Clutch oil pressure control method, device and electronic equipment for automobile electromechanical coupling system

Abstract

The application provides a clutch oil pressure control method and device of an automobile electromechanical coupling system, an electronic device and a storage medium. The method comprises the following steps: when a first request is received, acquiring clutch output torque demand, the first request being a request of switching a pure electric mode or a series extended range mode into a parallel hybrid mode; calculating clutch oil pressure demand according to the clutch output torque demand; compensating the clutch oil pressure demand according to a compensation coefficient to obtain clutch target oil pressure; and controlling an oil pump motor to rotate so that clutch actual oil pressure reaches the clutch target oil pressure. The method can realize smooth transition of the mode switching process and ensure the smoothness, responsiveness and timeliness of power switching through accurate control of the clutch oil pressure.

Description

Technical Field

[0001] This application relates to the field of clutch hydraulic technology for electromechanical coupling systems, and more particularly to a clutch hydraulic control method, device, electronic equipment, and storage medium for an automotive electromechanical coupling system. Background Technology

[0002] Conventional automotive electromechanical coupling systems often employ a strategy of generating a fixed and relatively high clutch oil pressure using a mechanical pump and an electronic pump during gear shifting. This pressure is then output by adjusting the solenoid valve switch. Consequently, the system has high requirements for the clutch's instantaneous slip friction power and pressure resistance, leading to increased costs for the clutch and hydraulic system, high cooling and lubrication requirements, and a large size. Summary of the Invention

[0003] The main objective of this application is to provide a clutch hydraulic pressure control method, device, electronic device, and storage medium for an automotive electromechanical coupling system. The aim is to achieve a smooth transition during mode switching by precisely controlling the clutch hydraulic pressure, ensuring smooth power switching and timely response.

[0004] To achieve the above objectives, a first aspect of this application provides a clutch hydraulic pressure control method for an automotive electromechanical coupling system, the method comprising:

[0005] Upon receiving the first request, obtain the clutch output torque requirement. The first request is a request to switch from pure electric mode or series range extender mode to parallel hybrid mode.

[0006] Based on the clutch output torque requirement, the clutch oil pressure requirement is calculated.

[0007] The clutch oil pressure demand is compensated according to the compensation coefficient to obtain the clutch target oil pressure;

[0008] Control the rotation of the oil pump motor so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch.

[0009] In some embodiments, before receiving the first request, the method includes:

[0010] Determine whether the vehicle's electromechanical coupling system is in pure electric mode or series range-extended mode;

[0011] If the vehicle electromechanical coupling system is in pure electric mode or series range extender mode, it is determined whether it is necessary to switch from pure electric mode or series range extender mode to parallel hybrid mode based on at least one of the following: accelerator pedal opening signal, current vehicle speed, or state of charge of vehicle battery.

[0012] If it is determined, based on at least one of the following: accelerator pedal opening signal, current vehicle speed, or state of charge of the vehicle battery, that it is necessary to switch from pure electric mode or series range extender mode to parallel hybrid mode, the first request is generated.

[0013] In some embodiments, the calculation of the clutch oil pressure requirement based on the clutch output torque requirement is performed using the following formula:

[0014]

[0015] In the formula, P clutchReq Indicates clutch oil pressure demand, T clutchReq Indicates the clutch output torque requirement, A clutch n represents the cross-sectional area of ​​the clutch. clutchFri λ represents the coefficient of friction of the clutch friction plates. clutch This refers to the clutch slippage equivalent arm.

[0016] In some embodiments, controlling the rotation of the oil pump motor to make the actual oil pressure of the clutch reach the target oil pressure of the clutch includes:

[0017] Upon receiving the first request, the engine speed is adjusted to the first target speed, and the oil pump motor is started to rotate so that the actual oil pressure of the clutch changes to a preset oil pressure threshold. The first target speed is determined based on the current vehicle speed.

[0018] The oil pump motor is controlled to rotate so that the actual oil pressure of the clutch is maintained at the preset oil pressure threshold until the engine speed adjustment is detected to be completed. Then, the oil pump motor is controlled to rotate at the second target speed so that the actual oil pressure of the clutch changes from the preset oil pressure threshold to the clutch target oil pressure. The second target speed is determined based on the clutch target oil pressure.

[0019] In some embodiments, controlling the engine to adjust its speed to a first target speed includes:

[0020] Get the car's current speed;

[0021] Based on the current vehicle speed, the current rotational speed of the car wheels is calculated;

[0022] The first target speed of the engine is calculated based on the current speed of the car wheels and the transmission ratio from the engine to the car wheels in parallel hybrid mode.

[0023] Control the engine to adjust the speed to the first target speed.

[0024] In some embodiments, detecting whether the engine speed adjustment is complete includes:

[0025] Obtain the current engine speed and wheel end speed;

[0026] Based on the engine speed, a first speed is calculated, which is the speed at which the engine speed is transmitted to the clutch.

[0027] Based on the wheel end speed, a second speed is calculated, which is the speed at which the wheel end speed is transmitted to the clutch.

[0028] Obtain the absolute value of the difference between the first rotational speed and the second rotational speed;

[0029] When the absolute value of the difference is less than a preset speed threshold, the engine speed adjustment is determined to be complete.

[0030] In some embodiments, detecting whether the engine speed adjustment is complete includes:

[0031] Get the current engine speed;

[0032] When the current engine speed equals the first target speed, the engine speed adjustment is determined to be complete.

[0033] In some embodiments, the second target speed is determined based on the target oil pressure of the clutch using the following formula:

[0034]

[0035] In the formula, P cluch The clutch target oil pressure is represented by k, which is a coefficient, and n is n. MotorSpd V represents the second target rotational speed. Motor q represents the theoretical displacement of the oil pump. leak The value of C represents the leakage amount, ρ represents the density of the hydraulic oil, and C represents the density of the hydraulic oil. d A represents the flow coefficient. t p represents the cross-sectional area of ​​the throttling orifice. α It represents the sum of extended pressure loss and other losses.

[0036] In some embodiments, controlling the rotation of the oil pump motor to make the actual oil pressure of the clutch reach the target oil pressure of the clutch includes:

[0037] Upon receiving the first request, the engine speed is adjusted to a first target speed, which is determined based on the vehicle's current speed.

[0038] The second target speed of the oil pump motor is calculated based on the target oil pressure of the clutch;

[0039] Check whether the engine speed adjustment is complete;

[0040] When the engine speed adjustment is detected to be complete, the oil pump motor is controlled to rotate at the second target speed so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch.

[0041] In some embodiments, after controlling the rotation of the oil pump motor to bring the actual oil pressure of the clutch to the target oil pressure of the clutch, the method includes:

[0042] When the actual clutch oil pressure reaches the clutch target oil pressure, it is determined that the vehicle electromechanical coupling system is in the parallel hybrid mode;

[0043] The target oil pressure of the clutch is acquired in real time, and the corresponding target speed of the oil pump motor is calculated based on the acquired target oil pressure of the clutch.

[0044] The oil pump motor is controlled to rotate at the corresponding target speed so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch calculated in real time.

[0045] In some embodiments, after controlling the rotation of the oil pump motor to bring the actual oil pressure of the clutch to the target oil pressure of the clutch, the method includes:

[0046] When a second request is received, the oil pump motor is controlled to slow down so that the actual oil pressure of the clutch is reduced to less than a preset oil pressure threshold. The second request is a request to switch the parallel hybrid mode to pure electric mode or series range extender mode.

[0047] Return to the step of obtaining the clutch output torque requirement when the first request is received.

[0048] In some embodiments, controlling the oil pump motor to reduce its speed so that the actual oil pressure of the clutch decreases to below a preset oil pressure threshold includes:

[0049] Control the oil pump motor to reduce its speed so that the actual oil pressure of the clutch drops to 0, and then control the oil pump motor to stop rotating;

[0050] Alternatively, the oil pump motor can be controlled to slow down for a preset time, and then the oil pump motor can be controlled to stop rotating. The preset time is determined based on the preset oil pressure threshold.

[0051] To achieve the above objectives, a second aspect of this application provides a clutch hydraulic pressure control device for an automotive electromechanical coupling system, the device comprising:

[0052] The acquisition module is used to acquire the clutch output torque requirement when a first request is received, wherein the first request is a request to switch from pure electric mode or series range extender mode to parallel hybrid mode.

[0053] The calculation module is used to calculate the clutch oil pressure requirement based on the clutch output torque requirement;

[0054] The compensation module is used to compensate the clutch oil pressure demand according to the compensation coefficient to obtain the clutch target oil pressure;

[0055] The control module is used to control the rotation of the oil pump motor so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch.

[0056] To achieve the above objectives, a third aspect of this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the method described in the first aspect.

[0057] To achieve the above objectives, a fourth aspect of the present application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in the first aspect.

[0058] This application discloses a clutch hydraulic pressure control method, device, electronic equipment, and storage medium for an automotive electromechanical coupling system. The method includes: upon receiving a first request, acquiring the clutch output torque demand, wherein the first request is a request to switch from pure electric mode or series range-extended mode to parallel hybrid mode; calculating the clutch hydraulic pressure demand based on the clutch output torque demand; compensating the clutch hydraulic pressure demand according to a compensation coefficient to obtain a target clutch hydraulic pressure; and controlling the rotation of the hydraulic pump motor to ensure that the actual clutch hydraulic pressure reaches the target clutch hydraulic pressure. This method, through precise control of the clutch hydraulic pressure, enables a smooth transition during mode switching, ensuring smooth power switching and timely response. Attached Figure Description

[0059] Figure 1 This is a schematic diagram of the structure of a hybrid electric vehicle system provided in an embodiment of this application;

[0060] Figure 2 This is a schematic diagram of the electromechanical coupling system provided in the embodiments of this application;

[0061] Figure 3 This is a schematic diagram of the structure of the automotive electromechanical coupling system provided in the embodiments of this application;

[0062] Figure 4 This is a flowchart of the steps of the clutch oil pressure control method for an automotive electromechanical coupling system provided in the embodiments of this application;

[0063] Figure 5 This is a flowchart of the steps performed before receiving the first request, provided in an embodiment of this application.

[0064] Figure 6 This is a timing diagram of the mode switching process of the automotive electromechanical coupling system provided in the embodiments of this application;

[0065] Figure 7 This is a flowchart of the steps for controlling the rotation of the oil pump motor in an embodiment of this application so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch;

[0066] Figure 8 This is a flowchart of the steps for detecting whether the engine speed adjustment is completed, provided in an embodiment of this application.

[0067] Figure 9 This is another step in the process of detecting whether the engine speed adjustment is completed, as provided in the embodiments of this application.

[0068] Figure 10 This is a flowchart of another step in controlling the rotation of the oil pump motor to make the actual oil pressure of the clutch reach the target oil pressure of the clutch, according to an embodiment of this application.

[0069] Figure 11 This is a flowchart of the steps performed after controlling the rotation of the oil pump motor to make the actual oil pressure of the clutch reach the target oil pressure of the clutch, according to an embodiment of this application.

[0070] Figure 12 This is a flowchart of another step performed after controlling the rotation of the oil pump motor to make the actual oil pressure of the clutch reach the target oil pressure of the clutch, according to an embodiment of this application.

[0071] Figure 13 This is a schematic diagram of the clutch oil pressure control device of the automotive electromechanical coupling system provided in the embodiments of this application;

[0072] Figure 14 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0073] 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.

[0074] It should be noted that although functional modules are divided in the device schematic diagram and a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart. The terms "first," "second," etc., in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0075] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0076] The electromechanical coupling system is the power distribution system in a hybrid vehicle. Hybrid vehicles are driven by a combination of an internal combustion engine and an electric motor. The electromechanical coupling system is the component that combines these two power sources and then distributes the power according to different operating conditions. It is the spine of a hybrid vehicle; without it, a hybrid vehicle would be paralyzed.

[0077] GMC (GAC mechatronic coupling) is short for electromechanical coupling system, which is mainly used in plug-in or hybrid vehicles.

[0078] Reference Figure 1 , Figure 1 This is a schematic diagram of the structure of a hybrid electric vehicle system provided in an embodiment of this application. Figure 1 As shown, a typical hybrid electric vehicle system includes an engine, coupling mechanism, high-voltage battery (battery pack), vehicle controller, motor controller, coupling controller, etc. (Refer to...) Figure 2 , Figure 2 This is a schematic diagram of the electromechanical coupling system provided in an embodiment of this application. Figure 2 As shown, the electromechanical coupling system integrates the generator, drive motor, clutch, transmission system, differential reducer, and hydraulic system within a high-pressure cast aluminum alloy housing, employing oil cooling (dual oil pumps). Configurably, the electromechanical coupling system can achieve four driving modes: pure electric mode, series range-extended mode, parallel hybrid mode, and engine direct drive mode. Specifically, when the clutch is disengaged and the engine and generator do not provide power, the electromechanical coupling system operates in pure electric mode. When the electromechanical coupling system operates in series range-extended mode, the clutch is disengaged, the engine drives the generator to generate electricity, part of which is used to charge the battery, and part is used to power the drive motor, which drives the vehicle solely. This mode mainly operates under driving conditions where the battery charge is low or where there is a high torque demand for rapid acceleration. Under high-speed, high-torque demand conditions, the electromechanical coupling system operates in parallel hybrid mode, the clutch is engaged, and the engine and drive motor jointly drive the vehicle. During high-speed cruising, the electromechanical coupling system operates in engine direct drive mode, the clutch is engaged, the generator and drive motor idle, and the engine drives the vehicle solely.

[0079] Currently, automotive electromechanical coupling systems often employ a strategy of using a mechanical pump and an electronic pump to generate a fixed and relatively high clutch oil pressure during gear shifting. This pressure is then output by adjusting the solenoid valve switch. Consequently, there are significant requirements for the clutch's instantaneous slip friction power and pressure resistance, leading to increased costs for the clutch and hydraulic system, high cooling and lubrication requirements, and bulky size.

[0080] Furthermore, in hybrid vehicles equipped with electromechanical coupling systems, the automatic or manual selection of operating modes based on driving conditions often results in issues such as vehicle vibration, jerking, slow response, and severe slippage due to the clutch engagement or disengagement during mode switching. This shortens the lifespan of the electromechanical coupling system and degrades the user's driving experience. Therefore, the clutch hydraulic pressure control method for mode switching in the electromechanical coupling system is one of the key technologies for hybrid vehicles.

[0081] Based on this, this application proposes a clutch oil pressure control method for an automotive electromechanical coupling system. By precisely controlling the clutch oil pressure, a smooth transition during mode switching can be achieved, ensuring smooth power switching and timely response.

[0082] Reference Figure 3 , Figure 3 This is a schematic diagram of the structure of the automotive electromechanical coupling system provided in the embodiments of this application. Figure 3 As shown, the automotive electromechanical coupling system includes an engine 1, a torque reduction system 2, a clutch 3, a first gear 4, a first motor 5, an intermediate coupling 6, a second motor 7, and a differential 8. Engine 1 is connected to the torque reduction system 2 and to the first motor 5. The second motor 7 couples power output with both the engine 1 and the first motor 5 via the clutch 3. The clutch 3 engages the first gear 4 and the intermediate coupling 6 to achieve a parallel hybrid operating mode for the engine 1. When the clutch 3 is engaged, the power from the engine 1 is transmitted to the differential 8 and the wheel ends via the first gear 4 and the intermediate coupling 6. Simultaneously, the power from the second motor 7 is also transmitted to the differential 8 and the wheel ends via the intermediate coupling 6, achieving power coupling output functionality; this is the parallel hybrid operating mode.

[0083] Reference Figure 4 , Figure 4 This is a flowchart of the steps of the clutch oil pressure control method for the automotive electromechanical coupling system provided in the embodiments of this application, including but not limited to steps S401 to S404.

[0084] Step S401: When the first request is received, the clutch output torque requirement is obtained. The first request is a request to switch from pure electric mode or series range extender mode to parallel hybrid mode.

[0085] In this embodiment of the application, during the driving process, the vehicle control system (VCU) will determine whether it is necessary to switch the working mode of the electromechanical coupling system according to the working condition of the vehicle. When it is determined that it is necessary to switch the working mode of the electromechanical coupling system, a corresponding mode switching request will be issued, thereby causing the vehicle to automatically perform a gear shifting action.

[0086] Reference Figure 5 , Figure 5 This is a flowchart of the steps performed before receiving the first request, provided in the embodiments of this application, including but not limited to steps S501 to S503.

[0087] Step S501: Determine whether the vehicle's electromechanical coupling system is in pure electric mode or series range-extended mode;

[0088] Step S502: If the vehicle's electromechanical coupling system is in pure electric mode or series range extender mode, determine whether it is necessary to switch the pure electric mode or series range extender mode to parallel hybrid mode based on at least one of the accelerator pedal opening signal, current vehicle speed, or state of charge of the vehicle battery.

[0089] Step S503: If it is determined that the pure electric mode or series range extender mode needs to be switched to parallel hybrid mode based on at least one of the accelerator pedal opening signal, current vehicle speed, or state of charge of the vehicle battery, a first request is generated.

[0090] As mentioned earlier, when the clutch is disengaged, the vehicle's electromechanical coupling system will be in either pure electric mode or series range-extended mode. Therefore, the vehicle control unit (VCU) can determine whether the vehicle's electromechanical coupling system is in pure electric mode or series range-extended mode based on the clutch engagement / disengagement status. Of course, in addition to determining this through the clutch engagement / disengagement status, it can also be determined based on battery charge, torque demand, etc. This application does not specifically limit the method for determining the current operating mode of the vehicle's electromechanical coupling system.

[0091] When the vehicle control unit (VCU) determines that the vehicle's electromechanical coupling system is in pure electric mode or series range-extended mode, it needs to further determine whether to switch from pure electric mode or series range-extended mode to parallel hybrid mode based on at least one of the following: accelerator pedal opening signal, current vehicle speed, or battery state of charge. If the system determines that switching from pure electric mode or series range-extended mode to parallel hybrid mode is necessary based on at least one of the following, a first request is generated. In response to the first request, the vehicle will begin the gear shifting process.

[0092] Reference Figure 6 , Figure 6 This is a timing diagram of the mode switching process of the automotive electromechanical coupling system provided in the embodiments of this application. For example... Figure 6 As shown, the automotive electromechanical coupling system, during the switch from pure electric mode or series range-extended mode to parallel hybrid mode, mainly consists of three stages based on the state of the actuators: t0–t1 is the speed regulation and oil filling stage, t1–t2 is the gear engagement waiting stage, and t2–t3 is the pressure following stage. During the switch from parallel hybrid mode to pure electric mode or series range-extended mode, it mainly consists of two stages: t3–t4 is the pressure relief stage, and t4–t5 is the control waiting stage.

[0093] In this embodiment, when the vehicle control system (VCU) determines, based on at least one of the accelerator pedal opening signal, current vehicle speed, or the state of charge of the vehicle battery, that it needs to switch from pure electric mode or series range extender mode to parallel hybrid mode, it will issue a first request. In response to the first request, the vehicle will begin to perform a gear shift and enter the speed regulation and refueling phase. At the same time, the vehicle control system (VCU) will calculate the clutch output torque requirement.

[0094] Step S402: Calculate the clutch oil pressure requirement based on the clutch output torque requirement.

[0095] In this embodiment, after obtaining the clutch output torque requirement, the clutch oil pressure requirement can be further calculated based on the clutch output torque requirement. The calculation formula is as follows:

[0096]

[0097] In Equation 1, P clutchReq Indicates clutch oil pressure demand, T clutchReq Indicates the clutch output torque requirement, A clutch n represents the cross-sectional area of ​​the clutch. clutchFri λ represents the coefficient of friction of the clutch friction plates. clutch This refers to the clutch slippage equivalent arm.

[0098] Step S403: Compensate for the clutch oil pressure demand according to the compensation coefficient to obtain the clutch target oil pressure.

[0099] In this embodiment of the application, considering that the cavitation phenomenon of the oil pump will cause the bubbles to burst, resulting in pressure fluctuations and losses, it is necessary to compensate for the calculated clutch oil pressure demand to obtain the compensated clutch target oil pressure.

[0100] Specifically, the pressure fluctuation is related to the calculated clutch oil pressure demand and oil temperature. Each clutch oil pressure demand has a corresponding compensation coefficient at different oil temperatures, and this compensation coefficient is a value greater than 1. For example, when the calculated clutch oil pressure demand is P1 bar, it has corresponding compensation coefficients at different oil temperatures. For instance, the compensation coefficient is a1 at oil temperature K1, a2 at oil temperature K2, and a3 at oil temperature K3. Similarly, when the calculated clutch oil pressure demand is P2 bar, it has corresponding compensation coefficients at different oil temperatures. For instance, the compensation coefficient is a4 at oil temperature K1, a5 at oil temperature K2, and a6 at oil temperature K3.

[0101] It should be noted that, in the embodiments of this application, the different compensation coefficients for different clutch oil pressure requirements and different oil temperatures are determined in advance through a large amount of experimental data.

[0102] Step S404: Control the oil pump motor to rotate so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch.

[0103] In this embodiment of the application, after the clutch target oil pressure is obtained by compensating the calculated clutch oil pressure demand, the oil pump motor needs to be controlled to rotate through the oil pump control system (OPC) to drive the oil pump to fill the clutch control oil circuit with oil until the actual clutch oil pressure reaches the clutch target oil pressure.

[0104] Reference Figure 7 , Figure 7 This is a flowchart of the steps for controlling the rotation of the oil pump motor to make the actual oil pressure of the clutch reach the target oil pressure of the clutch, including but not limited to steps S701 to S702, provided in the embodiments of this application.

[0105] Step S701: Upon receiving the first request, control the engine to adjust the speed to the first target speed and control the oil pump motor to start rotating so that the actual oil pressure of the clutch changes to the preset oil pressure threshold. The first target speed is determined according to the current vehicle speed.

[0106] Step S702: Control the oil pump motor to rotate so that the actual oil pressure of the clutch is maintained at the preset oil pressure threshold until the engine speed adjustment is detected to be completed. Then control the oil pump motor to rotate at the second target speed so that the actual oil pressure of the clutch changes from the preset oil pressure threshold to the clutch target oil pressure. The second target speed is determined according to the clutch target oil pressure.

[0107] In this embodiment, when a first request is received, that is, when it is determined that the pure electric mode or series range-extended mode needs to be switched to parallel hybrid mode, the vehicle control system (VCU) will issue a mode switching request. In response to the mode switching request, the vehicle begins to perform a gear shift and enters the speed regulation and refueling phase. During the speed regulation and refueling phase, that is, in... Figure 6 During the t0-t1 phase shown, the Vehicle Control Unit (VCU) first calculates the engine's first target speed based on the vehicle's current speed and issues a request for the first target speed to adjust the engine speed to the first target speed. The first speed is determined based on the vehicle's current speed. Specifically, the current vehicle speed is acquired, and then the current rotational speed of the vehicle's wheels is calculated based on this speed. The first target engine speed is then calculated based on the current rotational speed of the vehicle's wheels and the transmission ratio from the engine to the vehicle's wheels in parallel hybrid mode. Simultaneously, during the speed regulation and oil filling phase, the Oil Pump Control System (OPC) controls the oil pump motor to start rotating, driving the oil pump to fill the clutch control oil circuit with oil until the actual clutch oil pressure reaches the preset oil pressure threshold.

[0108] It should be noted that if the oil pump control system (OPC) starts rotating the oil pump motor, driving the oil pump to fill the clutch control oil circuit with oil, causing the clutch oil pressure to continuously rise, but before reaching the preset oil pressure threshold, the engine speed adjustment is detected as complete. At this time, the OPC will control the oil pump motor to rotate directly at the second target speed, so that the clutch directly reaches the target oil pressure from the current actual oil pressure, i.e., it is not necessary to control the actual clutch oil pressure to maintain at the preset oil pressure threshold. In other words, whether it is necessary to control the actual clutch oil pressure to maintain at the preset oil pressure threshold is related to the engine speed adjustment rate. If the engine speed has not been adjusted when the actual clutch oil pressure reaches the preset oil pressure threshold, then it is necessary to control the actual clutch oil pressure to maintain at the preset oil pressure threshold. If the engine speed has been adjusted before the actual clutch oil pressure reaches the preset oil pressure threshold, then it is not necessary to control the actual clutch oil pressure to maintain at the preset oil pressure threshold; instead, the oil pump motor is directly controlled to rotate at the second target speed, so that the clutch directly reaches the target oil pressure from the current actual oil pressure.

[0109] Then we enter the waiting phase for gear shifting, that is... Figure 6During the t1-t2 phase described above, in the waiting-to-engage phase, the oil pump control system (OPC) controls the oil pump motor to rotate, ensuring that the actual clutch oil pressure reaches a preset oil pressure threshold and is maintained at that threshold. Simultaneously, it checks whether engine speed adjustment is complete. If engine speed adjustment is detected as complete, the OPC controls the oil pump motor to rotate at a second target speed, causing the actual clutch oil pressure to change from the preset oil pressure threshold to the target clutch oil pressure. The second target speed is determined based on the target clutch oil pressure. Specifically, the correspondence between the second target speed and the target clutch oil pressure is as follows:

[0110]

[0111] In the formula, P cluch The clutch target oil pressure is represented by k, which is a coefficient, and n is n. MotorSpd V represents the second target rotational speed. Motor q represents the theoretical displacement of the oil pump. leak The value of C represents the leakage amount, ρ represents the density of the hydraulic oil, and C represents the density of the hydraulic oil. d A represents the flow coefficient. t p represents the cross-sectional area of ​​the throttling orifice. α It represents the sum of extended pressure loss and other losses.

[0112] It is understandable that the preset oil pressure threshold is lower than the clutch target oil pressure.

[0113] It should be noted that, in this embodiment, upon receiving the first request, during the speed adjustment and oil filling stage, the oil pump control system (OPC) controls the oil pump motor to start rotating so that the actual clutch oil pressure first reaches the preset oil pressure threshold. Then, during the gear engagement waiting stage, the oil pump motor is controlled to rotate at the calculated second target speed so that the actual clutch oil pressure reaches the clutch target oil pressure from the preset oil pressure threshold. That is, the clutch target oil pressure is achieved by adjusting the actual clutch oil pressure in stages. Since each stage is essential during gear shifting, adjusting the control process in stages, compared to concentrating the processing in one stage, can distribute the processing pressure across stages and improve control efficiency.

[0114] Reference Figure 8 , Figure 8 This is a flowchart of the steps for detecting whether the engine speed adjustment is completed, provided in the embodiments of this application, including but not limited to steps S801 to S805.

[0115] Step S801: Obtain the current engine speed and wheel end speed;

[0116] Step S802: Calculate the first speed based on the engine speed. The first speed is the speed at which the engine speed is transmitted to the clutch.

[0117] Step S803: Calculate the second rotational speed based on the wheel end rotational speed. The second rotational speed is the rotational speed transmitted from the wheel end rotational speed to the clutch.

[0118] Step S804: Obtain the absolute value of the difference between the first speed and the second speed;

[0119] Step S805: When the absolute value of the difference is continuously less than the preset speed threshold within a preset time period, it is determined that the engine speed adjustment is complete.

[0120] In this embodiment, the vehicle control system (VCU) calculates the first target engine speed based on the vehicle's current speed and issues a request for the first target speed. In response to this request, the VCU can control the engine to begin adjusting its speed. During this adjustment process, the VCU can acquire the current engine speed and wheel speed in real time. Based on the engine speed, it calculates the first speed, which is the speed at which the engine speed is transmitted to the clutch. Based on the wheel speed, it calculates the second speed, which is also the speed at which the wheel speed is transmitted to the clutch. Then, it subtracts the first speed from the second speed and determines whether the absolute value of the difference between the two speeds remains less than a preset speed threshold for a preset time period. If it does, the engine speed adjustment is considered complete. For example, if the absolute value of the difference between the first and second speeds remains less than 200 rpm for 0.05 seconds, the engine speed adjustment is considered complete.

[0121] It should be noted that the method of determining whether the engine speed adjustment is complete by checking whether the absolute value of the difference between the first speed and the second speed is continuously less than the preset speed threshold within a preset time period means that the speed adjustment is considered complete when the engine speed is close to the first target speed, for example, when the difference between the current engine speed and the first target speed is within the preset range within the preset time period. It is not necessary for the engine speed to be equal to the first target speed to be considered complete.

[0122] Reference Figure 9 , Figure 9 This is another flowchart of the steps for detecting whether the engine speed adjustment is completed, provided in the embodiments of this application, including but not limited to steps S901 to S902.

[0123] Step S901: Obtain the engine speed at the current moment;

[0124] Step S902: When the current engine speed is equal to the first target speed, determine that the engine speed adjustment is complete.

[0125] In this embodiment of the application, the completion of engine speed adjustment can also be determined by whether the current engine speed is equal to the first target speed. Specifically, the current engine speed is first obtained, and then it is determined whether the current engine speed is equal to the first target speed. If the current engine speed is equal to the first target speed, the engine speed adjustment is determined to be complete.

[0126] It should be noted that since the vehicle control unit (VCU) can acquire the engine speed in real time, it is feasible to determine whether the engine speed adjustment is complete by judging whether the current engine speed is equal to the first target speed. Although compared to... Figure 8 The judgment method shown is as follows: Figure 9 The judgment method shown will detect the problem a little later, but the difference in time is actually very short and can be basically ignored.

[0127] Reference Figure 10 , Figure 10 This is a flowchart of another step in controlling the rotation of the oil pump motor to make the actual oil pressure of the clutch reach the target oil pressure of the clutch, including but not limited to steps S1001 to S1004.

[0128] Step S1001: Upon receiving the first request, control the engine to adjust the speed to the first target speed, which is determined based on the current vehicle speed.

[0129] Step S1002: Calculate the second target speed of the oil pump motor based on the target oil pressure of the clutch;

[0130] Step S1003: Check whether the engine speed adjustment is complete;

[0131] Step S1004: When the engine speed adjustment is detected to be complete, control the oil pump motor to rotate at the second target speed so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch.

[0132] In this embodiment, as another way to control the rotation of the oil pump motor to make the actual clutch oil pressure reach the clutch target oil pressure, the oil pump motor can be directly controlled to rotate at a second target speed when the engine speed adjustment is detected to be complete, so that the actual clutch oil pressure reaches the clutch target oil pressure. The second target speed is calculated based on the clutch target oil pressure. The detection of the completion of engine speed adjustment can be performed according to... Figure 8 and Figure 9 It can be detected by any of the methods mentioned above, and will not be elaborated further here.

[0133] In this embodiment, when the oil pump motor is controlled to rotate so that the actual oil pressure of the clutch reaches the target oil pressure, it indicates a successful gear shift, and the clutch transitions from a disengaged state to an engaged state. That is, the vehicle's electromechanical coupling system enters parallel hybrid mode. At this point, it will then enter the pressure following stage, which is... Figure 6 The t2 to t3 stages are shown. During the pressure following stage, the actual clutch oil pressure will continuously change in accordance with the changes in the clutch target oil pressure.

[0134] Reference Figure 11 , Figure 11 This is a flowchart of the steps performed after controlling the rotation of the oil pump motor to make the actual oil pressure of the clutch reach the target oil pressure of the clutch, provided in the embodiments of this application, including but not limited to steps S1101 to S1103.

[0135] Step S1101: When the actual oil pressure of the clutch reaches the target oil pressure of the clutch, it is determined that the vehicle's electromechanical coupling system is in parallel hybrid mode;

[0136] Step S1102: Obtain the target oil pressure of the clutch in real time, and calculate the corresponding target speed of the oil pump motor based on the real-time obtained target oil pressure of the clutch.

[0137] Step S1103: Control the oil pump motor to rotate at the corresponding target speed so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch calculated in real time.

[0138] In this embodiment, when the actual clutch oil pressure reaches the target clutch oil pressure, the vehicle's electromechanical coupling system is determined to be in parallel hybrid mode. At this time, the clutch output torque demand can be acquired in real time, and then the corresponding clutch oil pressure demand is calculated based on this demand. The clutch oil pressure demand is then compensated using a compensation coefficient to obtain the compensated target clutch oil pressure. Next, the target speed of the oil pump motor is calculated based on this target clutch oil pressure. The oil pump motor is then controlled to rotate at the corresponding target speed, ensuring that the actual clutch oil pressure consistently reaches the real-time calculated target clutch oil pressure. In this way, the actual clutch oil pressure continuously changes to match the corresponding target clutch oil pressure.

[0139] Reference Figure 12 , Figure 12 This is a flowchart of another step performed after the actual oil pressure of the clutch reaches the target oil pressure of the clutch, provided in the embodiments of this application, including but not limited to steps S1201 to S1202.

[0140] Step S1201: When the second request is received, control the oil pump motor to reduce the speed so that the actual oil pressure of the clutch is reduced to less than the preset oil pressure threshold. The second request is a request to switch the parallel hybrid mode to the pure electric mode or the series range extender mode.

[0141] Step S1202: Return to the step of obtaining the clutch output torque requirement when the first request is received.

[0142] In this embodiment, when the vehicle's electromechanical coupling system is in parallel hybrid mode, it is in the pressure following stage. When the vehicle control unit (VCU) determines, based on at least one of the accelerator pedal opening signal, current vehicle speed, or the vehicle battery's state of charge, that it needs to switch from parallel hybrid mode to pure electric mode or series range extender mode, it generates a second request. At this time, in response to the second request, the oil pump control system (OPC) controls the oil pump motor to rapidly reduce speed and release pressure, so that the actual oil pressure of the clutch decreases to less than a preset oil pressure threshold. The clutch moves from the engaged state to the disengaged state, that is, it enters the pressure release stage, which is... Figure 6 The t3 to t4 stages are shown.

[0143] It should be noted that controlling the oil pump motor to quickly reduce speed and release pressure can reduce the oil pump motor speed to 0 and then control it to reverse, so that the actual oil pressure of the clutch is reduced to less than the preset oil pressure threshold.

[0144] Generally, the oil pump motor can be controlled to slow down so that it stops rotating when the actual clutch oil pressure drops to 0. Alternatively, the oil pump motor can be controlled to slow down for a preset time before stopping, with the preset time determined by a preset oil pressure threshold. For example, if the time required to reduce the actual clutch oil pressure to the preset threshold is calculated to be t seconds, then the preset time should be set to be greater than t seconds, but not significantly greater. After the preset time of slowing down, the oil pump motor is then controlled to stop rotating.

[0145] In this embodiment, after the oil pump motor rapidly decelerates and releases pressure, the vehicle's electromechanical coupling system switches to pure electric mode or series range extender mode. At this time, it enters a waiting control phase, which is... Figure 6 The t4 to t5 stages are shown. During the waiting control stage, return to step S101 to check whether the first request has been received.

[0146] This application proposes a clutch oil pressure control method for mode switching in the electromechanical coupling system of a hybrid electric vehicle. When the vehicle's electromechanical coupling system switches from pure electric mode or series range-extended mode to parallel hybrid mode, a pressure following algorithm and a pressure compensation algorithm are applied to precisely control the clutch oil pressure, enabling a smooth transition during mode switching and ensuring smooth power switching and timely response. When the vehicle's electromechanical coupling system switches from parallel hybrid mode to pure electric mode or series range-extended mode, a pressure release algorithm is applied to adjust the clutch oil pressure, ensuring timely power switching response.

[0147] Please see Figure 13 This application also provides a clutch hydraulic pressure control device 130 for an automotive electromechanical coupling system, which can implement the above-mentioned clutch hydraulic pressure control method for the automotive electromechanical coupling system. The device includes:

[0148] The acquisition module 1301 is used to acquire the clutch output torque requirement when a first request is received. The first request is a request to switch from pure electric mode or series range extender mode to parallel hybrid mode.

[0149] The calculation module 1302 is used to calculate the clutch oil pressure requirement based on the clutch output torque requirement;

[0150] The compensation module 1303 is used to compensate the clutch oil pressure demand according to the compensation coefficient to obtain the clutch target oil pressure;

[0151] The control module 1304 is used to control the rotation of the oil pump motor so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch.

[0152] The specific implementation of the clutch oil pressure control device of the automotive electromechanical coupling system is basically the same as the specific implementation of the clutch oil pressure control method of the automotive electromechanical coupling system described above, and will not be repeated here.

[0153] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the clutch hydraulic pressure control method of the above-described automotive electromechanical coupling system. This electronic device can be any smart terminal, including a tablet computer or an in-vehicle computer.

[0154] Please see Figure 14 , Figure 14 This is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of this application. The electronic device includes:

[0155] The processor 1401 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0156] The memory 1402 can be implemented as a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 1402 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1402 and is called and executed by the processor 1401 to execute the clutch hydraulic pressure control method of the automotive electromechanical coupling system according to the embodiments of this application.

[0157] The input / output interface 1403 is used to implement information input and output;

[0158] The communication interface 1404 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0159] Bus 1405 transmits information between various components of the device (e.g., processor 1401, memory 1402, input / output interface 1403, and communication interface 1404);

[0160] The processor 1401, memory 1402, input / output interface 1403 and communication interface 1404 are connected to each other within the device via bus 1405.

[0161] This application embodiment also provides a storage medium, which is a computer-readable storage medium, storing a computer program that, when executed by a processor, implements the above-described clutch oil pressure control method for an automotive electromechanical coupling system.

[0162] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0163] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0164] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0165] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0166] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0167] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application 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 this application 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 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.

[0168] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0169] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0170] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0171] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0172] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0173] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A method for controlling clutch hydraulic pressure in an automotive electromechanical coupling system, characterized in that, The method includes: Upon receiving the first request, obtain the clutch output torque requirement. The first request is a request to switch from pure electric mode or series range extender mode to parallel hybrid mode. Based on the clutch output torque requirement, the clutch oil pressure requirement is calculated. The clutch oil pressure demand is compensated according to the compensation coefficient to obtain the clutch target oil pressure; Control the rotation of the oil pump motor so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch; The control of the oil pump motor to rotate so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch includes: Upon receiving the first request, the engine speed is adjusted to the first target speed, and the oil pump motor is started to rotate so that the actual oil pressure of the clutch changes to a preset oil pressure threshold. The first target speed is determined based on the current vehicle speed. The oil pump motor is controlled to rotate so that the actual oil pressure of the clutch is maintained at the preset oil pressure threshold until the engine speed adjustment is detected to be completed. Then, the oil pump motor is controlled to rotate at the second target speed so that the actual oil pressure of the clutch changes from the preset oil pressure threshold to the clutch target oil pressure. The second target speed is determined based on the clutch target oil pressure.

2. The method according to claim 1, characterized in that, Before receiving the first request, the method includes: Determine whether the vehicle's electromechanical coupling system is in pure electric mode or series range-extended mode; If the vehicle electromechanical coupling system is in pure electric mode or series range extender mode, it is determined whether it is necessary to switch from pure electric mode or series range extender mode to parallel hybrid mode based on at least one of the following: accelerator pedal opening signal, current vehicle speed, or state of charge of vehicle battery. If it is determined, based on at least one of the following: accelerator pedal opening signal, current vehicle speed, or state of charge of the vehicle battery, that it is necessary to switch from pure electric mode or series range extender mode to parallel hybrid mode, the first request is generated.

3. The method according to claim 1, characterized in that, The clutch oil pressure requirement is calculated based on the clutch output torque requirement using the following formula: ； In the formula, Indicates the clutch oil pressure requirement. This indicates the clutch output torque requirement. This indicates the cross-sectional area of ​​the clutch. This indicates the coefficient of friction of the clutch friction plates. This refers to the clutch slippage equivalent arm.

4. The method according to claim 1, characterized in that, Controlling the engine to adjust its speed to the first target speed includes: Get the car's current speed; Based on the current vehicle speed, the current rotational speed of the car wheels is calculated; The first target speed of the engine is calculated based on the current speed of the car wheels and the transmission ratio from the engine to the car wheels in parallel hybrid mode. Control the engine to adjust the speed to the first target speed.

5. The method according to claim 1, characterized in that, Detecting whether the engine speed adjustment is complete includes: Obtain the current engine speed and wheel end speed; Based on the engine speed, a first speed is calculated, which is the speed at which the engine speed is transmitted to the clutch. Based on the wheel end speed, a second speed is calculated, which is the speed at which the wheel end speed is transmitted to the clutch. Obtain the absolute value of the difference between the first rotational speed and the second rotational speed; When the absolute value of the difference remains less than a preset speed threshold for a preset time period, the engine speed adjustment is determined to be complete.

6. The method according to claim 1, characterized in that, Detecting whether the engine speed adjustment is complete includes: Get the current engine speed; When the current engine speed equals the first target speed, the engine speed adjustment is determined to be complete.

7. The method according to claim 1, characterized in that, The second target speed is determined based on the target oil pressure of the clutch using the following formula: ； In the formula, Indicates the target oil pressure of the clutch. Represents the coefficient. Indicates the second target rotational speed. This indicates the theoretical displacement of the oil pump. Indicates the amount of leakage. Indicates the density of hydraulic oil. Represents the flow coefficient. This represents the cross-sectional area of ​​the throttling orifice. It represents the sum of extended pressure loss and other losses.

8. The method according to claim 1, characterized in that, After controlling the oil pump motor to rotate so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch, the method includes: When the actual clutch oil pressure reaches the clutch target oil pressure, it is determined that the vehicle electromechanical coupling system is in the parallel hybrid mode; The target oil pressure of the clutch is acquired in real time, and the corresponding target speed of the oil pump motor is calculated based on the acquired target oil pressure of the clutch. The oil pump motor is controlled to rotate at the corresponding target speed so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch calculated in real time.

9. The method according to claim 1, characterized in that, After controlling the oil pump motor to rotate so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch, the method includes: When a second request is received, the oil pump motor is controlled to slow down so that the actual oil pressure of the clutch is reduced to less than a preset oil pressure threshold. The second request is a request to switch the parallel hybrid mode to pure electric mode or series range extender mode. Return to the step of obtaining the clutch output torque requirement when the first request is received.

10. The method according to claim 9, characterized in that, Controlling the oil pump motor to reduce its speed so that the actual oil pressure of the clutch decreases to below a preset oil pressure threshold includes: Control the oil pump motor to reduce its speed so that the actual oil pressure of the clutch drops to 0, and then control the oil pump motor to stop rotating; Alternatively, the oil pump motor can be controlled to slow down for a preset time, and then the oil pump motor can be controlled to stop rotating. The preset time is determined based on the preset oil pressure threshold.

11. A clutch hydraulic pressure control device for an automotive electromechanical coupling system, applied to the method described in any one of claims 1 to 10, characterized in that, The device includes: The acquisition module is used to acquire the clutch output torque requirement when a first request is received, wherein the first request is a request to switch from pure electric mode or series range extender mode to parallel hybrid mode. The calculation module is used to calculate the clutch oil pressure requirement based on the clutch output torque requirement; The compensation module is used to compensate the clutch oil pressure demand according to the compensation coefficient to obtain the clutch target oil pressure; The control module is used to control the rotation of the oil pump motor so that the actual oil pressure of the clutch reaches the target oil pressure of the clutch.

12. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the method according to any one of claims 1 to 10.

13. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 10.

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