change of the difference meet preset correction conditions, the clutch half-engagement point is corrected. By acquiring the speed difference and rate of change of the difference between the driven shaft and the engine when the corresponding shift fork push hydraulic pressure of the vehicle reaches the target shift fork push hydraulic pressure, this embodiment can eliminate the influence of drag torque. When the speed difference and rate of change of the difference meet preset correction conditions, the clutch half-engagement point is corrected. This allows for the determination of when to correct the clutch half-engagement point and precise correction of the clutch half-engagement point. It enables continuous correction of the clutch half-engagement point throughout the entire clutch lifecycle, ensuring the robustness of the control characteristics of the entire transmission system.

[0105] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of this invention. In practical applications, those skilled in the art can select some or all of the workflow to achieve the purpose of this embodiment according to actual needs, and no restrictions are imposed here.

[0106] In addition, for technical details not described in detail in this embodiment, please refer to the clutch half-engagement point correction method provided in any embodiment of the present invention, which will not be repeated here.

[0107] Based on the first embodiment of the clutch half-engagement point correction device of the present invention, a second embodiment of the clutch half-engagement point correction device of the present invention is proposed.

[0108] In this embodiment, the acquisition module 10 is further configured to acquire the initial shift fork push oil pressure of the vehicle at the current moment; acquire the transmission torque of the clutch half-engagement point at the current moment; and determine the target shift fork push oil pressure based on the initial shift fork push oil pressure and the transmission torque.

[0109] Further, the acquisition module 10 is further configured to acquire an initial driven shaft speed and an initial engine speed of the whole vehicle at a current time; determine an initial speed difference and an initial difference change rate according to the initial driven shaft speed and the initial engine speed; acquire an initial shift fork pushing oil pressure at the current time when the initial speed difference is greater than a first threshold value and the initial difference change rate is greater than a second threshold value.

[0110] Further, the acquisition module 10 is further configured to determine a compensation shift fork pushing oil pressure according to the transmission torque; and determine a target shift fork pushing oil pressure according to the initial shift fork pushing oil pressure and the compensation shift fork pushing oil pressure.

[0111] Further, the correction module 20 is further configured to acquire whole vehicle state information; activate the clutch half-coupling point adaptive logic and acquire a vehicle speed acceleration and an accelerator pedal opening degree acceleration of the whole vehicle at a current time when the whole vehicle state information meets a preset adaptive condition; and acquire a target shift fork pushing oil pressure of the whole vehicle at the current time when the vehicle speed acceleration and the accelerator pedal opening degree acceleration meet a preset acceleration condition.

[0112] Further, the correction module 20 is further configured to acquire a current count value when the speed difference and the difference change rate meet a preset correction condition; acquire an activation number of the clutch half-coupling point adaptive logic; and correct the clutch half-coupling point according to a compensation value of the clutch half-coupling point at the current time determined according to the current count value when the activation number reaches a preset number.

[0113] Further, the correction module 20 is further configured to acquire an original shift fork pushing oil pressure of the clutch half-coupling point; determine a correction value corresponding to the clutch half-coupling point according to the original shift fork pushing oil pressure and the compensation value; and correct the clutch half-coupling point according to the correction value.

[0114] Other embodiments or specific implementations of the clutch half-coupling point correction device can refer to the above-mentioned method embodiments, which will not be described here.

[0115] In addition, the embodiments of the present application also propose a storage medium, and the storage medium stores a clutch half-coupling point correction program. When the clutch half-coupling point correction program is executed by a processor, the steps of the clutch half-coupling point correction method described above are implemented.

[0116] It should be noted that, in this document, the terms "comprises", "comprising", or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element preceded by "comprises... a" does not, without more constraints, foreclose the existence of additional identical elements in the process, method, article, or apparatus that comprises the recited element.

[0117] The above-mentioned embodiment numbers of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0118] From the above description of the embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be realized by means of software and the necessary general hardware platform, of course, they can also be realized by hardware, but in many cases the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as a read-only memory / random access memory, a magnetic disk, or an optical disk) and includes a number of instructions for making a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) execute the methods described in the various embodiments of the present application.

[0119] The above is only the preferred embodiment of the present application, and does not limit the patent scope of the present application, and any equivalent structure or equivalent process transformation, or direct or indirect application in other related technical fields, is also included in the patent protection scope of the present application.

Claims

1. A method of modifying a clutch half-engagement point, characterized by, The method for correcting the clutch half-engagement point comprises the following steps: acquiring a target yoke pushing oil pressure of the whole vehicle at a current time; when the yoke pushing oil pressure of the whole vehicle reaches the target yoke pushing oil pressure, acquiring a speed difference value and a speed difference change rate between the driven shaft and the engine; when the speed difference value and the speed difference change rate meet a preset correction condition, correcting the clutch half-engagement point; the step of acquiring the target yoke pushing oil pressure of the whole vehicle at the current time specifically comprises: acquiring an initial yoke pushing oil pressure of the whole vehicle at the current time; acquiring a transmission torque of the clutch half-engagement point at the current time; determining the target yoke pushing oil pressure according to the initial yoke pushing oil pressure and the transmission torque; the step of correcting the clutch half-engagement point when the speed difference value and the speed difference change rate meet the preset correction condition specifically comprises: when the speed difference value and the speed difference change rate meet the preset correction condition, acquiring a current count value; acquiring an activation number of clutch half-engagement point adaptive logic; when the activation number reaches a preset number, determining a compensation value of the clutch half-engagement point at the current time according to the current count value; correcting the clutch half-engagement point according to the compensation value.

2. The method of modifying the clutch half-engagement point of claim 1, wherein, the step of acquiring the initial yoke pushing oil pressure of the whole vehicle at the current time specifically comprises: acquiring an initial driven shaft speed and an initial engine speed of the whole vehicle at the current time; determining an initial speed difference value and an initial speed difference change rate according to the initial driven shaft speed and the initial engine speed; when the initial speed difference value is greater than a first threshold value and the initial speed difference change rate is greater than a second threshold value, acquiring the initial yoke pushing oil pressure of the whole vehicle at the current time.

3. The method of modifying the clutch half-engagement point of claim 1, wherein, the step of determining the target yoke pushing oil pressure according to the initial yoke pushing oil pressure and the transmission torque specifically comprises: determining a compensation yoke pushing oil pressure according to the transmission torque; determining the target yoke pushing oil pressure according to the initial yoke pushing oil pressure and the compensation yoke pushing oil pressure.

4. The method of modifying the half-engagement point of a clutch according to any one of claims 1 to 3, characterized in that, before the step of acquiring the target yoke pushing oil pressure of the whole vehicle at the current time, the method further comprises: acquiring whole vehicle state information; when the whole vehicle state information meets a preset adaptive condition, activating clutch half-engagement point adaptive logic and acquiring a vehicle speed acceleration and an acceleration pedal opening degree acceleration of the whole vehicle at the current time; when the vehicle speed acceleration and the acceleration pedal opening degree acceleration meet a preset acceleration condition, acquiring the target yoke pushing oil pressure of the whole vehicle at the current time.

5. The method of modifying the clutch half-engagement point of claim 1, wherein, the step of correcting the clutch half-engagement point according to the compensation value specifically comprises: acquiring an original yoke pushing oil pressure of the clutch half-engagement point; determining a correction value corresponding to the clutch half-engagement point according to the original yoke pushing oil pressure and the compensation value; correcting the clutch half-engagement point according to the correction value.

6. A device for modifying the half-clutch point of a clutch, characterized in that the correction device for the clutch half-engagement point comprises: an acquisition module, configured to acquire a target yoke pushing oil pressure of the whole vehicle at a current time; The acquisition module is further configured to acquire a speed difference between the driven shaft and the engine and a change rate of the speed difference when the target yoke pushing oil pressure is reached by the yoke pushing oil pressure of the whole vehicle; The correction module is configured to correct the clutch half-engagement point when the speed difference and the change rate of the speed difference meet preset correction conditions; The acquisition module is further configured to acquire an initial yoke pushing oil pressure of the whole vehicle at the current time, acquire a transmission torque of the clutch half-engagement point at the current time, and determine the target yoke pushing oil pressure according to the initial yoke pushing oil pressure and the transmission torque; The correction module is further configured to acquire a current count value when the speed difference and the change rate of the speed difference meet preset correction conditions, acquire an activation number of clutch half-engagement point adaptive logic, and determine a compensation value of the clutch half-engagement point at the current time according to the current count value when the activation number reaches a preset number, and correct the clutch half-engagement point according to the compensation value.

7. A device for modifying the half-clutch point of a clutch, characterized in that The device comprises a memory, a processor, and a clutch half-engagement point correction program stored on the memory and executable on the processor, and the clutch half-engagement point correction program is configured to implement the steps of the clutch half-engagement point correction method according to any one of claims 1 to 5.

8. A storage medium, characterized by The storage medium stores a clutch half-engagement point correction program, and the clutch half-engagement point correction program is executable on the processor to implement the steps of the clutch half-engagement point correction method according to any one of claims 1 to 5.

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