Clutch disengagement control method and device

Abstract

The application relates to the technical field of new energy vehicles, in particular to a clutch separation control method and device. The method comprises the following steps: when the clutch is in a separation control activation state and a hydraulic actuator is in a normal operation state, determining a clutch separation level according to driver operation information and calculating a current clutch target pressure; under different clutch separation levels, different clutch separation control modes are adopted to calculate corresponding current clutch motor target voltages based on the current clutch target pressure; and the motor of the clutch is controlled to operate according to the current clutch motor target voltage. The method can better adapt to different driving styles and driving conditions.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a clutch disengagement control method and device. Background Technology

[0002] With the continuous improvement of technology and living standards, hybrid vehicles based on new energy technologies are gradually becoming the first choice for consumers. In order to eliminate the negative effects of traditional mechanical oil pumps, such as high fuel consumption, large size, high cost, and high noise, electro-hydraulic actuators composed of brushless direct current motors (BLDC) and motor oil pumps have emerged.

[0003] The electro-hydraulic actuator controlling the hybrid power system can achieve clutch engagement and disengagement, thereby completing the series-parallel mode switching of the hybrid power system. During the parallel-to-series mode switching process of the hybrid power system, the adaptability of the clutch disengagement control directly reflects the performance quality of the hybrid power system.

[0004] For example, if the clutch disengages too slowly, the engine speed will drop rapidly, posing a risk of damage to hybrid system components; if the clutch disengages too quickly, the engine speed will rise unexpectedly, posing a risk of clutch burnout. Summary of the Invention

[0005] Based on this, a clutch disengagement control method and device are provided to adapt to different driving conditions.

[0006] Firstly, a clutch disengagement control method is provided, the method comprising:

[0007] When the clutch is in the disengagement control active state and the hydraulic actuator is in the normal operating state, the clutch disengagement level is determined based on the driver's operation information, and the current clutch target pressure is calculated;

[0008] Under different clutch disengagement levels, the corresponding current clutch motor target voltage is calculated based on the current clutch target pressure using different clutch disengagement control methods.

[0009] The clutch motor is controlled to operate based on the current target voltage of the clutch motor.

[0010] In conjunction with the first aspect, in the first possible implementation of the first aspect, the clutch disengagement level is one of clutch first-level disengagement, clutch second-level disengagement, and clutch third-level disengagement, and the urgency of clutch first-level disengagement, clutch second-level disengagement, and clutch third-level disengagement gradually increases;

[0011] The steps for calculating the corresponding current clutch motor target voltage based on different clutch disengagement control methods under different clutch disengagement levels include:

[0012] When the clutch disengagement level is the first-level clutch disengagement, the corresponding current clutch motor target voltage is calculated based on the current clutch target pressure using a clutch closed-loop disengagement control method.

[0013] When the clutch disengagement level is the clutch level two disengagement, the corresponding current clutch motor target voltage is calculated based on the current clutch target pressure using a clutch semi-closed-loop disengagement control method.

[0014] When the clutch disengagement level is the third-level clutch disengagement, the corresponding current clutch motor target voltage is calculated based on the current clutch target pressure using the clutch open-loop disengagement control method.

[0015] In conjunction with the first possible implementation of the first aspect, in the second possible implementation of the first aspect, the step of calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch closed-loop disengagement control method includes:

[0016] Obtain the current actual clutch pressure, the current transmission oil temperature, and the historical clutch pressure difference, wherein the historical clutch pressure difference represents the difference between the clutch target pressure and the clutch actual pressure at a historical moment;

[0017] Calculate the difference between the current clutch target pressure and the current clutch actual pressure to obtain the current clutch pressure difference value;

[0018] The current incremental control coefficient is obtained by searching a preset first mapping table based on the current transmission oil temperature, wherein the first mapping table is used to represent the mapping relationship between the transmission oil temperature and the incremental control coefficient.

[0019] Based on the current clutch pressure difference, the historical clutch pressure difference, and the current control coefficient, the corresponding current clutch motor target voltage is calculated using an incremental PID control algorithm.

[0020] In conjunction with the first possible implementation of the first aspect, in the third possible implementation of the first aspect, the step of calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch semi-closed-loop disengagement control method includes:

[0021] The system obtains the current transmission oil temperature, the current actual clutch pressure, and the historical clutch pressure difference, wherein the historical clutch pressure difference represents the difference between the clutch target pressure and the clutch actual pressure at a historical moment.

[0022] The current clutch motor base voltage is obtained by looking up the current clutch target pressure and the current transmission oil temperature in a preset second mapping table. The second mapping table is used to represent the mapping relationship between clutch target pressure, transmission oil temperature and clutch motor base voltage.

[0023] Calculate the difference between the current clutch target pressure and the current clutch actual pressure to obtain the current clutch pressure difference value;

[0024] The current position control coefficient is obtained by looking up the current transmission fluid temperature in a preset third mapping table. The third mapping table is used to represent the mapping relationship between the transmission fluid temperature and the position control coefficient.

[0025] Based on the current clutch pressure difference, the historical clutch pressure difference, and the current position control coefficient, the current clutch motor compensation voltage is calculated using a position PID control algorithm.

[0026] Calculate the sum of the current clutch motor base voltage and the current clutch motor compensation voltage to obtain the corresponding current clutch motor target voltage.

[0027] In conjunction with the first possible implementation of the first aspect, in the fourth possible implementation of the first aspect, the step of calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch open-loop disengagement control method includes:

[0028] Get the current transmission oil temperature and the rate of change of the current vehicle speed;

[0029] The current clutch motor base voltage is obtained by looking up the current clutch target pressure and the current transmission oil temperature in a preset second mapping table. The second mapping table is used to represent the mapping relationship between clutch target pressure, transmission oil temperature and clutch motor base voltage.

[0030] The current target voltage influence factor coefficient is obtained by searching in a preset fourth mapping table based on the current vehicle speed change rate. The fourth mapping table is used to represent the relationship between the vehicle speed change rate and the target voltage influence factor coefficient.

[0031] Calculate the product of the current clutch motor base voltage and the current target voltage influence factor coefficient to obtain the corresponding current clutch motor target voltage.

[0032] In conjunction with the first aspect, in the fifth possible implementation of the first aspect, the step of determining the clutch disengagement level based on driver operation information includes:

[0033] Upon receiving the driver's operation information, the corresponding accelerator pedal opening information or brake pedal opening information is obtained;

[0034] The driving intention is determined based on the accelerator pedal opening information or the brake pedal opening information, wherein the driving intention is one of the following: slight acceleration, medium acceleration, rapid acceleration, slight deceleration, medium deceleration, and rapid deceleration.

[0035] When the driving intention is to slightly accelerate or slightly decelerate, the clutch disengagement level is determined to be clutch level one disengagement;

[0036] When the driving intention is medium acceleration or medium deceleration, the clutch disengagement level is determined to be clutch level two disengagement;

[0037] When the driving intention is to accelerate rapidly or decelerate rapidly, the clutch disengagement level is determined to be clutch level three disengagement.

[0038] In conjunction with the first aspect, in the sixth possible implementation of the first aspect, the step of calculating the current clutch target pressure includes:

[0039] The actual crankshaft torque is calculated based on the collected engine flywheel torque, generator actual torque, and preset transmission ratio between the engine and generator.

[0040] The current clutch compensation torque is obtained by searching the preset fifth mapping table based on the current vehicle speed and the speed difference between the clutch master and driven discs. The fifth mapping table is used to represent the mapping relationship between vehicle speed, the speed difference between the clutch master and driven discs and the clutch compensation torque.

[0041] The sum of the actual crankshaft torque and the current clutch compensation torque is calculated to obtain the current clutch target torque;

[0042] The target clutch pressure is obtained by searching the preset sixth mapping table based on the current target clutch torque, wherein the sixth mapping table is used to represent the mapping relationship between the target clutch torque and the target clutch pressure.

[0043] In conjunction with the first possible implementation of the first aspect, in the seventh possible implementation of the first aspect, the step of determining that the clutch is in a disengagement control activated state and the hydraulic actuator is in a normal operating state includes:

[0044] When the target operating mode of the hybrid power system is series mode, the actual operating mode is parallel mode, and the current actual clutch pressure is greater than the preset clutch half-clutch pressure value, the clutch is determined to be in the separation control activated state; otherwise, the clutch is determined to be in the separation control frozen state.

[0045] When the current transmission oil temperature is not less than the preset first temperature threshold or the current clutch outlet temperature is not less than the preset second temperature threshold, the hydraulic actuator is determined to be in an over-temperature fault state and the process jumps to the step of using the clutch open-loop separation control mode.

[0046] When the fault level of the clutch motor exceeds the preset fault level or the clutch pressure sensor is in a fault state, the hydraulic actuator is determined to be in a clutch system fault state and the process jumps to the step of using the clutch open-loop separation control mode.

[0047] When the conditions for determining the over-temperature fault state and the clutch system fault state are not met, the hydraulic actuator is determined to be in normal operating condition.

[0048] In conjunction with the first possible implementation of the first aspect, in the eighth possible implementation of the first aspect, the step of controlling the operation of the clutch motor according to the current clutch motor target voltage includes:

[0049] Determine whether the current target voltage of the clutch motor is less than zero;

[0050] If so, the motor controlling the clutch rotates in the reverse direction to cause the hydraulic actuator to pump out oil.

[0051] If not, the motor controlling the clutch operates according to the current clutch motor target voltage, and the actual clutch pressure and engine speed are collected again;

[0052] When the actual clutch pressure collected again does not exceed the preset clutch half-engagement point pressure value and the actual engine speed is not less than the preset speed threshold, the clutch disengagement control mode is determined to be successfully executed.

[0053] Otherwise, if the clutch disengagement control mode fails, the process will switch to the clutch open-loop disengagement control mode and trigger the jump count. After the jump count reaches the preset threshold, the hybrid power system fault flag will be triggered and the fault alarm light will be turned on.

[0054] Secondly, a clutch disengagement control device is provided, the device including a vehicle controller, wherein the vehicle controller includes:

[0055] The preprocessing unit is used to determine the clutch disengagement level and calculate the current clutch target pressure based on the driver's operation information when the clutch is in the disengagement control activation state and the hydraulic actuator is in the normal operation state.

[0056] The control mode determination unit is used to calculate the corresponding current clutch motor target voltage based on the current clutch target pressure and different clutch separation control modes under different clutch separation levels.

[0057] An execution unit is used to control the operation of the clutch motor according to the current target voltage of the clutch motor.

[0058] The aforementioned clutch disengagement control method and device, when the clutch is in the disengagement control activated state and the hydraulic actuator is in the normal operating state, determines the clutch disengagement level based on driver operation information and calculates the current clutch target pressure; under different clutch disengagement levels, different clutch disengagement control methods are used to calculate the corresponding current clutch motor target voltage based on the current clutch target pressure; and the clutch motor is controlled to operate according to the current clutch motor target voltage. It is evident that, through the clutch disengagement control method of this application, during the process of switching from parallel mode to series mode in a hybrid power system, different clutch disengagement levels can be analyzed based on driver operation information in different driving scenarios, and then different clutch disengagement control methods are applied to different clutch disengagement levels, thereby better adapting to different driving styles and driving conditions, effectively improving the performance of the hybrid power system, and enhancing the hybrid power system's adaptability to different driving styles and driving conditions. Attached Figure Description

[0059] Figure 1 This is a flowchart illustrating a clutch disengagement control method in one embodiment;

[0060] Figure 2 This is a flowchart illustrating a clutch disengagement control method in one embodiment;

[0061] Figure 3 This is a structural block diagram of a clutch disengagement control device in one embodiment. Detailed Implementation

[0062] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0063] It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0064] The structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the implementation conditions of this application. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size should still fall within the scope of the technical content disclosed in this application, provided that they do not affect the effects and purposes that this application can produce.

[0065] The orientations or positional relationships indicated by terms such as "upper," "lower," "left," "right," "middle," "longitudinal," "lateral," "horizontal," "inner," "outer," "radial," and "circumferential" used in this specification are based on the orientations or positional relationships shown in the accompanying drawings and are used only for the purpose of simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0066] In one embodiment, such as Figure 2 As shown, a clutch disengagement control method is provided. Taking the application of this method to the vehicle control unit (HCU) of a hybrid electric vehicle as an example, the method includes the following steps:

[0067] Step 202: When the clutch is in the disengagement control activation state and the hydraulic actuator is in the normal operation state, determine the clutch disengagement level based on the driver's operation information and calculate the current clutch target pressure.

[0068] In one specific implementation, the clutch's disengagement control activation state can be determined through the following steps: The HCU acquires the target operating mode and actual operating mode of the hybrid power system, and collects the current actual clutch pressure; when the target operating mode is series mode and the actual operating mode is parallel mode, meaning the hybrid power system is about to switch from parallel to series mode, and the current actual clutch pressure is greater than a preset clutch half-engagement point pressure value, the HCU determines that the clutch is in the disengagement control activation state; otherwise, when the above conditions cannot be met simultaneously, the HCU determines that the clutch is in the disengagement control frozen state. The clutch half-engagement point pressure value represents the clutch pressure value corresponding to the critical point between disengagement and engagement, and its value can be determined through individual clutch tests.

[0069] Furthermore, to ensure the normal and efficient operation of the hybrid power system during parallel-to-series switching, the HCU can determine whether the hydraulic actuator is in normal operating condition through the following steps: The HCU collects the current transmission oil temperature or the current clutch outlet temperature. When the collected current transmission oil temperature is not lower than a preset first temperature threshold or the current clutch outlet temperature is not lower than a preset second temperature threshold, the HCU determines that the hydraulic actuator is in an over-temperature fault state and directly jumps to the step of using the clutch open-loop disengagement control method. The first and second temperature thresholds can be determined through an over-temperature fault test of the hydraulic actuator. For example, the first temperature threshold can be set to 120℃ and the second temperature threshold can be set to 140℃.

[0070] Furthermore, the HCU acquires the clutch motor fault level and the current status of the clutch pressure sensor. When the clutch motor fault level exceeds the preset fault level or the clutch pressure sensor is in a fault state, the HCU determines that the hydraulic actuator is in a clutch system fault state and jumps to the step of using the clutch open-loop disengagement control mode. Specifically, the clutch motor fault level can be the fault level of the clutch brushless DC motor. The specific determination of its fault level and the specific setting of the preset fault level can be determined through fault testing. For example, the preset fault level can be set to level 3.

[0071] When neither of the above-mentioned conditions for determining the hydraulic actuator overheating fault or the clutch system fault state is met, the HCU determines that the hydraulic actuator is in normal operating condition. After determining that the clutch is in the disengagement control activation state and the hydraulic actuator is in normal operating condition, the HCU acquires driver operation information, identifies the driving intention based on the driver operation information, and then determines the corresponding clutch disengagement level based on the driving intention. This step specifically includes: upon receiving the driver operation information, obtaining the corresponding accelerator pedal opening information or brake pedal opening information; determining the driving intention based on the accelerator pedal opening information or the brake pedal opening information, wherein the driving intention is one of slight acceleration, medium acceleration, rapid acceleration, slight deceleration, medium deceleration, and rapid deceleration; when the driving intention is slight acceleration or slight deceleration, the clutch disengagement level is determined to be clutch level one disengagement; when the driving intention is medium acceleration or medium deceleration, the clutch disengagement level is determined to be clutch level two disengagement; when the driving intention is rapid acceleration or rapid deceleration, the clutch disengagement level is determined to be clutch level three disengagement. The urgency of clutch level one disengagement, clutch level two disengagement, and clutch level three disengagement gradually increases.

[0072] In the above steps, the HCU can determine the driving intention based on at least one of the accelerator pedal opening, the rate of change of the accelerator pedal opening, and the brake pedal opening. Therefore, when receiving the driver's operation information, the HCU can obtain the corresponding accelerator pedal opening and brake master cylinder pressure, and then perform a first-order differential calculation on the accelerator pedal opening to obtain the rate of change of the accelerator pedal opening, and perform a one-dimensional lookup table on the brake master cylinder pressure to obtain the brake pedal opening. The table is a one-dimensional table of the relationship between brake master cylinder pressure and brake pedal opening determined by bench testing.

[0073] Furthermore, the HCU determines the driving intention based on at least one of the accelerator pedal opening, the rate of change of the accelerator pedal opening, and the brake pedal opening. Specifically, this may include: when the rate of change of the accelerator pedal opening is greater than or equal to a preset first rate of change threshold and less than a preset second rate of change threshold, the HCU determines the driving intention as slight acceleration; when the rate of change of the accelerator pedal opening is greater than or equal to the second rate of change threshold and less than a preset third rate of change threshold, the HCU determines the driving intention as medium acceleration; when the rate of change of the accelerator pedal opening is greater than or equal to the third rate of change threshold or the accelerator pedal opening is greater than or equal to the preset first opening threshold, the HCU determines the driving intention as moderate acceleration. The CU determines the driving intention as rapid acceleration; when the rate of change of the accelerator pedal opening is greater than the preset fourth rate of change threshold and less than or equal to the preset fifth rate of change threshold, the HCU determines the driving intention as slight deceleration; when the rate of change of the accelerator pedal opening is greater than the preset sixth rate of change threshold and less than or equal to the fourth rate of change threshold, or when the brake pedal opening is greater than the preset second opening threshold and less than or equal to the preset third opening threshold, the HCU determines the driving intention as medium deceleration; when the rate of change of the accelerator pedal opening is less than or equal to the sixth rate of change threshold or when the brake pedal opening is greater than the third opening threshold, the HCU determines the driving intention as rapid deceleration.

[0074] The aforementioned first rate of change threshold, second rate of change threshold, third rate of change threshold, first opening threshold, fourth rate of change threshold, fifth rate of change threshold, sixth rate of change threshold, second opening threshold, and third opening threshold can all be determined through desktop simulation and real vehicle testing. For example, the first rate of change threshold can be set to 50% / s, the second rate of change threshold to 300% / s, the third rate of change threshold to 600% / s, the first opening threshold to 95%, the fourth rate of change threshold to -300% / s, the fifth rate of change threshold to -50% / s, the sixth rate of change threshold to -600% / s, the second opening threshold to 0%, and the third opening threshold to 40%.

[0075] In one specific implementation, the step of calculating the current clutch target pressure includes: calculating the actual crankshaft torque based on the collected engine flywheel torque, the actual generator torque, and a preset transmission ratio between the engine and generator; searching in a preset fifth mapping table based on the collected current vehicle speed and the speed difference between the clutch primary and driven discs to obtain the current clutch compensation torque, wherein the fifth mapping table is used to represent the mapping relationship between vehicle speed, the speed difference between the clutch primary and driven discs, and the clutch compensation torque; calculating the sum of the actual crankshaft torque and the current clutch compensation torque to obtain the current clutch target torque; and searching in a preset sixth mapping table based on the current clutch target torque to obtain the current clutch target pressure, wherein the sixth mapping table is used to represent the mapping relationship between the clutch target torque and the clutch target pressure.

[0076] It should be noted that the mathematical expressions used to calculate the actual crankshaft torque in the above steps include: Tq CrkSftAct =Tq EngAct +Tq GcuAct ×r Gcu , among which, Tq CrkSftAct Tq represents the actual crankshaft torque. EngAct Tq represents the torque at the engine flywheel end. GcuAct r is the actual torque of the generator. Gcu Let n be the transmission speed ratio between the engine and the generator. The speed difference between the clutch driving and driven plates can be determined using the following mathematical expression: n CluDiff =(n FmcuAct / r Fmcu )×r EngTrsm -n EngAct , where n CluDiff n is the speed difference between the clutch driving and driven discs. FmcuAct r is the actual speed of the front drive motor. Fmcu For the transmission speed ratio of the front drive motor, r EngTrsm For the transmission ratio of the engine, n EngAct The first table represents the actual engine speed. The fifth mapping table is a two-dimensional table showing the relationship between vehicle speed, the speed difference between the clutch master and driven discs, and the clutch compensation torque, determined through desktop simulation analysis and real vehicle testing. The sixth mapping table is a one-dimensional table showing the relationship between clutch pressure and clutch torque, determined through clutch bench testing.

[0077] Step 204: Under different clutch disengagement levels, calculate the corresponding current clutch motor target voltage based on the current clutch target pressure using different clutch disengagement control methods.

[0078] Step 202 determines that the clutch disengagement level is one of clutch level 1 disengagement, clutch level 2 disengagement, or clutch level 3 disengagement. Step 204 can then specifically include: when the clutch disengagement level is clutch level 1 disengagement, calculating the corresponding current clutch motor target voltage using a closed-loop clutch disengagement control method based on the current clutch target pressure; when the clutch disengagement level is clutch level 2 disengagement, calculating the corresponding current clutch motor target voltage using a semi-closed-loop clutch disengagement control method based on the current clutch target pressure; and when the clutch disengagement level is clutch level 3 disengagement, calculating the corresponding current clutch motor target voltage using an open-loop clutch disengagement control method based on the current clutch target pressure.

[0079] In one specific implementation, when the clutch disengagement level is the first-level clutch disengagement, the step of calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using a closed-loop clutch disengagement control method includes: obtaining the current actual clutch pressure, the current transmission oil temperature, and the historical clutch pressure difference, wherein the historical clutch pressure difference represents the difference between the clutch target pressure and the clutch actual pressure at a historical moment; calculating the difference between the current clutch target pressure and the current actual clutch pressure to obtain the current clutch pressure difference; searching in a preset first mapping table based on the current transmission oil temperature to obtain the current incremental control coefficient, wherein the first mapping table is used to represent the mapping relationship between the transmission oil temperature and the incremental control coefficient; and calculating the corresponding current clutch motor target voltage according to the incremental PID control algorithm based on the current clutch pressure difference, the historical clutch pressure difference, and the current control coefficient.

[0080] To ensure stability under clutch first-level disengagement control, the HCU can analyze the current clutch motor target voltage based on the current clutch target pressure, current clutch actual pressure, and current transmission oil temperature using an incremental PID controller. The specific steps are as follows: (1) Define input variables: The HCU sets the current clutch pressure difference e(k) at time k as the input variable. The current clutch pressure difference can be obtained from the difference between the current clutch target pressure and the current clutch actual pressure, i.e., e(k) = P CluReq (k)-P CluAct (k), e(k) is the current clutch pressure difference at time k, P CluReq (k) represents the current clutch target pressure at time k, P CluAct (k) is the actual clutch pressure at time k, and the range of e(k) is limited to [-15, 15] bar; (2) Define the output variable: HCU sets the target voltage U of the clutch motor at time k. CluReq(k) is the output variable, and U is restricted. CluReq (k) takes values ​​in the range of [0, 15]V; (3) Determine the incremental PID control coefficient: The HCU can obtain the current incremental PID control coefficient by looking up the first mapping table based on the current transmission oil temperature. The first mapping table is a one-dimensional table of the relationship between transmission oil temperature and incremental PID control coefficient determined by bench testing and vehicle calibration; (4) Calculate the current clutch motor target voltage at time k based on the current incremental PID control coefficient and other parameters. The mathematical expression used includes: U CluReq (k)=k pp ·[e(k)-e(k-1)]+k pi ·e(k)+k pd ·[e(k)-2e(k-1)+e(k-2)],U CluReq (k) represents the current target voltage of the clutch motor at time k. pp k pi k pd Here, e(k) represents the current incremental PID control coefficient, e(k) represents the current clutch pressure difference at time k, e(k-1) represents the historical clutch pressure difference at time k-1, and e(k-2) represents the historical clutch pressure difference at time k-2.

[0081] Since the determination of the control increment in the incremental control algorithm is only related to the most recent deviation sampling values, the calculation error has little impact on the control calculation. Therefore, using incremental closed-loop separation control in the first-stage clutch disengagement can ensure the stability of clutch disengagement control.

[0082] In one specific implementation, when the clutch disengagement level is the second-level clutch disengagement, the step of calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch semi-closed-loop disengagement control method includes: obtaining the current transmission fluid temperature, the current actual clutch pressure, and the historical clutch pressure difference, wherein the historical clutch pressure difference represents the difference between the clutch target pressure and the actual clutch pressure at a historical moment; and searching in a preset second mapping table based on the current clutch target pressure and the current transmission fluid temperature to obtain the current clutch motor base voltage, wherein the second mapping table is used to represent the clutch target pressure, transmission fluid temperature, and clutch motor... The mapping relationship between base voltages is established; the difference between the current clutch target pressure and the current clutch actual pressure is calculated to obtain the current clutch pressure difference value; the current position control coefficient is obtained by looking up the current transmission oil temperature in a preset third mapping table, wherein the third mapping table is used to represent the mapping relationship between transmission oil temperature and position control coefficients; the current clutch motor compensation voltage is calculated according to the position PID control algorithm based on the current clutch pressure difference value, the historical clutch pressure difference value, and the current position control coefficient; the sum of the current clutch motor base voltage and the current clutch motor compensation voltage is calculated to obtain the corresponding current clutch motor target voltage.

[0083] To ensure accuracy under the second-stage clutch disengagement control, the HCU can analyze the current clutch motor target voltage based on the current clutch target pressure, current clutch actual pressure, and current transmission oil temperature, using a position-based PID controller. The specific steps are as follows: (1) Analyze the current clutch motor base voltage: The HCU can obtain the current clutch motor base voltage by looking up the second mapping table based on the current clutch target pressure and current transmission oil temperature. The second mapping table is a two-dimensional table of the relationship between clutch target pressure, transmission oil temperature, and clutch motor base voltage, determined through bench testing and vehicle calibration; (2) Clutch closed-loop control: The HCU analyzes the current clutch motor compensation voltage based on the current clutch target pressure, current clutch actual pressure, and current transmission oil temperature, using a position-based PID controller. Specifically, this includes:

[0084] (2.1) Define the input variable: The HCU sets the current clutch pressure difference value e(k) at time k as the input variable. The current clutch pressure difference value can be obtained from the difference between the current clutch target pressure and the current clutch actual pressure, that is, e(k) = P CluReq (k)-P CluAct (k), e(k) is the current clutch pressure difference at time k, P CluReq (k) represents the current clutch target pressure at time k, P CluAct(k) is the current actual clutch pressure at time k, and the value range of e(k) is limited to [0, 15] bar; (2.2) Define the output variable: HCU sets the current clutch motor compensation voltage U at time k. CluReqCmp (k) is the output variable, and U is restricted. CluReqCmp (k) takes values ​​in the range of [-15, 15]V; (2.3) Determine the positional PID control coefficient: The HCU obtains the current positional PID control coefficient k by looking up the third mapping table based on the current transmission oil temperature. p k i k d The third mapping table is a one-dimensional table of the relationship between transmission oil temperature and position-type PID control coefficients determined by bench testing; (2.4) Calculate the current clutch motor compensation voltage at time k based on parameters such as the current position-type PID control coefficients, wherein the mathematical expressions used include: U CluReqCmp (k) represents the current clutch motor compensation voltage at time k. p k i k d Here, e(k) represents the PID control coefficient for the current position, e(k) represents the current clutch voltage difference at time k, and e(k-1) represents the historical clutch voltage difference at time k-1.

[0085] (3) Calculate the current clutch motor target voltage: HCU uses the current clutch motor compensation voltage U at time k. CluReqCmp (k) The current clutch motor base voltage U at time k CluReqBase (k) is corrected to obtain the compensated current clutch motor target voltage U at time k. CluReq (k), where the current target voltage U of the clutch motor CluReq (k) represents the current clutch motor compensation voltage U at time k. CluReqCmp (k) and the current clutch motor base voltage U CluReqBase The sum of (k).

[0086] In one specific implementation, when the clutch disengagement level is clutch level three disengagement, the step of calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch open-loop disengagement control method includes: obtaining the current transmission fluid temperature and the current vehicle speed change rate; searching in a preset second mapping table according to the current clutch target pressure and the current transmission fluid temperature to obtain the current clutch motor base voltage, wherein the second mapping table is used to represent the mapping relationship between the clutch target pressure, transmission fluid temperature, and clutch motor base voltage; searching in a preset fourth mapping table according to the current vehicle speed change rate to obtain the current target voltage influence factor coefficient, wherein the fourth mapping table is used to represent the relationship between the vehicle speed change rate and the target voltage influence factor coefficient; and calculating the product of the current clutch motor base voltage and the current target voltage influence factor coefficient to obtain the corresponding current clutch motor target voltage.

[0087] To ensure rapid response under the three-stage clutch disengagement control, the HCU analyzes the current clutch motor target voltage based on the current clutch target voltage, current transmission oil temperature, and current vehicle speed change rate, and based on the open-loop controller. The specific steps are as follows: (1) Determine the current target voltage influence factor coefficient: The HCU calculates the current vehicle speed change rate using the first-order derivative based on the current vehicle speed, and obtains the current target voltage influence factor coefficient by looking up the fourth mapping table based on the current vehicle speed change rate. The fourth mapping table is a one-dimensional table on the relationship between the vehicle speed change rate and the target voltage influence factor coefficient determined through desktop simulation analysis and real vehicle testing, as shown in Table 1:

[0088] Target voltage influence factor coefficient 1 0.9 0.8 0.6 -1 -1 -1.5 -2

[0089] (2) Analyze the current clutch motor base voltage: The HCU can obtain the current clutch motor base voltage by looking up the second mapping table based on the current clutch target pressure and the current transmission oil temperature. The second mapping table is a two-dimensional table of the relationship between clutch target pressure, transmission oil temperature and clutch motor base voltage determined by bench testing and vehicle calibration; (3) Calculate the current clutch motor target voltage: The HCU calculates the current clutch motor target voltage based on the product of the current clutch motor base voltage and the current target voltage influence factor coefficient.

[0090] Step 206: Control the operation of the clutch motor according to the current target voltage of the clutch motor.

[0091] In one specific implementation, step 206 specifically includes: determining whether the current clutch motor target voltage is less than zero; if yes, controlling the clutch motor to rotate in the reverse direction to cause the hydraulic actuator to back-pull out oil; if no, controlling the clutch motor to operate according to the current clutch motor target voltage, and again collecting the actual clutch pressure and the actual engine speed; when the re-collected actual clutch pressure does not exceed the preset clutch half-engagement point pressure value and the actual engine speed is not less than the preset speed threshold, determining that the clutch disengagement control mode has been successfully executed; otherwise, determining that the clutch disengagement control mode has failed, jumping to the step of using the clutch open-loop disengagement control mode and triggering the jump count, and after the jump count reaches the preset count threshold, triggering the hybrid power system fault flag and turning on the fault alarm light. Specifically, the clutch motor can be a brushless direct current motor (BLDC), the preset speed threshold can be set to 800 rpm, and the preset count threshold can be set to 3 times.

[0092] Figure 2 The diagram illustrates the execution flow of a clutch disengagement control method in one embodiment. In practice, the system first collects signals such as accelerator pedal opening, brake pedal opening, actual clutch pressure, and transmission oil temperature for subsequent steps. Then, it determines whether the clutch is in an active disengagement control state. If not, it continues to determine; if so, it determines whether the hydraulic actuator is in normal operation. If not, it directly jumps to the step of using the open-loop clutch disengagement control mode. If so, it identifies the driving intention. Based on the driving intention, it determines the clutch disengagement level and calculates the current clutch target pressure. Then, at different clutch disengagement levels, different clutch disengagement control methods are used according to the current clutch target pressure: for level one clutch disengagement, a closed-loop clutch disengagement control method is used; for level two clutch disengagement, a semi-closed-loop clutch disengagement control method is used; and for level three clutch disengagement, an open-loop clutch disengagement control method is used. After executing the clutch disengagement control steps, it determines whether the clutch disengagement control was successfully executed. If so, the clutch disengagement control ends; otherwise, it jumps to the step of using the open-loop clutch disengagement control mode.

[0093] In summary, the clutch disengagement control method of this application can analyze different clutch disengagement levels based on the driver's operation information in different driving scenarios during the parallel-to-series mode switching process of the hybrid power system. Then, different clutch disengagement control methods are adopted for different clutch disengagement levels, thereby better adapting to different driving styles and driving conditions, effectively improving the performance of the hybrid power system, and enhancing the adaptability of the hybrid power system to different driving styles and driving conditions.

[0094] It should be understood that, although Figure 1-2 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figure 1-2 At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

[0095] In one embodiment, such as Figure 3 As shown, a clutch disengagement control device is provided, including a vehicle controller, wherein the vehicle controller includes:

[0096] The preprocessing unit is used to determine the clutch disengagement level and calculate the current clutch target pressure based on the driver's operation information when the clutch is in the disengagement control activation state and the hydraulic actuator is in the normal operation state.

[0097] The control mode determination unit is used to calculate the corresponding current clutch motor target voltage based on the current clutch target pressure and different clutch separation control modes under different clutch separation levels.

[0098] An execution unit is used to control the operation of the clutch motor according to the current target voltage of the clutch motor.

[0099] In one specific implementation, the clutch disengagement level is one of clutch level 1 disengagement, clutch level 2 disengagement, and clutch level 3 disengagement, and the urgency of clutch level 1 disengagement, clutch level 2 disengagement, and clutch level 3 disengagement gradually increases; the control mode determination unit is used to calculate the corresponding current clutch motor target voltage based on the current clutch target pressure using different clutch disengagement control modes under different clutch disengagement levels, including: when the clutch disengagement level is clutch level 1 disengagement, calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch closed-loop disengagement control mode; when the clutch disengagement level is clutch level 2 disengagement, calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch semi-closed-loop disengagement control mode; when the clutch disengagement level is clutch level 3 disengagement, calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch open-loop disengagement control mode.

[0100] In one specific implementation, the control mode determination unit is used to calculate the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch closed-loop disengagement control mode. This includes: acquiring the current actual clutch pressure, the current transmission oil temperature, and the historical clutch pressure difference, wherein the historical clutch pressure difference represents the difference between the clutch target pressure and the actual clutch pressure at a historical moment; calculating the difference between the current clutch target pressure and the current actual clutch pressure to obtain the current clutch pressure difference; searching in a preset first mapping table based on the current transmission oil temperature to obtain the current incremental control coefficient, wherein the first mapping table represents the mapping relationship between the transmission oil temperature and the incremental control coefficient; and calculating the corresponding current clutch motor target voltage according to an incremental PID control algorithm based on the current clutch pressure difference, the historical clutch pressure difference, and the current control coefficient.

[0101] In one specific implementation, the control mode determination unit is used to calculate the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch semi-closed-loop disengagement control mode. This includes: acquiring the current transmission fluid temperature, the current actual clutch pressure, and a historical clutch pressure difference, wherein the historical clutch pressure difference represents the difference between the clutch target pressure and the actual clutch pressure at a historical moment; searching in a preset second mapping table based on the current clutch target pressure and the current transmission fluid temperature to obtain the current clutch motor base voltage, wherein the second mapping table represents the mapping relationship between the clutch target pressure, transmission fluid temperature, and clutch motor base voltage; calculating the difference between the current clutch target pressure and the current actual clutch pressure to obtain the current clutch pressure difference; searching in a preset third mapping table based on the current transmission fluid temperature to obtain the current position-based control coefficient, wherein the third mapping table represents the mapping relationship between the transmission fluid temperature and the position-based control coefficient; calculating the current clutch motor compensation voltage according to a position-based PID control algorithm based on the current clutch pressure difference, the historical clutch pressure difference, and the current position-based control coefficient; and calculating the sum of the current clutch motor base voltage and the current clutch motor compensation voltage to obtain the corresponding current clutch motor target voltage.

[0102] In one specific implementation, the control mode determination unit is used to calculate the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch open-loop disengagement control mode. This includes: obtaining the current transmission fluid temperature and the current vehicle speed change rate; searching in a preset second mapping table based on the current clutch target pressure and the current transmission fluid temperature to obtain the current clutch motor base voltage, wherein the second mapping table represents the mapping relationship between the clutch target pressure, transmission fluid temperature, and clutch motor base voltage; searching in a preset fourth mapping table based on the current vehicle speed change rate to obtain the current target voltage influence factor coefficient, wherein the fourth mapping table represents the relationship between the vehicle speed change rate and the target voltage influence factor coefficient; and calculating the product of the current clutch motor base voltage and the current target voltage influence factor coefficient to obtain the corresponding current clutch motor target voltage.

[0103] In one specific implementation, the preprocessing unit is used to determine the clutch disengagement level based on driver operation information, including: upon receiving the driver operation information, obtaining corresponding accelerator pedal opening information or brake pedal opening information; determining the driving intention based on the accelerator pedal opening information or the brake pedal opening information, wherein the driving intention is one of slight acceleration, medium acceleration, rapid acceleration, slight deceleration, medium deceleration, and rapid deceleration; when the driving intention is slight acceleration or slight deceleration, determining the clutch disengagement level as clutch level one disengagement; when the driving intention is medium acceleration or medium deceleration, determining the clutch disengagement level as clutch level two disengagement; and when the driving intention is rapid acceleration or rapid deceleration, determining the clutch disengagement level as clutch level three disengagement.

[0104] In one specific implementation, the preprocessing unit's step of calculating the current clutch target pressure includes: calculating the actual crankshaft torque based on the collected engine flywheel torque, the actual generator torque, and a preset transmission ratio between the engine and generator; searching in a preset fifth mapping table based on the collected current vehicle speed and the speed difference between the clutch primary and driven discs to obtain the current clutch compensation torque, wherein the fifth mapping table represents the mapping relationship between vehicle speed, the speed difference between the clutch primary and driven discs, and the clutch compensation torque; calculating the sum of the actual crankshaft torque and the current clutch compensation torque to obtain the current clutch target torque; and searching in a preset sixth mapping table based on the current clutch target torque to obtain the current clutch target pressure, wherein the sixth mapping table represents the mapping relationship between the clutch target torque and the clutch target pressure.

[0105] In one specific implementation, the preprocessing unit is used to determine the steps of the clutch being in a disengagement control activated state and the hydraulic actuator being in a normal operating state, including: when the target operating mode of the hybrid power system is series mode, the actual operating mode is parallel mode, and the current actual clutch pressure is greater than a preset clutch half-clutch point pressure value, the clutch is determined to be in a disengagement control activated state; otherwise, the clutch is determined to be in a disengagement control frozen state; when the current transmission oil temperature is not less than a preset first temperature threshold or the current clutch outlet temperature is not less than a preset second temperature threshold, the hydraulic actuator is determined to be in an over-temperature fault state and the process jumps to the clutch open-loop disengagement control mode; when the clutch motor fault level exceeds a preset fault level or the clutch pressure sensor is in a fault state, the hydraulic actuator is determined to be in a clutch system fault state and the process jumps to the clutch open-loop disengagement control mode; when the conditions for determining the over-temperature fault state and the clutch system fault state are not met, the hydraulic actuator is determined to be in a normal operating state.

[0106] In one specific implementation, the step of the execution unit controlling the operation of the clutch motor according to the current clutch motor target voltage includes: determining whether the current clutch motor target voltage is less than zero; if yes, controlling the clutch motor to rotate in the reverse direction to cause the hydraulic actuator to back-pull out oil; if no, controlling the clutch motor to operate according to the current clutch motor target voltage, and collecting the actual clutch pressure and the actual engine speed again; when the collected actual clutch pressure does not exceed the preset clutch half-clutch point pressure value and the actual engine speed is not less than the preset speed threshold, determining that the clutch disengagement control mode is successfully executed; otherwise, determining that the clutch disengagement control mode is unsuccessful, jumping to the step of using the clutch open-loop disengagement control mode and triggering the jump count, and after the jump count reaches the preset count threshold, triggering the hybrid power system fault flag and turning on the fault alarm light.

[0107] Specific limitations regarding the clutch disengagement control device can be found in the limitations of the clutch disengagement control method described above, and will not be repeated here. Each module in the aforementioned clutch disengagement control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0108] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0109] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0110] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A clutch disengagement control method, characterized in that, The method includes: When the clutch is in the disengagement control activation state and the hydraulic actuator is in the normal operation state, the clutch disengagement level is determined according to the driver's operation information, and the current clutch target pressure is calculated, including: the actual crankshaft torque is calculated based on the collected engine flywheel end torque, the actual generator torque and the preset transmission ratio between the engine and the generator. The current clutch compensation torque is obtained by searching the preset fifth mapping table based on the current vehicle speed and the speed difference between the clutch master and driven discs. The fifth mapping table is used to represent the mapping relationship between vehicle speed, the speed difference between the clutch master and driven discs and the clutch compensation torque. The sum of the actual crankshaft torque and the current clutch compensation torque is calculated to obtain the current clutch target torque; The current clutch target pressure is obtained by looking up the current clutch target torque in a preset sixth mapping table, wherein the sixth mapping table is used to represent the mapping relationship between clutch target torque and clutch target pressure. Under different clutch disengagement levels, the corresponding current clutch motor target voltage is calculated based on the current clutch target pressure using different clutch disengagement control methods. The clutch motor is controlled to operate based on the current target voltage of the clutch motor.

2. The clutch disengagement control method according to claim 1, characterized in that, The clutch disengagement level is one of clutch level 1 disengagement, clutch level 2 disengagement, and clutch level 3 disengagement, and the urgency of clutch level 1 disengagement, clutch level 2 disengagement, and clutch level 3 disengagement gradually increases; The steps for calculating the corresponding current clutch motor target voltage based on different clutch disengagement control methods under different clutch disengagement levels include: When the clutch disengagement level is the first-level clutch disengagement, the corresponding current clutch motor target voltage is calculated based on the current clutch target pressure using a clutch closed-loop disengagement control method. When the clutch disengagement level is the clutch level two disengagement, the corresponding current clutch motor target voltage is calculated based on the current clutch target pressure using a clutch semi-closed-loop disengagement control method. When the clutch disengagement level is the third-level clutch disengagement, the corresponding current clutch motor target voltage is calculated based on the current clutch target pressure using the clutch open-loop disengagement control method.

3. The clutch disengagement control method according to claim 2, characterized in that, The steps for calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch closed-loop disengagement control method include: Obtain the current actual clutch pressure, the current transmission oil temperature, and the historical clutch pressure difference, wherein the historical clutch pressure difference represents the difference between the clutch target pressure and the clutch actual pressure at a historical moment; Calculate the difference between the current clutch target pressure and the current clutch actual pressure to obtain the current clutch pressure difference value; The current incremental control coefficient is obtained by searching a preset first mapping table based on the current transmission oil temperature, wherein the first mapping table is used to represent the mapping relationship between the transmission oil temperature and the incremental control coefficient. Based on the current clutch pressure difference, the historical clutch pressure difference, and the current control coefficient, the corresponding current clutch motor target voltage is calculated using an incremental PID control algorithm.

4. The clutch disengagement control method according to claim 2, characterized in that, The steps for calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using a clutch semi-closed-loop disengagement control method include: The system obtains the current transmission oil temperature, the current actual clutch pressure, and the historical clutch pressure difference, wherein the historical clutch pressure difference represents the difference between the clutch target pressure and the clutch actual pressure at a historical moment. The current clutch motor base voltage is obtained by looking up the current clutch target pressure and the current transmission oil temperature in a preset second mapping table. The second mapping table is used to represent the mapping relationship between clutch target pressure, transmission oil temperature and clutch motor base voltage. Calculate the difference between the current clutch target pressure and the current clutch actual pressure to obtain the current clutch pressure difference value; The current position control coefficient is obtained by looking up the current transmission fluid temperature in a preset third mapping table. The third mapping table is used to represent the mapping relationship between the transmission fluid temperature and the position control coefficient. Based on the current clutch pressure difference, the historical clutch pressure difference, and the current position control coefficient, the current clutch motor compensation voltage is calculated using a position PID control algorithm. Calculate the sum of the current clutch motor base voltage and the current clutch motor compensation voltage to obtain the corresponding current clutch motor target voltage.

5. The clutch disengagement control method according to claim 2, characterized in that, The steps for calculating the corresponding current clutch motor target voltage based on the current clutch target pressure using the clutch open-loop disengagement control method include: Get the current transmission oil temperature and the rate of change of the current vehicle speed; The current clutch motor base voltage is obtained by looking up the current clutch target pressure and the current transmission oil temperature in a preset second mapping table. The second mapping table is used to represent the mapping relationship between clutch target pressure, transmission oil temperature and clutch motor base voltage. The current target voltage influence factor coefficient is obtained by searching in a preset fourth mapping table based on the current vehicle speed change rate. The fourth mapping table is used to represent the relationship between the vehicle speed change rate and the target voltage influence factor coefficient. Calculate the product of the current clutch motor base voltage and the current target voltage influence factor coefficient to obtain the corresponding current clutch motor target voltage.

6. The clutch disengagement control method according to claim 1, characterized in that, The steps for determining the clutch disengagement level based on driver operation information include: Upon receiving the driver's operation information, the corresponding accelerator pedal opening information or brake pedal opening information is obtained; The driving intention is determined based on the accelerator pedal opening information or the brake pedal opening information, wherein the driving intention is one of the following: slight acceleration, medium acceleration, rapid acceleration, slight deceleration, medium deceleration, and rapid deceleration. When the driving intention is to slightly accelerate or slightly decelerate, the clutch disengagement level is determined to be clutch level one disengagement; When the driving intention is medium acceleration or medium deceleration, the clutch disengagement level is determined to be clutch level two disengagement; When the driving intention is to accelerate rapidly or decelerate rapidly, the clutch disengagement level is determined to be clutch level three disengagement.

7. The clutch disengagement control method according to claim 2, characterized in that, The steps to determine that the clutch is in the disengagement control active state and the hydraulic actuator is in the normal operating state include: When the target operating mode of the hybrid power system is series mode, the actual operating mode is parallel mode, and the current actual clutch pressure is greater than the preset clutch half-clutch pressure value, the clutch is determined to be in the separation control activated state; otherwise, the clutch is determined to be in the separation control frozen state. When the current transmission oil temperature is not less than the preset first temperature threshold or the current clutch outlet temperature is not less than the preset second temperature threshold, the hydraulic actuator is determined to be in an over-temperature fault state and the process jumps to the step of using the clutch open-loop separation control mode. When the fault level of the clutch motor exceeds the preset fault level or the clutch pressure sensor is in a fault state, the hydraulic actuator is determined to be in a clutch system fault state and the process jumps to the step of using the clutch open-loop separation control mode. When the conditions for determining the over-temperature fault state and the clutch system fault state are not met, the hydraulic actuator is determined to be in normal operating condition.

8. The clutch disengagement control method according to claim 2, characterized in that, The steps for controlling the operation of the clutch motor based on the current target voltage of the clutch motor include: Determine whether the current target voltage of the clutch motor is less than zero; If so, the motor controlling the clutch rotates in the reverse direction to cause the hydraulic actuator to pump out oil. If not, the motor controlling the clutch operates according to the current clutch motor target voltage, and the actual clutch pressure and engine speed are collected again; When the actual clutch pressure collected again does not exceed the preset clutch half-engagement point pressure value and the actual engine speed is not less than the preset speed threshold, the clutch disengagement control mode is determined to be successfully executed. Otherwise, if the clutch disengagement control mode fails, the process will switch to the clutch open-loop disengagement control mode and trigger the jump count. After the jump count reaches the preset threshold, the hybrid power system fault flag will be triggered and the fault alarm light will be turned on.

9. A clutch disengagement control device, characterized in that, The device includes a vehicle controller, wherein the vehicle controller includes: The preprocessing unit is used to determine the clutch disengagement level based on the driver's operation information and calculate the current clutch target pressure when the clutch is in the disengagement control activation state and the hydraulic actuator is in the normal operation state. This includes calculating the crankshaft actual torque based on the collected engine flywheel torque, generator actual torque and preset transmission ratio between the engine and generator. The current clutch compensation torque is obtained by searching the preset fifth mapping table based on the current vehicle speed and the speed difference between the clutch master and driven discs. The fifth mapping table is used to represent the mapping relationship between vehicle speed, the speed difference between the clutch master and driven discs and the clutch compensation torque. The sum of the actual crankshaft torque and the current clutch compensation torque is calculated to obtain the current clutch target torque; The current clutch target pressure is obtained by looking up the current clutch target torque in a preset sixth mapping table, wherein the sixth mapping table is used to represent the mapping relationship between clutch target torque and clutch target pressure. The control mode determination unit is used to calculate the corresponding current clutch motor target voltage based on the current clutch target pressure and different clutch separation control modes under different clutch separation levels. An execution unit is used to control the operation of the clutch motor according to the current target voltage of the clutch motor.

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