Method and device for detecting operation of clutch and vehicle

Abstract

The application relates to the technical field of vehicles, in particular to a working detection method and device of a clutch and a vehicle, wherein the method comprises the following steps: collecting a flywheel speed fluctuation of an engine and a gear speed fluctuation of a transmission in a test scene of clutch engagement under an idle speed working condition; obtaining a flywheel angle of the engine by integrating the filtered flywheel speed fluctuation, and obtaining a transmission input shaft angle of the transmission by integrating the filtered gear speed fluctuation; and obtaining a neutral working angle of the clutch by subtracting the transmission input shaft angle from the flywheel angle. Thus, the problems of analyzing the knocking reasons of the transmission in cold and hot states and testing and analyzing the working angle of the clutch in the related art are solved, the method is simple, accurate and low in cost, and the generalization degree is high without detailed parameters of a transmission system.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, and vehicle for detecting the operation of a clutch. Background Technology

[0002] As a crucial component of the transmission system, the clutch primarily functions to transmit power and dampen vibrations. Dry clutches, as standard equipment in manual transmissions, are widely used in commercial vehicles. However, to comply with emission and fuel consumption regulations, current engine knock pressure is significantly higher than that of China V emission standard engines. Simultaneously, the application of lightweight technologies has led to a significant reduction in transmission system inertia. Furthermore, increasingly stringent customer requirements for overall vehicle NVH (Noise, Vibration, and Harshness) have brought about the following issues: determining the cold and hot states of the transmission during idling, and testing and analyzing the clutch operating angle.

[0003] In related technologies, the following methods are mainly used to determine the cold and hot states of transmission knocking during idling and to test and analyze the clutch working angle: (1) Using the trial and error method, torsion vibration tests are conducted at different temperatures, and the clutch damping effect is analyzed. A set of clutch damping schemes that can simultaneously meet the requirements of cold and hot states is found through a large amount of data; (2) Torsion vibration tests are conducted at different temperatures, and the clutch torque is obtained by multiplying the differential of the speed fluctuation obtained from the test with the known inertia; (3) Using strain gauges, the clutch torque is tested by building a complex torque bridge circuit, and the clutch working angle is then determined.

[0004] However, method (1) requires a lot of experimental verification work, and the trial and error method is labor-intensive. In addition, this method can only provide solutions based on experience and cannot directly determine the clutch working angle or find the root cause of the cold and hot knocking of the transmission. Method (2) requires the accurate inertia of the transmission system to obtain the clutch working angle. This method cannot be implemented if the inertia input is inaccurate or the inertia information is unavailable. Method (3) uses the method of attaching strain gauges to the clutch input shaft to directly measure the torque. This requires significant damage to the transmission assembly and the construction of a complex torque bridge current and wireless transmission equipment. The technical solution is complex, costly, time-consuming and labor-intensive. Summary of the Invention

[0005] This application provides a clutch operation detection method, device, and vehicle to solve the problems of analyzing the causes of cold and hot state knocking of transmissions and testing and analyzing the clutch operating angle in related technologies. Moreover, it does not require detailed transmission system parameters, has a high degree of generalization, and the analysis method is simple, accurate, and low in cost.

[0006] The first aspect of this application provides a method for detecting the operation of a clutch, including the following steps:

[0007] In the test scenario of clutch engagement under idling conditions, the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission are collected.

[0008] The flywheel angle of the engine is obtained by integrating the filtered flywheel speed fluctuation, and the transmission input shaft angle of the transmission is obtained by integrating the filtered gear speed fluctuation; and

[0009] The neutral operating angle of the clutch is obtained by subtracting the flywheel angle from the input shaft angle of the transmission.

[0010] Optionally, it also includes:

[0011] Apply a target load to the clutch so that the actual working angle of the clutch exceeds the preset idle speed damping section angle;

[0012] Collect the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission after the target load is applied;

[0013] The shift angle is calculated based on the flywheel speed fluctuation of the engine after the target load is applied and the gear speed fluctuation of the transmission after the target load is applied.

[0014] Optionally, it also includes:

[0015] The remaining working angle of the clutch is obtained by subtracting the gear engagement angle from the neutral gear working angle.

[0016] When the remaining working angle is greater than the preset angle, the clutch is determined to be in the vibration reduction mode; otherwise, it is not in the vibration reduction mode.

[0017] Optionally, calculating the shift angle based on the flywheel speed fluctuation of the engine after applying the target load and the gear speed fluctuation of the transmission after applying the target load includes:

[0018] After filtering the flywheel speed fluctuation of the engine after the target load is applied, the flywheel angle of the engine after the target load is applied is obtained by integration.

[0019] After filtering the gear speed fluctuation of the transmission after the target load is applied, the transmission input shaft angle of the transmission after the target load is applied is obtained by integration.

[0020] The gear shifting angle is obtained by subtracting the flywheel angle of the engine after the target load is applied and the transmission input shaft angle of the transmission after the target load is applied.

[0021] Optionally, applying the target load to the clutch includes:

[0022] When the vehicle is in the idling state, the vehicle is controlled to shift to a preset gear while the target braking is applied to the vehicle.

[0023] Optionally, it also includes:

[0024] Identify the actual cause of the knocking in the idle transmission based on the remaining working angle of the clutch;

[0025] And / or, determine the optimal optimization strategy for the clutch based on the remaining operating angle of the clutch.

[0026] A second aspect of this application provides a clutch operation detection device, comprising:

[0027] The first data acquisition module is used to collect the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission in the test scenario of clutch engagement under idling conditions.

[0028] The first calculation module is used to obtain the flywheel angle of the engine by integrating the filtered flywheel speed fluctuation, and to obtain the transmission input shaft angle of the transmission by integrating the filtered gear speed fluctuation; and

[0029] The acquisition module is used to calculate the difference between the flywheel angle and the transmission input shaft angle to obtain the neutral working angle of the clutch.

[0030] Optionally, it also includes:

[0031] The control module is used to apply a target load to the clutch, so that the actual working angle of the clutch exceeds the preset idle speed damping section angle;

[0032] The second acquisition module is used to acquire the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission after the target load is applied.

[0033] The second calculation module is used to calculate the shift angle based on the flywheel speed fluctuation of the engine after the target load is applied and the gear speed fluctuation of the transmission after the target load is applied.

[0034] Optionally, it also includes:

[0035] The third calculation module is used to calculate the difference between the gear engagement angle and the neutral angle to obtain the remaining working angle of the clutch.

[0036] The determination module is used to determine that the clutch is in vibration reduction mode when the remaining working angle is greater than a preset angle, otherwise it is not in vibration reduction mode.

[0037] Optionally, the second calculation module is specifically used for:

[0038] After filtering the flywheel speed fluctuation of the engine after the target load is applied, the flywheel angle of the engine after the target load is applied is obtained by integration.

[0039] After filtering the gear speed fluctuation of the transmission after the target load is applied, the transmission input shaft angle of the transmission after the target load is applied is obtained by integration.

[0040] The gear shifting angle is obtained by subtracting the flywheel angle of the engine after the target load is applied and the transmission input shaft angle of the transmission after the target load is applied.

[0041] Optionally, the second acquisition module is further configured to:

[0042] When the vehicle is in the idling state, the vehicle is controlled to shift to a preset gear while the target braking is applied to the vehicle.

[0043] Optionally, it also includes:

[0044] The identification module is used to identify the actual cause of the knocking in the idle transmission based on the remaining working angle of the clutch.

[0045] And / or, determine the optimal optimization strategy for the clutch based on the remaining operating angle of the clutch.

[0046] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the clutch operation detection method as described in the above embodiments.

[0047] Therefore, in the test scenario of clutch engagement under idling conditions, the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission can be collected. The flywheel angle of the engine can be obtained by integrating the filtered flywheel speed fluctuation, and the transmission input shaft angle of the transmission can be obtained by integrating the filtered gear speed fluctuation. The neutral working angle of the clutch can be obtained by subtracting the flywheel angle from the transmission input shaft angle. This solves the problems of determining the clutch idle vibration damping zone, analyzing the causes of transmission hot and cold knocking, and testing and analyzing the clutch working angle in related technologies. Moreover, it does not require detailed transmission system parameters, has a high degree of universality, and the analysis method is simple, accurate, and low-cost.

[0048] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0049] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0050] Figure 1 This is a flowchart of a clutch operation detection method according to an embodiment of this application;

[0051] Figure 2 This is an example diagram of a speed fluctuation testing system according to an embodiment of this application;

[0052] Figure 3 This is a schematic diagram showing the analysis results of the clutch working angle according to an embodiment of this application;

[0053] Figure 4 This is an example diagram of a clutch damping section according to an embodiment of this application;

[0054] Figure 5 This is a block diagram of a clutch operation detection device according to an embodiment of this application;

[0055] Figure 6 This is a block diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0056] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0057] The following description, with reference to the accompanying drawings, outlines a clutch operation detection method, apparatus, and vehicle according to embodiments of this application. Addressing the issues mentioned in the background section regarding the analysis of transmission hot and cold-state knocking causes and the testing and analysis of clutch operating angles, this application provides a clutch operation detection method. In this method, under a test scenario of clutch engagement at idle, the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission are collected. The flywheel angle is obtained by integrating the filtered flywheel speed fluctuation, and the transmission input shaft angle is obtained by integrating the filtered gear speed fluctuation. The difference between the flywheel angle and the transmission input shaft angle is used to obtain the clutch neutral operating angle. This solves the problems in related technologies regarding the determination of the clutch idle vibration damping zone, the analysis of transmission hot and cold-state knocking causes, and the testing and analysis of clutch operating angles. Furthermore, it does not require detailed transmission system parameters, has a high degree of generalization, and the analysis method is simple, accurate, and low-cost.

[0058] Specifically, Figure 1This is a schematic flowchart of a clutch operation detection method provided in an embodiment of this application.

[0059] like Figure 1 As shown, the clutch operation detection method includes the following steps:

[0060] In step S101, under the test scenario of clutch engagement at idle speed, the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission are collected.

[0061] The test scenario can be multiple different temperature scenarios.

[0062] In this embodiment, the fluctuations in engine flywheel speed and transmission gear speed can be based on... Figure 2 The speed fluctuation test system shown is implemented. This speed fluctuation system mainly includes: engine flywheel 1, clutch 2, transmission gear 3, first magnetoelectric sensor 4, and second magnetoelectric sensor 5.

[0063] Specifically, in this embodiment of the application, the flywheel speed fluctuation can be tested by the first magnetoelectric sensor 4 and the transmission input shaft speed fluctuation (i.e., transmission gear speed fluctuation) can be tested by the second magnetoelectric sensor 5 at various temperatures.

[0064] In step S102, the flywheel angle of the engine is obtained by integrating the filtered flywheel speed fluctuation, and the transmission input shaft angle of the transmission is obtained by integrating the filtered gear speed fluctuation.

[0065] In step S103, the flywheel angle is subtracted from the transmission input shaft angle to obtain the neutral working angle of the clutch.

[0066] Specifically, after collecting the flywheel speed fluctuations of the engine and the gear speed fluctuations of the transmission, the embodiments of this application can obtain the speed fluctuations of the main excitation of the engine through low-pass filtering.

[0067] Specifically, in this embodiment, the flywheel speed fluctuation obtained from the transmission test is converted into the transmission input shaft speed fluctuation through speed ratio conversion and then low-pass filtered. The filtered flywheel speed fluctuation is then integrated to obtain the engine flywheel angle, and the filtered transmission input shaft speed fluctuation is then integrated to obtain the transmission input shaft angle. The result can be as follows: Figure 3 (a) and Figure 3 As shown in (b), the neutral working angle of the clutch can be obtained by subtracting the flywheel angle from the transmission input shaft angle.

[0068] Therefore, under idling conditions, the above steps enable accurate measurement of the clutch angle under neutral operating conditions.

[0069] Optionally, in some embodiments, the above-described clutch operation detection method further includes: applying a target load to the clutch so that the actual operating angle of the clutch exceeds a preset idle speed damping section angle; collecting the flywheel speed fluctuation of the engine after applying the target load and the gear speed fluctuation of the transmission after applying the target load; and calculating the gear engagement operating angle based on the flywheel speed fluctuation of the engine after applying the target load and the gear speed fluctuation of the transmission after applying the target load.

[0070] Optionally, in some embodiments, applying a target load to the clutch includes: when the vehicle is idling, controlling the vehicle to shift into a preset gear while applying target braking to the vehicle.

[0071] Optionally, the shifting angle is calculated based on the flywheel speed fluctuation of the engine after the target load is applied and the gear speed fluctuation of the transmission after the target load is applied, including: filtering the flywheel speed fluctuation of the engine after the target load is applied and integrating to obtain the flywheel angle of the engine after the target load is applied; filtering the gear speed fluctuation of the transmission after the target load is applied and integrating to obtain the transmission input shaft angle of the transmission after the target load is applied; and subtracting the flywheel angle of the engine after the target load and the transmission input shaft angle of the transmission after the target load is applied to obtain the shifting angle.

[0072] The preset idle speed damping section angle is related to the clutch model. Once the clutch model is obtained, the preset idle speed damping section angle can be obtained. The preset angle can be an angle set by the user, an angle obtained through a limited number of experiments, or an angle obtained through a limited number of computer simulations. No specific limitation is made here.

[0073] It should be understood that, in the embodiments of this application, when the vehicle is idling and the clutch is engaged, the load on the clutch can be applied by forcibly engaging the gear by pressing the brake, thereby forcing the clutch working angle to exceed the preset idle damping section angle.

[0074] Furthermore, in this embodiment of the application, the vehicle can be shifted into a preset gear, such as first gear, and then the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission after the target load is applied (i.e., after shifting gear) can be collected. After low-pass filtering of the collected flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission after shifting gear, the flywheel angle of the engine and the transmission input shaft angle of the transmission after the target load are applied can be obtained by integrating. The shifting working angle can be obtained by subtracting the flywheel angle of the engine and the transmission input shaft angle of the transmission after the target load is applied.

[0075] Therefore, under idling conditions, the above steps enable accurate measurement of the clutch angle under the applied target load (such as forced gear engagement).

[0076] Optionally, in some embodiments, the above-described clutch operation detection method further includes: subtracting the engagement angle from the neutral angle to obtain the remaining clutch angle; determining that the clutch is in damping mode when the remaining angle is greater than a preset angle, otherwise not in damping mode.

[0077] It should be understood that in related technologies, when determining whether the clutch is in the damping zone under idling conditions, a magnetoelectric sensor is generally used to test the flywheel speed fluctuation and the transmission input shaft speed fluctuation separately. The ratio of the two is used to determine whether the clutch is in the damping zone. If the ratio of transmission speed fluctuation to engine speed fluctuation is less than 1, the clutch is considered to be working in the damping zone; if it is greater than 1, the clutch is considered to be working in the non-dampening zone. Current dry clutches generally have two or more damping sections, usually including an idle damping section for engine idling conditions. When the clutch transmission rate is close to 1, the general method cannot determine whether the clutch is working in the idle damping section. If the clutch idle damping section has high stiffness and poor damping effect, the transmission rate is close to 1. If the angle of the clutch idle damping section is small, and the clutch has no remaining working angle under idling conditions, exceeding the idle damping section, its transmission rate is also close to 1. Therefore, the general method cannot directly determine whether the clutch is working in the damping zone.

[0078] Based on the above problems, the embodiments of this application obtain the remaining working angle of the clutch based on the difference between the working angle of the gear engagement and the working angle of the neutral gear, so as to accurately determine whether the clutch is in the vibration reduction mode by the remaining working angle of the clutch.

[0079] Specifically, in this embodiment, by combining the gear engagement angle and neutral angle calculated in the above steps, the remaining working angle of the clutch is obtained by subtracting the neutral angle from the gear engagement angle. If the remaining working angle of the clutch is less than or close to a preset angle (e.g., the preset angle is 0 degrees), it indicates that the clutch is not in damping mode; otherwise, it indicates that the clutch is in damping mode. The schematic diagram of the clutch damping section can be shown as follows: Figure 4 As shown.

[0080] Furthermore, transmission knocking during idling is strongly correlated with transmission resistance torque. Transmission oil temperature is a crucial factor affecting resistance torque; different oil temperatures can lead to cold / hot knocking issues, exhibiting similar symptoms but fundamentally different underlying mechanisms. Therefore, the key to analyzing this problem lies in how to conveniently and quickly test and analyze the clutch operating angle.

[0081] Specifically, this application identifies the actual cause of knocking in the idle transmission based on the remaining operating angle of the clutch, or determines the optimal optimization strategy for the clutch based on the remaining operating angle of the clutch. In this embodiment, the mapping relationship between the remaining operating angle of the clutch and the optimal optimization strategy can be obtained through a limited number of experiments. Therefore, after identifying the remaining operating angle of the clutch, the optimal optimization strategy for the clutch, such as stiffness optimization or angle optimization, can be obtained by querying the aforementioned mapping relationship.

[0082] Therefore, by utilizing the transmission's own structure, the clutch angle can be tested. This not only allows for precise determination of the clutch's operating angle but also determines whether the clutch is operating in the damping zone under idling conditions. This facilitates quick and easy identification of the root cause of transmission knocking at idle. Furthermore, the clutch angle test can rapidly pinpoint whether clutch optimization should focus on stiffness or angle optimization.

[0083] The clutch operation detection method proposed in this application can collect the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission in a test scenario of clutch engagement under idling conditions. The flywheel angle of the engine is obtained by integrating the filtered flywheel speed fluctuation, and the transmission input shaft angle of the transmission is obtained by integrating the filtered gear speed fluctuation. The neutral operating angle of the clutch is obtained by subtracting the flywheel angle from the transmission input shaft angle. This solves the problems in related technologies regarding the determination of the clutch idle vibration damping zone, the analysis of the causes of transmission hot and cold knocking, and the testing and analysis of the clutch operating angle. Furthermore, it does not require detailed transmission system parameters, has a high degree of generalization, and the analysis method is simple, accurate, and low-cost.

[0084] Next, the working detection device for a clutch according to an embodiment of this application is described with reference to the accompanying drawings.

[0085] Figure 5 This is a block diagram of a clutch operation detection device according to an embodiment of this application.

[0086] like Figure 5 As shown, the clutch operation detection device 10 includes: a first acquisition module 100, a first calculation module 200, and an acquisition module 300.

[0087] The first acquisition module 100 is used to acquire the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission in the test scenario of clutch engagement under idling conditions.

[0088] The first calculation module 200 is used to calculate the engine flywheel angle from flywheel speed fluctuations and the transmission input shaft angle from gear speed fluctuations; and

[0089] The acquisition module 300 is used to calculate the difference between the flywheel angle and the transmission input shaft angle to obtain the neutral working angle of the clutch.

[0090] Optionally, in some embodiments, the clutch operation detection device 10 described above further includes:

[0091] The control module is used to apply a target load to the clutch, so that the actual working angle of the clutch exceeds the preset idle speed damping section angle;

[0092] The second acquisition module is used to acquire the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission after the target load is applied.

[0093] The second calculation module is used to calculate the shift angle based on the flywheel speed fluctuation of the engine after the target load is applied and the gear speed fluctuation of the transmission after the target load is applied.

[0094] Optionally, the clutch operation detection device 10 described above further includes:

[0095] The third calculation module is used to calculate the difference between the gear engagement angle and the neutral angle to obtain the remaining working angle of the clutch.

[0096] The determination module is used to determine whether the clutch is in vibration reduction mode when the remaining working angle is greater than the preset angle; otherwise, it is not in vibration reduction mode.

[0097] Optionally, the second calculation module is specifically used for:

[0098] After filtering the flywheel speed fluctuation of the engine after applying the target load, the flywheel angle of the engine after applying the target load is obtained by integration.

[0099] After filtering the gear speed fluctuation of the transmission after applying the target load, the transmission input shaft angle of the transmission after applying the target load is obtained by integration.

[0100] The gear engagement angle is obtained by subtracting the flywheel angle of the engine after applying the target load and the transmission input shaft angle of the transmission after applying the target load. Optionally, in some embodiments, the second acquisition module is further used for:

[0101] When the vehicle is idling, the vehicle is simultaneously engaged in a preset gear while the target braking is applied.

[0102] Optionally, in some embodiments, the clutch operation detection device 10 described above further includes:

[0103] The identification module is used to identify the actual cause of the knocking in the idle transmission based on the remaining working angle of the clutch.

[0104] And / or, determine the optimal optimization strategy for the clutch based on the remaining operating angle of the clutch.

[0105] It should be noted that the foregoing explanation of the clutch operation detection method embodiment also applies to the clutch operation detection device of this embodiment, and will not be repeated here.

[0106] The clutch operation detection device proposed in this application can collect the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission in a test scenario of clutch engagement under idling conditions. The flywheel angle is obtained by integrating the filtered flywheel speed fluctuation, and the transmission input shaft angle is obtained by integrating the filtered gear speed fluctuation. The difference between the flywheel angle and the transmission input shaft angle is used to obtain the neutral operating angle of the clutch. This solves the problems in related technologies regarding the determination of the clutch idle vibration damping zone, the analysis of the causes of transmission hot and cold knocking, and the testing and analysis of the clutch operating angle. Furthermore, it does not require detailed transmission system parameters, has a high degree of generalization, and the analysis method is simple, accurate, and low-cost.

[0107] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0108] The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0109] When the processor 602 executes the program, it implements the clutch operation detection method provided in the above embodiments.

[0110] Furthermore, the vehicle also includes:

[0111] Communication interface 603 is used for communication between memory 601 and processor 602.

[0112] The memory 601 is used to store computer programs that can run on the processor 602.

[0113] The memory 601 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0114] If the memory 601, processor 602, and communication interface 603 are implemented independently, then the communication interface 603, memory 601, and processor 602 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0115] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0116] The processor 602 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0117] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0118] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0119] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0120] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0121] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0122] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0123] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0124] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for detecting the operation of a clutch, characterized in that, Includes the following steps: In the test scenario of clutch engagement under idling conditions, the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission are collected. The flywheel angle of the engine is obtained by integrating the filtered flywheel speed fluctuation, and the transmission input shaft angle of the transmission is obtained by integrating the filtered gear speed fluctuation. as well as The neutral operating angle of the clutch is obtained by subtracting the flywheel angle from the input shaft angle of the transmission.

2. The method according to claim 1, characterized in that, Also includes: Apply a target load to the clutch so that the actual working angle of the clutch exceeds the preset idle speed damping section angle; Collect the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission after the target load is applied; The shift angle is calculated based on the flywheel speed fluctuation of the engine after the target load is applied and the gear speed fluctuation of the transmission after the target load is applied.

3. The method according to claim 2, characterized in that, Also includes: The remaining working angle of the clutch is obtained by subtracting the gear engagement angle from the neutral gear working angle. When the remaining working angle is greater than the preset angle, the clutch is determined to be in the vibration reduction mode; otherwise, it is not in the vibration reduction mode.

4. The method according to claim 3, characterized in that, The calculation of the shift angle based on the flywheel speed fluctuation of the engine after applying the target load and the gear speed fluctuation of the transmission after applying the target load includes: After filtering the flywheel speed fluctuation of the engine after the target load is applied, the flywheel angle of the engine after the target load is applied is obtained by integration. After filtering the gear speed fluctuation of the transmission after the target load is applied, the transmission input shaft angle after the target load is applied is obtained by integration. The gear shifting angle is obtained by subtracting the flywheel angle of the engine after the target load is applied from the input shaft angle of the transmission after the target load is applied.

5. The method according to claim 2, characterized in that, Applying the target load to the clutch includes: When the vehicle is in the idling state, the vehicle is controlled to shift to a preset gear while the target braking is applied to the vehicle.

6. The method according to claim 3, characterized in that, Also includes: Identify the actual cause of the knocking in the idle transmission based on the remaining working angle of the clutch; And / or, determine the optimal optimization strategy for the clutch based on the remaining operating angle of the clutch.

7. A clutch operation detection device, characterized in that, include: The first data acquisition module is used to collect the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission in the test scenario of clutch engagement under idling conditions. The first calculation module is used to obtain the flywheel angle of the engine by integrating the filtered flywheel speed fluctuation, and to obtain the transmission input shaft angle of the transmission by integrating the filtered gear speed fluctuation; as well as The acquisition module is used to calculate the difference between the flywheel angle and the transmission input shaft angle to obtain the neutral working angle of the clutch.

8. The apparatus according to claim 7, characterized in that, Also includes: The control module is used to apply a target load to the clutch, so that the actual working angle of the clutch exceeds the preset idle speed damping section angle; The second acquisition module is used to acquire the flywheel speed fluctuation of the engine and the gear speed fluctuation of the transmission after the target load is applied. The second calculation module is used to calculate the shift angle based on the flywheel speed fluctuation of the engine after the target load is applied and the gear speed fluctuation of the transmission after the target load is applied.

9. The apparatus according to claim 8, characterized in that, Also includes: The third calculation module is used to calculate the difference between the gear engagement angle and the neutral angle to obtain the remaining working angle of the clutch. The determination module is used to determine that the clutch is in vibration reduction mode when the remaining working angle is greater than a preset angle, otherwise it is not in vibration reduction mode.

10. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the clutch operation detection method as described in any one of claims 1-6.

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