A clutch start-up control method, device, vehicle, and storage medium

Abstract

This invention discloses a clutch start-up control method, device, vehicle, and storage medium. The clutch start-up control method includes: when the vehicle starts using the clutch slip diaphragm, after determining that the difference between the initial clutch position and the clutch slip point position is less than a set threshold position, controlling the clutch to move towards a first torque transmission position by a step length; simultaneously acquiring a first engine speed while the clutch moves towards the first torque transmission position by the step length, and acquiring a load gradient factor when the current clutch position reaches the first torque transmission position based on the first engine speed; adjusting the first torque transmission position according to the load gradient factor to obtain a second torque transmission position, and controlling the clutch to engage to the minimum clutch engagement position based on the second torque transmission position. This invention improves the accuracy and adjustment efficiency of clutch slip start-up control, achieves smooth start-up, and adapts to start-up requirements under different operating conditions.

Description

Technical Field

[0001] This invention relates to the field of clutch start-up control technology, and in particular to a clutch start-up control method, device, vehicle, and storage medium. Background Technology

[0002] The clutch is installed between the engine and the gearbox. It is an assembly in the automotive transmission system that is directly connected to the engine and can realize the separation and engagement of the transmission devices of the engine and the gearbox.

[0003] The clutch slip point refers to the point where the clutch driven plate begins to transmit torque during engagement. The gearbox begins to rotate after receiving the torque from the clutch. The location of the slip point is crucial for correcting the clutch's torque transmission characteristics and controlling displacement. Current technologies for vehicle slip-start control involve controlling the clutch at a fixed step speed to reach a designated torque transmission position, waiting for the engine speed and input shaft speed to synchronize, and then controlling the clutch to the minimum engagement position to complete the start-up process. The torque transmission position and step speed are both determined by testers through on-site data collection and analysis, as well as subjective adjustments based on actual vehicle conditions. This process is time-consuming, and the data obtained from unloaded flat-road testing cannot account for vehicle climbing and heavy-load conditions, resulting in poor adaptability. Summary of the Invention

[0004] This invention provides a clutch start-up control method, device, vehicle, and storage medium to solve the problems of long debugging time and poor adaptability of manual adjustment calibration data for clutch slip-film start-up.

[0005] According to one aspect of the present invention, a clutch start-up control method is provided, the clutch start-up control method comprising:

[0006] When the vehicle starts using the clutch slipper, after determining that the difference between the initial clutch position and the clutch slip point position is less than a set threshold position, the clutch is controlled to move towards the first torque transmission position by a step length.

[0007] While the clutch moves towards the first torque transmission position with a step length, the first engine speed is obtained, and when it is determined from the first engine speed that the current clutch position has reached the first torque transmission position, the load gradient factor is obtained.

[0008] The first torque transmission position is adjusted according to the load slope factor to obtain the second torque transmission position, so as to control the clutch to engage to the minimum clutch engagement position according to the second torque transmission position.

[0009] Optionally, after acquiring the first engine speed while the clutch moves to the first torque transmission position by a step length, the method further includes:

[0010] If the speed of the first engine is less than the engine anti-shutdown speed, the clutch is controlled to disengage beyond the set slip point position, and the number of times is accumulated.

[0011] If the first engine speed is greater than or equal to the engine anti-shutdown speed, then continue to determine whether the current clutch position has reached the first torque transmission position.

[0012] Optionally, the clutch start-up control method further includes:

[0013] If the cumulative count exceeds the set count, then the second step length is determined based on the first step length, and the second step length is stored in the set memory.

[0014] Wherein, the second step length is less than the first step length.

[0015] Optionally, obtain the load-bearing slope factor, including:

[0016] The second engine speed is obtained after the current clutch position reaches the first torque transmission position, and it is determined whether the difference between the second engine speed and the input shaft speed is less than a set speed threshold.

[0017] If the speed is determined to be less than the set speed threshold, the clutch is controlled to engage at the minimum engagement position.

[0018] If the speed is greater than or equal to the set speed threshold, the load gradient factor is obtained.

[0019] Optionally, when adjusting the first torque transmission position according to the load gradient factor, the method further includes:

[0020] Determine whether the cumulative timing time since the adjustment of the first torque transmission position based on the load slope factor exceeds a set time length threshold, and determine whether to adjust the load slope factor based on the result of determining whether the set time length threshold is exceeded.

[0021] Optionally, based on whether the set time threshold is exceeded, a decision may be made whether to adjust the load slope factor, including:

[0022] If it is determined that the set time length threshold has been exceeded, then the current engine speed is obtained;

[0023] If the current engine speed is greater than the engine anti-shutdown speed, and the difference between the current engine speed and the engine anti-shutdown speed is less than a set speed threshold, then the clutch is controlled to engage to the minimum engagement position.

[0024] If the current engine speed is less than or equal to the engine anti-shutdown speed, or the difference between the current engine speed and the engine anti-shutdown speed is greater than or equal to the set speed threshold, then the load gradient factor is adjusted based on the first time correction factor.

[0025] If it is determined that the set time length threshold has not been exceeded, a second time correction factor is determined, and the load slope factor is adjusted according to the second time correction factor.

[0026] Optionally, before controlling the clutch to engage to the minimum clutch engagement position, the following may also be included:

[0027] Determine whether the difference between the current engine speed and the input shaft speed is less than a set speed threshold. If it is determined to be less than the set speed threshold, control the clutch to engage to the minimum clutch engagement position.

[0028] According to another aspect of the present invention, a clutch start-up control device is provided, the clutch start-up control device comprising:

[0029] The clutch movement control module is used to control the clutch to move towards the first torque transmission position by a step length when the vehicle starts relying on the clutch slip film, after determining that the difference between the initial clutch position and the clutch slip point position is less than a set threshold position.

[0030] The correction factor acquisition module is used to acquire the first engine speed while the clutch moves towards the first torque transmission position with a step length, and to acquire the load gradient factor when it is determined from the first engine speed that the current clutch position has reached the first torque transmission position.

[0031] The starting control module is used to adjust the first torque transmission position according to the load gradient factor to obtain a second torque transmission position, so as to control the clutch to engage to the minimum clutch engagement position according to the second torque transmission position.

[0032] According to another aspect of the present invention, a vehicle is provided, the vehicle comprising:

[0033] At least one processor; and,

[0034] A memory communicatively connected to the at least one processor; wherein,

[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 perform the clutch start control method according to any embodiment of the present invention.

[0036] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the clutch start control method according to any embodiment of the present invention.

[0037] The technical solution of this invention, when a vehicle starts using a clutch slip diaphragm, determines that the difference between the initial clutch position and the clutch slip point position is less than a set threshold position, and then controls the clutch to move towards a first torque transmission position by a step length. Simultaneously, a first engine speed is acquired, and when the current clutch position reaches the first torque transmission position based on the first engine speed, a load gradient factor is acquired. The first torque transmission position is adjusted according to the load gradient factor to obtain a second torque transmission position, and the clutch is then controlled to engage to the minimum engagement position based on the second torque transmission position. This invention solves the problems of long calibration data debugging time and poor adaptability to operating conditions in current manual clutch slip diaphragm start-up methods, improving the accuracy and debugging efficiency of clutch slip diaphragm start-up control, achieving smooth start-up, and adapting to start-up requirements under different operating conditions.

[0038] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a flowchart of a clutch start-up control method provided in Embodiment 1 of the present invention;

[0041] Figure 2 This is a flowchart of a clutch start-up control method provided in Embodiment 2 of the present invention;

[0042] Figure 3 This is a schematic diagram of the structure of a clutch start control device according to Embodiment 3 of the present invention;

[0043] Figure 4 This is a schematic diagram of the structure of a vehicle implementing the clutch start control method of this invention. Detailed Implementation

[0044] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0045] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0046] Example 1

[0047] Figure 1 This invention provides a flowchart of a clutch start-up control method according to Embodiment 1. This embodiment is applicable to situations where a vehicle starts relying on the clutch slip plate, adapting to different starting requirements under different operating conditions to achieve a smooth start. This clutch start-up control method can be executed by a clutch start-up control device, which can be implemented in hardware and / or software and can be configured in various vehicles. Figure 1 As shown, the clutch start-up control method includes:

[0048] S110. When the vehicle starts using the clutch slip film, after determining that the difference between the initial clutch position and the clutch slip point position is less than a set threshold position, control the clutch to move towards the first torque transmission position by a step length.

[0049] In this embodiment, during the current driving cycle of the vehicle, it is determined whether the vehicle needs to start using the clutch slip. If the vehicle needs to start using the clutch slip, the clutch start control method provided in this application is executed. If the vehicle does not need to start using the clutch slip, the clutch is controlled to perform normal disengagement / engagement logic, that is, the clutch is controlled to perform normal start control, and the system waits for the next driving cycle to determine whether the vehicle needs to start using the clutch slip again.

[0050] The initial clutch position is the clutch position obtained in real time when the vehicle starts by relying on the clutch slip diaphragm. The initial clutch position and the clutch slip point position can be read from the set memory, or they can be collected by those skilled in the art using existing methods. This embodiment does not impose any restrictions on this.

[0051] Based on the above, if the vehicle starts by relying on the clutch slipper diaphragm and obtains the initial clutch position and the clutch slip point position, and the difference between the initial clutch position and the clutch slip point position is greater than or equal to the set threshold position, it means that the clutch is far from the clutch slip point position, and it is necessary to control the clutch to move quickly towards the clutch slip point position to eliminate the free travel; if the difference between the initial clutch position and the clutch slip point position is less than the set threshold position, it means that the clutch is already close to the clutch slip point position, and it is necessary to control the clutch to move slowly towards the torque transmission position in a certain step size, that is, control the clutch to move towards the first torque transmission position in a step size.

[0052] The threshold position can be selected and set by those skilled in the art based on the actual situation of the vehicle clutch. This embodiment does not impose any restrictions on this. The threshold position is set to a positive integer greater than 0.

[0053] The length of the first step can be selected and set by those skilled in the art based on the actual situation of the vehicle's clutch; this embodiment does not impose any restrictions on this.

[0054] The first torque transmission position is a position that is pre-set to meet the torque requirements of the vehicle's start-up when the vehicle starts using the clutch slip film. The first torque transmission position can be selected and set by those skilled in the art based on the actual situation of the vehicle's clutch. This embodiment does not impose any restrictions on this.

[0055] S120. While the clutch moves towards the first torque transmission position with a step length, the first engine speed is obtained, and when it is determined from the first engine speed that the current clutch position has reached the first torque transmission position, the load gradient factor is obtained.

[0056] In this embodiment, if the initial step length is set too large when the clutch moves to the first torque transmission position with the first step length, the clutch engagement speed will be too fast, which will cause the engine to stall. To solve the above problem, the engine speed is monitored in real time during the clutch engagement process, i.e., when the clutch moves to the first torque transmission position with the first step length.

[0057] The first engine speed is the engine speed monitored in real time during the clutch engagement process, that is, the engine speed monitored in real time when the clutch moves towards the first torque transmission position with a step length. This embodiment does not impose any restrictions on its specific value.

[0058] Based on the above, while the clutch moves towards the first torque transmission position in one step, the first engine speed is obtained, and then the magnitude of the first engine speed and the engine anti-shutdown speed is determined. If the first engine speed is less than the engine anti-shutdown speed, the clutch is controlled to disengage beyond the set slip point position, and the number of times is accumulated. If the first engine speed is greater than or equal to the engine anti-shutdown speed, the clutch position is further determined to see if the current clutch position has reached the first torque transmission position.

[0059] If the cumulative count exceeds the set count, a second step length is determined based on the first step length, and the second step length is stored in the set memory; wherein the second step length is less than the first step length.

[0060] The engine anti-stalling speed is set to prevent engine stalling in the case where the first step length is set too high in this embodiment. The engine anti-stalling speed can be selected and set by those skilled in the art based on the actual situation of the vehicle clutch, and this embodiment does not impose any restrictions on this.

[0061] The second step length is the step length adjusted based on the first step length. Considering that the first step length is set too large in this embodiment, the step length will be reduced to obtain the second step length. The second step length can be selected and set by those skilled in the art according to the actual situation of the vehicle clutch. This embodiment does not impose any restrictions on this.

[0062] The number of counts can be set by those skilled in the art based on the actual situation of the vehicle's clutch; this embodiment does not impose any restrictions on this.

[0063] Based on the above, when the current clutch position reaches the first torque transmission position according to the first engine speed, the second engine speed after the current clutch position reaches the first torque transmission position is obtained, and it is determined whether the difference between the second engine speed and the input shaft speed is less than a set speed threshold; if it is determined to be less than the set speed threshold, the clutch is controlled to engage to the minimum clutch engagement position; if it is determined to be greater than or equal to the set speed threshold, the load gradient factor is obtained.

[0064] S130. Adjust the first torque transmission position according to the load slope factor to obtain the second torque transmission position, so as to control the clutch to engage to the minimum clutch engagement position according to the second torque transmission position.

[0065] The second torque transmission position is the position after adjusting the transmission torque to meet the starting requirements in this embodiment, considering that the first torque transmission position cannot meet the starting requirements. The second torque transmission position can be selected and set by those skilled in the art according to the actual situation of the vehicle clutch, and this embodiment does not impose any restrictions on it.

[0066] Based on the above embodiments, when adjusting the first torque transmission position according to the load slope factor, it is determined whether the cumulative timing time from the start of adjusting the first torque transmission position according to the load slope factor exceeds a set time length threshold, and whether to adjust the load slope factor is determined based on the result of determining whether the set time length threshold is exceeded.

[0067] Furthermore, if it is determined that the set time length threshold has been exceeded, the current engine speed is obtained; if the current engine speed is greater than the engine anti-shutdown speed, and the difference between the current engine speed and the engine anti-shutdown speed is less than the set speed threshold, the clutch is controlled to engage to the minimum engagement position; if the current engine speed is less than or equal to the engine anti-shutdown speed, or the difference between the current engine speed and the engine anti-shutdown speed is greater than or equal to the set speed threshold, the load gradient factor is adjusted based on the first time correction factor; if it is determined that the set time length threshold has not been exceeded, a second time correction factor is determined, and the load gradient factor is adjusted according to the second time correction factor.

[0068] The setting of the speed threshold and the setting of the time length threshold can be selected and set by those skilled in the art based on the actual situation of the vehicle clutch, and this embodiment does not impose any restrictions on this.

[0069] Based on the above embodiments, before controlling the clutch to engage to the minimum engagement position, it is determined whether the difference between the current engine speed and the input shaft speed is less than a set speed threshold. If it is determined that the difference is less than the set speed threshold, the clutch is controlled to engage to the minimum engagement position.

[0070] The technical solution of this invention, when a vehicle starts using a clutch slip diaphragm, determines that the difference between the initial clutch position and the clutch slip point position is less than a set threshold position, and then controls the clutch to move towards a first torque transmission position by a step length. Simultaneously, a first engine speed is acquired, and when the current clutch position reaches the first torque transmission position based on the first engine speed, a load gradient factor is acquired. The first torque transmission position is adjusted according to the load gradient factor to obtain a second torque transmission position, and the clutch is then controlled to engage to the minimum engagement position based on the second torque transmission position. This invention solves the problems of long calibration data debugging time and poor adaptability to operating conditions in current manual clutch slip diaphragm start-up methods, improving the accuracy and debugging efficiency of clutch slip diaphragm start-up control, achieving smooth start-up, and adapting to start-up requirements under different operating conditions.

[0071] Example 2

[0072] Figure 2This is a flowchart of a clutch start-up control method provided in Embodiment 2 of the present invention. Based on the above embodiments, this embodiment provides an optional implementation method. For example... Figure 2 As shown, the clutch start-up control method includes:

[0073] S210. Determine whether the vehicle starts using the clutch slipper. If yes, proceed to step S211; otherwise, proceed to step S212.

[0074] S211. Determine whether the difference between the initial clutch position and the clutch slip point position is less than the set threshold position. If yes, proceed to step S213; otherwise, proceed to step S214.

[0075] S212, Control the clutch to perform normal starting control.

[0076] S213, control the clutch to move to the first torque transmission position by the first step length, and obtain the first engine speed, and execute step S215.

[0077] S214. Control the clutch to move towards the clutch slip point position, and execute step S211.

[0078] S215. Determine whether the speed of the first engine is less than the engine anti-shutdown speed. If yes, proceed to step S216; otherwise, proceed to step S219.

[0079] S216. Control the clutch to disengage to a position other than the set slip point, and simultaneously accumulate the number of times, then execute step S217.

[0080] Specifically, when the first engine speed is less than the engine anti-shutdown speed, the clutch is controlled to quickly disengage to a position other than the set slip point. The set slip point position can be, but is not limited to, the clutch slip point position plus a set threshold position. It can also be selected and set according to the actual situation of the vehicle clutch. This embodiment does not impose any restrictions on this.

[0081] The cumulative count can be collected using existing methods such as counters, or other existing counting methods. This embodiment does not impose any restrictions on this.

[0082] S217. Determine whether the cumulative count exceeds the set count. If yes, proceed to step S213; otherwise, proceed to step S218.

[0083] S218. Determine the second step length based on the first step length, and store the second step length in the set memory; wherein the second step length is less than the first step length, and execute step S213.

[0084] Specifically, after the second step length is stored in the set memory, the second step length can be directly called when the vehicle performs a slip start again. At the same time, the second step length can be adaptively adjusted again when the vehicle performs a slip start, and a new second step length can be obtained.

[0085] It is understandable that the second step length is the step length adjusted based on the first step length, that is, the step length adaptively adjusted based on the gliding start in this driving cycle. It can be applied to the gliding start situation in each driving cycle. Therefore, the second step length does not correspond to the adaptive adjustment of the gliding start in one driving cycle, and the second step length is not a fixed value.

[0086] S219. Continue to determine whether the current clutch position has reached the first torque transmission position. If yes, proceed to step S220; otherwise, proceed to step S213.

[0087] The current clutch position is the position detected in real time after determining that the first engine speed is greater than or equal to the engine anti-shutdown speed. It can be understood that the current clutch position is a position that changes over time, rather than a fixed value.

[0088] S220. Obtain the second engine speed after the current clutch position reaches the first torque transmission position, and execute step S221.

[0089] The second engine speed is the engine speed monitored in real time after the current clutch position reaches the first torque transmission position. This embodiment does not impose any restrictions on its specific value.

[0090] S221. Determine whether the difference between the second engine speed and the input shaft speed is less than the set speed threshold. If yes, proceed to step S222; otherwise, proceed to step S223.

[0091] The input shaft speed is the engine speed detected in real time when the spool starts to determine whether the speed is synchronized during the current driving cycle. The input shaft speed can be collected using existing methods, and this embodiment does not impose any restrictions on it.

[0092] S222, Control the clutch to engage to the minimum clutch engagement position.

[0093] Specifically, if the difference between the second engine speed and the input shaft speed is less than the set speed threshold, it indicates that the speed synchronization is completed, and the clutch is controlled to quickly engage to the minimum engagement position.

[0094] S223. Obtain the load slope factor, and adjust the first torque transmission position according to the load slope factor to obtain the second torque transmission position. At the same time, obtain the cumulative timing time length from the start of timing based on adjusting the first torque transmission position according to the load slope factor, and execute step S224.

[0095] S224. Control the clutch to move to the second torque transmission position by the first step length, and determine whether the cumulative timing time exceeds the set time length threshold. If yes, execute step S225; otherwise, execute step S227.

[0096] S225. Obtain the current engine speed and determine whether the current engine speed is greater than the engine anti-shutdown speed and whether the difference between the current engine speed and the engine anti-shutdown speed is less than the set speed threshold. If yes, proceed to step S222; otherwise, proceed to step S226.

[0097] S226. Adjust the load slope factor based on the first-time correction factor and execute step S223.

[0098] The load gradient factor can be pre-calibrated based on the vehicle clutch condition, but is not limited to. The load gradient factor changes with time, so it can be corrected according to the actual time. Therefore, the load gradient factor can be corrected by the first time correction factor.

[0099] The first-time correction factor is a correction factor that changes over time. The first-time correction factor can be obtained by pre-calibration based on the vehicle clutch condition, but this embodiment does not impose any restrictions on it.

[0100] If the current engine speed is not greater than the engine anti-shutdown speed, or the difference between the current engine speed and the engine anti-shutdown speed is not less than the set speed threshold, it indicates that the initial setting of the load gradient factor is inappropriate. Furthermore, the load gradient factor can be corrected by first-time correction factor.

[0101] For example, the first time correction factor m1 is t1 = t1 + m1, and the initial value of t1 is 0. The first time correction factor m1 can be selected and set by those skilled in the art according to the actual situation of the vehicle clutch. This embodiment does not impose any restrictions on this.

[0102] S227. Determine the second time correction factor and adjust the load slope factor according to the second time correction factor, and execute step S223.

[0103] For example, the second time correction factor is obtained after t1 is not 0, which is m1.

[0104] In this embodiment, when the clutch is moved to the second torque transmission position by the first step length and it is determined that the cumulative timing time length has not exceeded the set time length threshold, the second time correction factor is directly determined at this time. The second time correction factor at this time is the initial time correction factor, which is the first time correction factor that can be used directly and can be read from the set memory.

[0105] The second time correction factor is stored in the setting memory to achieve adaptive adjustment when the initial setting value of the load slope factor is not appropriate, thereby improving the response accuracy.

[0106] This invention provides an adaptive control method for clutch slip start, which corrects the clutch slip start speed and torque transmission position in real time by considering load, gradient, and slip time, adapting to starting requirements under different working conditions, achieving smooth start, and improving the accuracy and debugging efficiency of clutch slip start control.

[0107] Example 3

[0108] Figure 3 This is a schematic diagram of a clutch starting control device provided in Embodiment 3 of the present invention. Figure 3 As shown, the clutch start control device includes:

[0109] The clutch movement control module 310 is used to control the clutch to move towards the first torque transmission position by a step length after determining that the difference between the initial clutch position and the clutch slip point position is less than a set threshold position when the vehicle starts by relying on the clutch slip film.

[0110] The correction factor acquisition module 320 is used to acquire the first engine speed while the clutch moves towards the first torque transmission position with a step length, and acquire the load gradient factor when it is determined from the first engine speed that the current clutch position has reached the first torque transmission position.

[0111] The starting control module 330 is used to adjust the first torque transmission position according to the load gradient factor to obtain a second torque transmission position, so as to control the clutch to engage to the minimum clutch engagement position according to the second torque transmission position.

[0112] Optionally, the clutch start control device further includes:

[0113] The cumulative counting module is used to execute the following: if the speed of the first engine is less than the engine anti-shutdown speed, control the clutch to disengage to a position other than the set slip point, and simultaneously accumulate the count.

[0114] If the first engine speed is greater than or equal to the engine anti-shutdown speed, then continue to determine whether the current clutch position has reached the first torque transmission position.

[0115] Optionally, the clutch start control device further includes:

[0116] The step size storage module is used to determine a second step size based on the first step size if the cumulative count exceeds the set count number, and store the second step size in the set memory;

[0117] Wherein, the second step length is less than the first step length.

[0118] Optionally, obtain the load slope factor, specifically used for:

[0119] The second engine speed is obtained after the current clutch position reaches the first torque transmission position, and it is determined whether the difference between the second engine speed and the input shaft speed is less than a set speed threshold.

[0120] If the speed is determined to be less than the set speed threshold, the clutch is controlled to engage at the minimum engagement position.

[0121] If the speed is greater than or equal to the set speed threshold, the load gradient factor is obtained.

[0122] Optionally, when adjusting the first torque transmission position according to the load gradient factor, the method further includes:

[0123] Determine whether the cumulative timing time since the adjustment of the first torque transmission position based on the load slope factor exceeds a set time length threshold, and determine whether to adjust the load slope factor based on the result of determining whether the set time length threshold is exceeded.

[0124] Optionally, the load slope factor can be adjusted based on whether a set time threshold has been exceeded. This is specifically used for:

[0125] If it is determined that the set time length threshold has been exceeded, then the current engine speed is obtained;

[0126] If the current engine speed is greater than the engine anti-shutdown speed, and the difference between the current engine speed and the engine anti-shutdown speed is less than a set speed threshold, then the clutch is controlled to engage to the minimum engagement position.

[0127] If the current engine speed is less than or equal to the engine anti-shutdown speed, or the difference between the current engine speed and the engine anti-shutdown speed is greater than or equal to the set speed threshold, then the load gradient factor is adjusted based on the first time correction factor.

[0128] If it is determined that the set time length threshold has not been exceeded, a second time correction factor is determined, and the load slope factor is adjusted according to the second time correction factor.

[0129] Optionally, the clutch start control device further includes:

[0130] The speed determination module is used to determine whether the difference between the current engine speed and the input shaft speed is less than a set speed threshold. If it is determined that the difference is less than the set speed threshold, the clutch is controlled to engage to the minimum clutch engagement position.

[0131] The clutch start control device provided in the embodiments of the present invention can execute the clutch start control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the clutch start control method.

[0132] Example 4

[0133] Figure 4 A schematic diagram of a vehicle 410, which can be used to implement embodiments of the present invention, is shown. The vehicle includes various forms of digital computers, such as laptops, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframes, and other suitable computers. The vehicle may also include various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as 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.

[0134] like Figure 4 As shown, vehicle 410 includes at least one processor 411 and a memory, such as read-only memory (ROM 412) or random access memory (RAM 413), communicatively connected to the at least one processor 411. The memory stores computer programs executable by the at least one processor. The processor 411 can perform various appropriate actions and processes based on the computer program stored in the read-only memory (ROM 412) or the computer program loaded from storage unit 418 into the random access memory (RAM 413). The RAM 413 can also store various programs and data required for the operation of vehicle 410. The processor 411, ROM 412, and RAM 413 are interconnected via bus 414. An I / O (input / output) interface 415 is also connected to bus 414.

[0135] Multiple components in vehicle 410 are connected to I / O interface 415, including: input unit 416, such as keyboard, mouse, etc.; output unit 417, such as various types of displays, speakers, etc.; storage unit 418, such as disk, optical disk, etc.; and communication unit 419, such as network card, modem, wireless transceiver, etc. Communication unit 419 allows vehicle 410 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0136] Processor 411 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 411 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, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 411 performs the various methods and processes described above, such as the clutch start-up control method.

[0137] In some embodiments, the clutch start-up control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 418. In some embodiments, part or all of the computer program may be loaded and / or installed on vehicle 410 via ROM 412 and / or communication unit 419. When the computer program is loaded into RAM 413 and executed by processor 411, one or more steps of the clutch start-up control method described above may be performed. Alternatively, in other embodiments, processor 411 may be configured to perform the clutch start-up control method by any other suitable means (e.g., by means of firmware).

[0138] 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.

[0139] 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.

[0140] 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.

[0141] To provide interaction with the user, the systems and technologies described herein can be implemented in a vehicle 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 vehicle. 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).

[0142] 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.

[0143] 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.

[0144] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0145] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A clutch start-up control method, characterized in that, include: When the vehicle starts by relying on clutch slippage, after determining that the difference between the initial clutch position and the clutch slippage point position is less than a set threshold position, the clutch is controlled to move towards the first torque transmission position by a step length. While the clutch moves towards the first torque transmission position by one step length, the first engine speed is acquired, and when it is determined from the first engine speed that the current clutch position has reached the first torque transmission position, the load gradient factor is acquired; wherein, acquiring the load gradient factor includes: acquiring the second engine speed after the current clutch position reaches the first torque transmission position, and determining whether the difference between the second engine speed and the input shaft speed is less than a set speed threshold; if it is determined to be less than the set speed threshold, the clutch is controlled to engage to the minimum clutch engagement position; if it is determined to be greater than or equal to the set speed threshold, the load gradient factor is acquired; The first torque transmission position is adjusted according to the load slope factor to obtain the second torque transmission position, so as to control the clutch to engage to the minimum clutch engagement position according to the second torque transmission position.

2. The clutch start-up control method according to claim 1, characterized in that, After acquiring the first engine speed while the clutch moves to the first torque transmission position in one step length, the process also includes: If the speed of the first engine is less than the engine anti-shutdown speed, the clutch is controlled to disengage beyond the set slip point position, and the number of times is accumulated. If the first engine speed is greater than or equal to the engine anti-shutdown speed, then continue to determine whether the current clutch position has reached the first torque transmission position.

3. The clutch start-up control method according to claim 2, characterized in that, The clutch start-up control method further includes: If the cumulative count exceeds the set count, then the second step length is determined based on the first step length, and the second step length is stored in the set memory; Wherein, the second step length is less than the first step length.

4. The clutch start-up control method according to claim 1, characterized in that, When adjusting the first torque transmission position according to the load gradient factor, the method further includes: Determine whether the cumulative timing time since the adjustment of the first torque transmission position based on the load slope factor exceeds a set time length threshold, and determine whether to adjust the load slope factor based on the result of determining whether the set time length threshold is exceeded.

5. The clutch start-up control method according to claim 4, characterized in that, Based on whether the set time threshold has been exceeded, a decision is made as to whether to adjust the load slope factor, including: If it is determined that the set time length threshold has been exceeded, the current engine speed is obtained; If the current engine speed is greater than the engine anti-shutdown speed, and the difference between the current engine speed and the engine anti-shutdown speed is less than a set speed threshold, then the clutch is controlled to engage to the minimum engagement position. If the current engine speed is less than or equal to the engine anti-shutdown speed, or the difference between the current engine speed and the engine anti-shutdown speed is greater than or equal to the set speed threshold, then the load gradient factor is adjusted based on the first time correction factor. If it is determined that the set time length threshold has not been exceeded, a second time correction factor is determined, and the load slope factor is adjusted according to the second time correction factor.

6. The clutch start-up control method according to claim 5, characterized in that, Before controlling the clutch to engage to the minimum engagement position, the following steps are also included: Determine whether the difference between the current engine speed and the input shaft speed is less than a set speed threshold. If it is determined to be less than the set speed threshold, control the clutch to engage to the minimum clutch engagement position.

7. A clutch starting control device, characterized in that, include: The clutch movement control module is used to determine that when the difference between the initial clutch position and the clutch slip point position is less than a set threshold position, when the vehicle starts by relying on clutch slip, it controls the clutch to move towards the first torque transmission position by a step length. The correction factor acquisition module is used to acquire the first engine speed while the clutch moves towards the first torque transmission position in one step length, and to acquire the load slope factor when it is determined from the first engine speed that the current clutch position has reached the first torque transmission position. Specifically, acquiring the load slope factor is used to: acquire the second engine speed after the current clutch position reaches the first torque transmission position, and determine whether the difference between the second engine speed and the input shaft speed is less than a set speed threshold; if it is determined to be less than the set speed threshold, control the clutch to engage to the minimum clutch engagement position; if it is determined to be greater than or equal to the set speed threshold, acquire the load slope factor. The starting control module is used to adjust the first torque transmission position according to the load gradient factor to obtain a second torque transmission position, so as to control the clutch to engage to the minimum clutch engagement position according to the second torque transmission position.

8. A vehicle, characterized in that, The vehicles include: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, 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 clutch start control 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 clutch start control method according to any one of claims 1-6.

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