A hybrid vehicle clutch self-learning method, device, equipment and storage medium

Abstract

The application discloses a hybrid vehicle clutch self-learning method, device, equipment and storage medium. The hybrid vehicle clutch self-learning method comprises the following steps: judging whether the energy mode switching times reach a set value, and when the set value is reached, starting the clutch self-learning mode; in the clutch self-learning mode, if the engine driving working condition is reached, starting the calibration of the clutch minimum combination point; in the clutch self-learning mode, if the engine starting working condition is reached, starting the calibration of the clutch sliding friction point; and after the calibration of the clutch sliding friction point is completed, determining the clutch maximum separation point according to the calibrated clutch sliding friction point.

Description

Technical Field

[0001] The embodiments of the present invention relate to clutch control technology, and more particularly to a method, apparatus, device and storage medium for self-learning of clutch in hybrid vehicles. Background Technology

[0002] The main functions of the clutch are to ensure smooth vehicle start-up, smooth gear shifting, reduce vibration and noise in the transmission system, and prevent overload damage to transmission system components during emergency braking. The normal realization of these functions depends on the control accuracy of the clutch position.

[0003] During driving, wear and tear can cause changes in the clutch's minimum engagement point, slip point, and maximum disengagement point, resulting in poor driving experience and performance degradation, such as jerking when starting, shifting shocks, and overload damage to transmission system components during emergency braking.

[0004] When the number of driving cycles exceeds a certain number or the driving range exceeds a certain distance, the vehicle controller controls the vehicle to perform dynamic self-learning of clutch parking; or the driver triggers static self-learning of clutch parking via a lever button. During the self-learning process, the minimum engagement point, slip point, and maximum disengagement point are learned respectively. Existing self-learning methods have the following drawbacks:

[0005] Both clutch parking dynamic self-learning and clutch parking static self-learning require the vehicle to be stationary and the handbrake to be engaged. During the process, the driver must not control the vehicle, otherwise the clutch self-learning process will be interrupted and the clutch self-learning will fail.

[0006] The clutch requires a long time to self-learn the three points of minimum engagement, slippage, and maximum disengagement. It is necessary to shorten the clutch self-learning time while ensuring the reliability of the clutch self-learning.

[0007] Using the number of driving cycles or the remaining driving range as the external trigger condition for clutch self-learning cannot achieve the precise control required for clutch self-learning (for example, a parallel hybrid vehicle that always maintains pure electric driving does not need to perform clutch self-learning when the number of driving cycles or the remaining driving range meet the conditions). Therefore, it is necessary to set a more reasonable external trigger condition for clutch self-learning.

[0008] When the clutch wears out, it cannot adaptively learn during driving to correct the positions of the minimum engagement point, slip point, and maximum disengagement point of the clutch. This results in inaccurate clutch position accuracy, leading to poor driving experience and performance degradation, such as shift shocks and overload damage to transmission components during emergency braking. Summary of the Invention

[0009] The present invention provides a method, apparatus, device and storage medium for self-learning of the clutch of a hybrid vehicle, in order to solve at least one of the problems existing in the prior art.

[0010] In a first aspect, embodiments of the present invention provide a self-learning method for the clutch of a hybrid vehicle, comprising:

[0011] Determine whether the number of energy mode switching times has reached a set value. When the set value is reached, control the start of the clutch self-learning mode.

[0012] In the clutch self-learning mode, if the engine is in driving condition, the minimum engagement point of the calibrated clutch will be activated.

[0013] In the clutch self-learning mode, if the engine is starting, the calibrated clutch slip point will be activated.

[0014] After calibrating the clutch slip point, determine the maximum disengagement point of the clutch based on the calibrated clutch slip point.

[0015] Optionally, the minimum engagement point of the start-up calibration clutch includes:

[0016] The target position of the clutch is controlled as the difference between the current minimum engagement point position of the clutch and the first offset distance;

[0017] Control the clutch to engage at a first speed, and record the position of the clutch when it reaches a steady state, which is recorded as the first minimum engagement point position;

[0018] Control the clutch to re-engage at the first speed, and record the position of the clutch when the clutch reaches a steady state, which is recorded as the second minimum engagement point position;

[0019] The clutch minimum engagement point is updated based on the first minimum engagement point position and the second minimum engagement point position.

[0020] Optionally, the starting calibration clutch slip point includes:

[0021] Control the clutch to engage at the second speed, and determine the slip point position based on the motor bus current or battery output current.

[0022] The clutch slip point is updated based on the slip point position and the current clutch slip point.

[0023] Optionally, determining the maximum clutch disengagement point based on the clutch slip point includes:

[0024] The position of the clutch slip point is offset by a second offset distance, and the result is taken as the maximum disengagement point of the clutch.

[0025] Optional, also includes:

[0026] If calibrating the minimum engagement point or the slip point of the clutch fails, and the number of consecutive failures exceeds a preset value, then the clutch self-learning mode is disabled.

[0027] Optionally, when the clutch self-learning mode is disabled, the control uses a clutch parking self-learning method to calibrate the clutch minimum engagement point, clutch slip point, and clutch maximum disengagement point when the vehicle is started.

[0028] Optionally, if the clutch parking self-learning method fails to calibrate the clutch minimum engagement point, clutch slip point, and clutch maximum disengagement point, the vehicle will be controlled to be in motor drive mode during driving.

[0029] Secondly, embodiments of the present invention also provide a hybrid vehicle clutch self-learning device, including a hybrid vehicle clutch self-learning unit, the hybrid vehicle clutch self-learning unit being used for:

[0030] Determine whether the number of energy mode switching times has reached a set value. When the set value is reached, control the start of the clutch self-learning mode.

[0031] In the clutch self-learning mode, if the engine is in driving condition, the minimum engagement point of the calibrated clutch will be activated.

[0032] In the clutch self-learning mode, if the engine is starting, the calibrated clutch slip point will be activated.

[0033] After calibrating the clutch slip point, determine the maximum disengagement point of the clutch based on the calibrated clutch slip point.

[0034] Thirdly, embodiments of the present invention also provide an electronic device, including at least one processor and a memory communicatively connected to the at least one processor;

[0035] The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to execute any of the hybrid vehicle clutch self-learning methods described in the embodiments of the present invention.

[0036] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing computer instructions, which are used to cause a processor to execute any of the hybrid vehicle clutch self-learning methods described in the embodiments of the present invention.

[0037] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention proposes a self-learning method for the clutch of a hybrid vehicle. In this method, the actual number of cumulative energy mode switching is used as feedback on the degree of clutch wear, avoiding the shortcomings of the inability to accurately control the timing of clutch self-learning when the driving range or driving cycle number cannot achieve the desired self-learning. The external triggering conditions for clutch self-learning are more effective and reasonable. Clutch adaptive self-learning is carried out during driving and only the minimum engagement point and clutch slip point of the clutch are self-learned. After the clutch slip point self-learning is successful, the maximum disengagement point of the clutch is updated by increasing the offset. The learning time is short and does not affect the normal driving of the vehicle. Attached Figure Description

[0038] Figure 1 This is a flowchart of the hybrid vehicle clutch self-learning method in the embodiment;

[0039] Figure 2 This is a flowchart of another hybrid vehicle clutch self-learning method in the embodiment;

[0040] Figure 3 This is a schematic diagram of the electronic device structure in the embodiment. Detailed Implementation

[0041] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0042] Example 1

[0043] Figure 1 This is a flowchart of the hybrid vehicle clutch self-learning method in the embodiment, for reference. Figure 1 Self-learning methods include:

[0044] S101. Determine whether the number of energy mode switching times has reached the set value. When the set value is reached, control the start of the clutch self-learning mode.

[0045] In this embodiment, the hybrid vehicle clutch self-learning method is applicable to the scenario of clutch self-calibration of hybrid vehicles. The hybrid vehicle can have multiple energy modes, and each energy mode corresponds to a driving mode.

[0046] For example, the energy modes may include three energy modes: pure electric mode, pure engine mode, and hybrid mode. The power sources for each energy mode are an electric motor, an engine, an electric motor, and an engine, respectively.

[0047] Among them, the vehicle controller or driver can decide to adopt different energy modes according to different operating conditions to ensure the normal operation of the vehicle.

[0048] In addition, hybrid vehicles can be set with one or more driving modes. For example, a cruise mode can be configured, in which the vehicle controller keeps the vehicle at a set speed without the driver having to operate the accelerator or brake pedal, which is especially suitable for highway driving conditions.

[0049] In this embodiment, the hybrid vehicle is configured with a parallel hybrid system, which integrates the fuel power system (engine) and the electric drive system (motor) to form a parallel circuit, allowing the vehicle to be driven by the engine and the motor together or separately.

[0050] In this embodiment, the clutch is configured to consist of a driven plate, a pressure plate, a release bearing, etc., and is installed between the engine and the motor of the parallel hybrid vehicle. It controls the transmission and interruption of power output by disengaging and engaging.

[0051] In this embodiment, when the engine starts, the motor pulls the engine in reverse. That is, when the hybrid vehicle needs to start the engine, the vehicle controller controls the clutch to engage and the engine relies on the power provided by the motor to increase its own speed to start.

[0052] In this embodiment, the energy mode switching can be a switch between any two energy modes, and the setting value can be determined through experience or calibration experiments.

[0053] In this embodiment, when the number of energy mode switching reaches a set value, the clutch self-learning mode is activated. When the clutch self-learning mode is activated, the clutch self-calibration process begins.

[0054] In this embodiment, the clutch is configured to achieve normal vehicle operation by switching between three working states: full engagement, partial engagement, and no engagement.

[0055] These three working states correspond to the clutch driven plate and pressure plate being fully pressed together, just touching and engaged, and fully disengaged, respectively, which correspond to the clutch minimum engagement point, clutch slip point, and clutch maximum disengagement point.

[0056] For example, in this embodiment, when the number of energy mode switching times reaches a set value, the number of energy mode switching times is reset to zero, and the number of energy mode switching times is recalculated.

[0057] S102. In clutch self-learning mode, if the engine is in driving condition, the minimum engagement point of the calibrated clutch will be activated.

[0058] In this embodiment, the engine drive condition can correspond to pure engine mode or hybrid mode. When in engine drive condition, the minimum engagement point of the clutch is self-calibrated.

[0059] In this embodiment, the minimum engagement point of the clutch can be determined (updated) in the following manner:

[0060] Control the clutch to fully engage (full engagement), determine the clutch position when the clutch is fully engaged and reaches a steady state (clutch position change rate is small, clutch movement distance is small over a period of time), and take this position as the new clutch minimum engagement point (position).

[0061] S103. In clutch self-learning mode, if the engine is starting, the calibrated clutch slip point will be activated.

[0062] In this embodiment, the engine start-up condition corresponds to the motor pulling the engine back. When the engine is in the start-up condition, the clutch slip point is self-calibrated.

[0063] In this embodiment, the clutch slip point can be determined (updated) in the following way:

[0064] Control the clutch to be partially engaged (partially linked), determine the clutch position at the moment when the (motor) torque change rate is at its maximum during the clutch partial engagement process and at the moment of partial engagement, and use this position as the new clutch slip point (position).

[0065] S104. After completing the calibration of the clutch slip point, determine the maximum disengagement point of the clutch based on the calibrated clutch slip point.

[0066] In this embodiment, the maximum clutch disengagement point can be determined (updated) in the following manner:

[0067] The updated clutch slip point is used as input, and a preset function is used to calculate the new maximum clutch disengagement point;

[0068] The preset function can be determined through simulation experiments or through experience.

[0069] This solution proposes a self-learning method for the clutch in hybrid vehicles. This method uses the cumulative number of actual energy mode switching as feedback on the degree of clutch wear, avoiding the shortcomings of insufficient control over the timing of clutch self-learning based on driving range or driving cycle count. The external triggering conditions for clutch self-learning are more effective and reasonable. Clutch adaptive self-learning is carried out during driving and only the minimum engagement point and clutch slip point are self-learned. After successful self-learning of the clutch slip point, the maximum disengagement point of the clutch is updated by increasing the offset. The learning time is short and does not affect the normal driving of the vehicle.

[0070] exist Figure 1 Based on the scheme shown, in one possible implementation, the minimum engagement point of the calibrated clutch includes:

[0071] The target position for controlling the clutch is the difference between the current minimum engagement point position of the clutch and the first offset distance;

[0072] Control the clutch to engage at the first speed, and record the clutch position when the clutch reaches a steady state, which is recorded as the first minimum engagement point position.

[0073] Control the clutch to re-engage at the first speed, and record the clutch position when the clutch reaches a steady state, which is recorded as the second minimum engagement point position.

[0074] Update the clutch minimum engagement point based on the first minimum engagement point position and the second minimum engagement point position.

[0075] For example, in this scheme, the first offset distance is set to L1, and an array ClthMin[] is set to store the first minimum junction point position and the second minimum junction point position.

[0076] In this scheme, when setting the minimum engagement point of the calibrated clutch, the vehicle is under the following operating conditions:

[0077] The vehicle is in engine-driven mode and in cruise control mode;

[0078] Alternatively, the vehicle is in engine-driven mode, in non-neutral gear, and the rate of change of the vehicle's required power is less than the set power change threshold (this power change threshold is determined empirically through calibration tests).

[0079] In this scheme, the first speed is set through calibration tests or experience, and the first speed can be slightly greater than or equal to the maximum engagement speed of the clutch.

[0080] In this scheme, the first offset distance is determined through testing or experience.

[0081] In this scheme, when calibrating the minimum engagement point of the clutch, if the clutch position is the currently stored minimum engagement point (position), the clutch is controlled to continue to deflect in the engagement direction by a first offset distance of L1.

[0082] After the clutch continues to move into position (i.e., continues to move L1), the control pressure that caused the clutch to deviate L1 is removed, allowing the clutch to return to a stable state on its own (i.e., the clutch position change rate is small and / or the clutch movement distance is small over a period of time).

[0083] In this scheme, when the clutch reaches a stable state for the first time, the position of the clutch is stored in an array and recorded as the first minimum engagement point position ClthMin[1];

[0084] After waiting for a preset time, control the clutch to re-engage at the first speed, so that the clutch continues to deflect in the engagement direction by the first offset distance L1;

[0085] After the clutch reaches a steady state, the position of the clutch is stored in an array and denoted as the second minimum engagement point position ClthMin[2].

[0086] In this scheme, the minimum engagement point of the clutch is updated based on the first minimum engagement point position and the second minimum engagement point position, according to the following rules:

[0087] The following checks were performed on ClthMin[1] and ClthMin[2]. The checks included:

[0088] Are the differences between ClthMin[1] and ClthMin[2] small?

[0089] Are the average values ​​of ClthMin[1] and ClthMin[2] small compared to the preset minimum physical limit position of the clutch?

[0090] Is the average value of ClthMin[1] and ClthMin[2] less than the currently stored clutch slip point position?

[0091] If all three checks pass (the check results are all yes), then the minimum engagement point of the clutch is updated. The updated minimum engagement point of the clutch is ClthMin[1] or ClthMin[2] or the average of the two.

[0092] In this solution, when the vehicle is in hybrid or pure engine mode during driving, or in pure engine or hybrid mode when not in neutral, and the power demand of the whole vehicle does not change much, the clutch adaptive minimum point self-learning is performed. This shortens the self-learning time and the selected stable operating conditions also avoid the problem of frequent clutch self-learning entry and exit caused by driver operation.

[0093] After the clutch adaptive minimum point self-learning is performed twice, the results of the two rounds are verified against the difference and average values ​​of the results, as well as the currently stored slip point and minimum physical limit position of the clutch. This verification process ensures high reliability of the clutch adaptive self-learning results.

[0094] exist Figure 1 Based on the scheme shown, in one possible implementation, the activation of the calibrated clutch slip point includes:

[0095] Control the clutch to engage at the second speed, and determine the slip point position based on the motor bus current or battery output current.

[0096] Update the clutch slip point based on the slip point location and the current clutch slip point.

[0097] In this scheme, the second speed is set through calibration tests or experience, and the second speed can be less than the maximum engagement speed of the clutch.

[0098] In this scheme, the vehicle is under the following operating conditions when the clutch slip position point is calibrated:

[0099] The vehicle is in motion and the motor is pulling the engine to start.

[0100] In this scheme, when the clutch is partially engaged (partially linked), the motor bus current or battery output current is read to determine the clutch position when the rate of change of the above values ​​is the largest, and this position is recorded as the slip point position ClthSlp.

[0101] In this scheme, the clutch slip point is updated according to the following rules based on the slip point location and the current clutch slip point:

[0102] The slip point position ClthSlp is verified against the currently stored clutch slip point. The verification includes:

[0103] Is the difference between the slip point position ClthSlp and the currently stored clutch slip point small?

[0104] Whether the slip point position ClthSlp is between the maximum and minimum values ​​of the clutch's physical limit position;

[0105] If both of the above checks pass simultaneously (both checks result is yes), then update the clutch slip point. The updated clutch slip point is the slip point position ClthSlp.

[0106] In this scheme, when the clutch slip point is self-calibrated, the clutch position when the motor bus current or battery output current changes significantly is read as the clutch slip point correction position. This avoids the clutch slip point position being collected too late due to the slow signal response when using speed or torque, thus improving the control accuracy of the clutch slip point.

[0107] The clutch adaptive slip point self-learning only learns once under the condition of motor-driven reverse hoisting. The result is verified with the currently stored slip point and the physical limit position of the clutch. The verification process makes the clutch adaptive self-learning result highly reliable.

[0108] exist Figure 1 Based on the scheme shown, in one possible implementation, determining the maximum disengagement point of the clutch according to the clutch slip point includes:

[0109] Offset the position of the clutch slip point by a second offset distance L2, and use the result as the maximum clutch disengagement point.

[0110] In this scheme, after updating the clutch slip point, the position of the (updated) clutch slip point is summed with the second offset distance L2, and the result is directly used as the updated clutch maximum disengagement point (position).

[0111] In this scheme, the second offset distance L2 is determined through calibration tests or experience.

[0112] exist Figure 1 Based on the scheme shown, in one feasible implementation, the self-learning method further includes:

[0113] If the calibration of the clutch minimum engagement point or the calibration of the clutch slip point fails, and the number of consecutive failures exceeds the preset value, the clutch self-learning mode is disabled.

[0114] In this scheme, taking the calibration of the minimum engagement point of the clutch as an example, if a new minimum engagement point of the clutch cannot be determined during a single calibration, the minimum engagement point of the clutch will be recalibrated again. If the number of consecutive failures exceeds a preset value, the clutch self-learning mode will be disabled.

[0115] Furthermore, in one possible implementation, when controlling the prohibition of clutch self-learning mode, when the vehicle is started, the clutch parking self-learning method is used to calibrate the minimum engagement point, clutch slip point, and clutch maximum disengagement point.

[0116] In this solution, the clutch parking self-learning method is the same as the existing technology, and its specific implementation process will not be described in detail.

[0117] Furthermore, in one possible implementation, if the clutch parking self-learning method fails to calibrate the clutch minimum engagement point, clutch slip point, and clutch maximum disengagement point, the vehicle is controlled to be in motor drive mode during driving.

[0118] In this scheme, the clutch self-learning mode is prohibited. The clutch is self-calibrated by the clutch parking self-learning method. If the calibration fails, only the motor drive mode (pure electric mode) is allowed when controlling the vehicle to drive.

[0119] Figure 2 This is a flowchart of another hybrid vehicle clutch self-learning method in the embodiments, for reference. Figure 2 In one possible implementation, the self-learning method includes:

[0120] S201. Determine whether the number of energy mode switching times has reached a set value. When the set value is reached, control the start of the clutch self-learning mode.

[0121] S202. In clutch self-learning mode, if the engine is in driving condition, two calibrations are performed to determine the first minimum engagement point position and the second minimum engagement point position.

[0122] S203. Update the clutch minimum engagement point based on the first minimum engagement point position and the second minimum engagement point position.

[0123] In conjunction with steps S202 to S203, in this scheme, when calibrating the minimum engagement point of the clutch, when the clutch position is the currently stored minimum engagement point (position), the clutch is controlled to continue to deflect in the engagement direction by a first offset distance of L1.

[0124] After the clutch continues to move into position (i.e., continues to move L1), the control pressure that caused the clutch to deviate L1 is removed, allowing the clutch to return to a stable state on its own (i.e., the clutch position change rate is small and / or the clutch movement distance is small over a period of time).

[0125] In this scheme, when the clutch reaches a stable state for the first time, the position of the clutch is stored in an array and recorded as the first minimum engagement point position ClthMin[1];

[0126] After waiting for a preset time, control the clutch to re-engage at the first speed, so that the clutch continues to deflect in the engagement direction by the first offset distance L1;

[0127] After the clutch reaches a steady state, the position of the clutch is stored in an array and denoted as the second minimum engagement point position ClthMin[2].

[0128] In this scheme, the minimum engagement point of the clutch is updated based on the first minimum engagement point position and the second minimum engagement point position, according to the following rules:

[0129] The following checks were performed on ClthMin[1] and ClthMin[2]. The checks included:

[0130] Are the differences between ClthMin[1] and ClthMin[2] small?

[0131] Are the average values ​​of ClthMin[1] and ClthMin[2] small compared to the preset minimum physical limit position of the clutch?

[0132] Is the average value of ClthMin[1] and ClthMin[2] less than the currently stored clutch slip point position?

[0133] If all three checks pass (the check results are all yes), then the minimum engagement point of the clutch is updated. The updated minimum engagement point of the clutch is ClthMin[1] or ClthMin[2] or the average of the two.

[0134] S204. In clutch self-learning mode, if the engine is starting, control the clutch to engage at the second speed and determine the slip point position based on the motor bus current or battery output current.

[0135] S205. Update the clutch slip point based on the slip point location and the current clutch slip point.

[0136] In conjunction with steps S204 to S205, in this scheme, when the clutch is partially engaged (partially linked), the motor bus current or battery output current is read to determine the clutch position when the rate of change of the above values ​​is the largest, and this position is recorded as the slip point position ClthSlp.

[0137] In this scheme, the clutch slip point is updated according to the following rules based on the slip point location and the current clutch slip point:

[0138] The slip point position ClthSlp is verified against the currently stored clutch slip point. The verification includes:

[0139] Is the difference between the slip point position ClthSlp and the currently stored clutch slip point small?

[0140] Whether the slip point position ClthSlp is between the maximum and minimum values ​​of the clutch's physical limit position;

[0141] If both of the above checks pass simultaneously (both checks result is yes), then update the clutch slip point. The updated clutch slip point is the slip point position ClthSlp.

[0142] S206. After completing the calibration of the clutch slip point, determine the maximum disengagement point of the clutch based on the calibrated clutch slip point.

[0143] In this scheme, after updating the clutch slip point, the position of the (updated) clutch slip point is summed with the second offset distance L2, and the result is directly used as the updated clutch maximum disengagement point (position).

[0144] S207. If the calibration of the clutch minimum engagement point or the calibration of the clutch slip point fails, and the number of consecutive failures exceeds the preset value, then the clutch self-learning mode is disabled.

[0145] In this scheme, when controlling the prohibition of clutch self-learning mode, the clutch parking self-learning method is used to calibrate the minimum engagement point, clutch slip point and clutch maximum disengagement point when the vehicle is started.

[0146] If the clutch parking self-learning method fails to calibrate the clutch minimum engagement point, clutch slip point, and clutch maximum disengagement point, then the vehicle will be controlled in electric motor drive mode.

[0147] The proposed solution uses the cumulative number of actual energy mode switching times as feedback on the degree of clutch wear, avoiding the shortcomings of the inability to accurately control the timing of clutch self-learning when the driving range or driving cycle number cannot achieve this. The external triggering conditions for clutch self-learning are more effective and reasonable.

[0148] Clutch adaptive self-learning is performed during driving and only the minimum engagement point and slip point of the clutch are self-learned. After the slip point self-learning is successful, the maximum disengagement point of the clutch is updated by increasing the offset. The learning time is short and does not affect the normal driving of the vehicle.

[0149] When using hybrid or pure engine mode while driving, or pure engine or hybrid mode when not in neutral and the overall vehicle power demand does not change significantly, the clutch adaptive minimum point self-learning is performed, which shortens the self-learning time and avoids the problem of frequent clutch self-learning entry and exit caused by driver operation due to the stable operating conditions selected.

[0150] When the clutch adaptive self-learning is triggered, the vehicle controller controls the clutch to engage slowly during the motor-assisted towing and starting process; when the clutch adaptive self-learning is not triggered, the vehicle controller controls the clutch to engage quickly during the motor-assisted towing and starting process, which ensures both rapid starting during normal driving and the accuracy of the clutch adaptive slip point self-learning position.

[0151] During clutch adaptive slip point self-learning, the clutch position when the motor bus current or battery output current changes significantly is read as the clutch slip point correction position. This avoids the clutch slip point position being acquired too late due to slow signal response when using speed or torque, thus improving the control accuracy of clutch slip point.

[0152] After the clutch adaptive minimum point self-learning is performed twice, the results of the two learnings are verified against the difference and average values ​​of the clutch and the currently stored slip point and clutch minimum physical limit position, respectively. The clutch adaptive slip point self-learning is performed only once under the motor reverse traction starter condition, and the results are verified against the currently stored slip point and clutch physical limit position. The verification process makes the clutch adaptive self-learning results highly reliable.

[0153] When the number of times N fails to verify the self-learning of the clutch adaptive minimum point or slip point exceeds the preset number N_C, the clutch adaptive self-learning is prohibited. The vehicle will wait for the next ON position power-on to perform the parking dynamic clutch self-learning. If the self-learning fails, a buzzer will sound an alarm and the vehicle will be forced to drive in pure electric mode, further ensuring driving safety.

[0154] Example 2

[0155] This embodiment proposes a hybrid vehicle clutch self-learning device, including a hybrid vehicle clutch self-learning unit, which is used for:

[0156] Determine if the number of energy mode switching times has reached a set value. When the set value is reached, control the start of the clutch self-learning mode.

[0157] In clutch self-learning mode, if the engine is running, the minimum engagement point of the calibrated clutch will be activated.

[0158] In clutch self-learning mode, if the engine is starting, the calibrated clutch slip point will be activated.

[0159] After completing the clutch slip point test, determine the maximum clutch disengagement point based on the calibrated clutch slip point test.

[0160] Specifically, in this embodiment, the hybrid vehicle clutch self-learning unit can be specifically configured to implement any of the hybrid vehicle clutch self-learning methods described in Embodiment 1. The implementation process and beneficial effects are the same as those described in Embodiment 1, and the specific details will not be repeated.

[0161] Example 3

[0162] Figure 3 A schematic diagram of an electronic device 10 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0163] like Figure 3As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0164] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0165] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the self-learning method for hybrid vehicle clutches.

[0166] In some embodiments, the hybrid vehicle clutch self-learning method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the hybrid vehicle clutch self-learning method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to execute the hybrid vehicle clutch self-learning method by any other suitable means (e.g., by means of firmware).

[0167] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0168] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0169] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0170] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0171] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0172] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0173] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A self-learning method for the clutch of a hybrid vehicle, characterized in that, include: Determine whether the number of energy mode switching times has reached a set value. When the set value is reached, control the start of the clutch self-learning mode. In the clutch self-learning mode, if the engine is in driving condition, the minimum engagement point of the calibrated clutch will be activated. In the clutch self-learning mode, if the engine is starting, the calibrated clutch slip point is activated. After completing the calibration of the clutch slip point, determine the maximum disengagement point of the clutch based on the calibrated clutch slip point; The minimum engagement point of the starting calibration clutch includes: The target position of the clutch is controlled as the difference between the current minimum engagement point position of the clutch and the first offset distance; Control the clutch to engage at a first speed, and record the position of the clutch when it reaches a steady state, which is recorded as the first minimum engagement point position; Control the clutch to re-engage at the first speed, and record the position of the clutch when the clutch reaches a steady state, which is recorded as the second minimum engagement point position; The clutch minimum engagement point is updated based on the first minimum engagement point position and the second minimum engagement point position.

2. The self-learning method for the clutch of a hybrid vehicle as described in claim 1, characterized in that, The clutch slip points during startup calibration include: Control the clutch to engage at the second speed, and determine the slip point position based on the motor bus current or battery output current. The clutch slip point is updated based on the slip point position and the current clutch slip point.

3. The self-learning method for the clutch of a hybrid vehicle as described in claim 1, characterized in that, Determining the maximum disengagement point of the clutch based on the clutch slip point includes: The position of the clutch slip point is offset by a second offset distance, and the result is taken as the maximum disengagement point of the clutch.

4. The self-learning method for the clutch of a hybrid vehicle as described in claim 1, characterized in that, Also includes: If calibrating the minimum engagement point or the slip point of the clutch fails, and the number of consecutive failures exceeds a preset value, then the clutch self-learning mode is disabled.

5. The self-learning method for the clutch of a hybrid vehicle as described in claim 4, characterized in that, When the clutch self-learning mode is disabled, the control uses the clutch parking self-learning method to calibrate the minimum engagement point, clutch slip point, and clutch maximum disengagement point when the vehicle is started.

6. The self-learning method for the clutch of a hybrid vehicle as described in claim 5, characterized in that, If the clutch parking self-learning method fails to calibrate the clutch minimum engagement point, clutch slip point, and clutch maximum disengagement point, then the vehicle will be controlled to be in motor drive mode during driving.

7. A self-learning device for the clutch of a hybrid vehicle, characterized in that, Includes a hybrid vehicle clutch self-learning unit, which is used for: Determine whether the number of energy mode switching times has reached a set value. When the set value is reached, control the start of the clutch self-learning mode. In the clutch self-learning mode, if the engine is in driving condition, the minimum engagement point of the calibrated clutch will be activated. In the clutch self-learning mode, if the engine is starting, the calibrated clutch slip point is activated. After the clutch slip point is completed, the maximum disengagement point of the clutch is determined based on the calibrated clutch slip point. The minimum engagement point of the starting calibration clutch includes: The target position of the clutch is controlled as the difference between the current minimum engagement point position of the clutch and the first offset distance; Control the clutch to engage at a first speed, and record the position of the clutch when it reaches a steady state, which is recorded as the first minimum engagement point position; Control the clutch to re-engage at the first speed, and record the position of the clutch when the clutch reaches a steady state, which is recorded as the second minimum engagement point position; The clutch minimum engagement point is updated based on the first minimum engagement point position and the second minimum engagement point position.

8. An electronic device, characterized in that, It includes at least one processor and a memory communicatively connected to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the hybrid vehicle clutch self-learning method according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the hybrid vehicle clutch self-learning method according to any one of claims 1-6.

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