Clutch control method, controller, and vehicle

Abstract

The present disclosure relates to a clutch control method, a controller and a vehicle, the method comprising: controlling a driving end and a driven end of a clutch of the vehicle to perform engagement movement through a first preset current; and in a case where it is determined that the driving end and the driven end of the clutch are in contact, controlling the driving end and the driven end of the clutch to continue the engagement movement through a second preset current, a current value of the second preset current being greater than a current value of the first preset current. The problem of tooth clashing of the clutch can be effectively avoided, and the service life of the clutch is improved.

Description

Technical Field

[0001] This disclosure relates to the field of hybrid electric vehicle control technology, and more specifically, to a clutch control method, controller, and vehicle. Background Technology

[0002] Hybrid vehicles can use both thermal power sources (fuel-driven) and electric power sources (pure electric drive) for hybrid driving. Common driving modes of hybrid vehicles can include pure electric drive mode, series drive mode (such as range-extended drive mode), and parallel drive mode.

[0003] When a hybrid vehicle is in pure electric drive mode or series drive mode, the driving and driven ends of the clutch are disengaged, and the engine and drive motor are decoupled. When the hybrid vehicle switches to parallel drive mode, the driving and driven ends of the clutch engage. After the driving and driven ends engage, the engine and drive motor couple, so that the drive motor outputs power to the drive wheels while the engine also outputs power to the drive wheels, realizing a hybrid output of pure electric drive and fuel drive.

[0004] However, during the engagement of the clutch's driving and driven ends, the clutch teeth are subjected to a significant impact. Because the force-bearing area of ​​the tooth edges is small, the large impact can cause the clutch teeth to wear out. After repeated engagement and disengagement, this can easily lead to clutch damage and reduce the clutch's service life. Summary of the Invention

[0005] To overcome the problems existing in related technologies, this disclosure provides a clutch control method, a controller, and a vehicle.

[0006] According to a first aspect of the present disclosure, a clutch control method is provided, the method comprising:

[0007] The first preset current controls the engagement motion of the vehicle's clutch between the driving and driven ends.

[0008] When it is determined that the driving end and the driven end of the clutch are in contact, the driving end and the driven end of the clutch continue to perform the engagement movement by controlling the driving end and the driven end of the clutch through a second preset current, wherein the current value of the second preset current is greater than the current value of the first preset current.

[0009] Optionally, the contact between the driving and driven ends of the clutch is determined by the following method:

[0010] The rotational speed change rate of the target end of the clutch is obtained within a first preset time period, wherein the target end includes the driving end or the driven end of the clutch.

[0011] The contact between the driving and driven ends of the clutch is determined based on the rate of change of rotational speed.

[0012] Optionally, determining the contact between the driving and driven ends of the clutch based on the rate of change of rotational speed includes:

[0013] If the rotational speed change rate is greater than or equal to a preset change rate threshold, the driving end and driven end of the clutch are determined to be in contact.

[0014] Optionally, the current value of the first preset current increases with time.

[0015] Optionally, the method further includes:

[0016] When it is determined that the driving end and the driven end of the clutch are engaged, the engagement of the driving end and the driven end is maintained by a third preset current, the current value of the third preset current being less than the current value of the second preset current.

[0017] Optionally, the engagement of the driving and driven ends of the clutch is determined by the following method:

[0018] When the control duration of the clutch reaches a first preset duration, the third rotational speed of the clutch's driving end and the fourth rotational speed of the clutch's driven end within a second preset duration are obtained; the control duration includes the duration during which the driving end and driven end of the clutch continue to engage through the second preset current.

[0019] Determine the second speed difference between the third speed and the fourth speed;

[0020] If the absolute value of the second speed difference is less than or equal to the second preset speed difference threshold, the clutch engagement is determined to be complete.

[0021] Optionally, the method further includes:

[0022] If the vehicle meets the clutch disengagement condition, the drive torque of the vehicle's drive motor and the generator torque of the vehicle's generator are obtained.

[0023] The generator torque is adjusted according to the driving torque and the preset compensation torque to obtain the target output torque of the generator;

[0024] The generator is controlled to operate based on the target output torque.

[0025] Optionally, adjusting the generator torque based on the drive torque and the preset compensation torque to obtain the target output torque of the generator includes:

[0026] Based on the direction of the driving torque and the direction of the generator torque, the generator torque is adjusted by the preset compensation torque to obtain the target output torque of the generator.

[0027] According to a second aspect of the present disclosure, a clutch control device is provided, the device comprising:

[0028] The first control module is used to control the engagement movement of the driving end and the driven end of the vehicle's clutch through a first preset current.

[0029] The second control module is used to control the driving end and driven end of the clutch to continue the engagement movement by means of a second preset current when it is determined that the driving end and driven end of the clutch are in contact, wherein the current value of the second preset current is greater than the current value of the first preset current.

[0030] Optionally, the second control module includes:

[0031] The first acquisition submodule is used to acquire the rate of change of rotational speed of the target end of the clutch within a first preset time period, wherein the target end includes the driving end or the driven end of the clutch.

[0032] The first determining submodule is used to determine the contact between the driving end and the driven end of the clutch based on the speed change rate.

[0033] Optionally, the first determining submodule is used to determine that the driving end and the driven end of the clutch are in contact when the rotational speed change rate is greater than or equal to a preset change rate threshold.

[0034] Optionally, the current value of the first preset current increases with time.

[0035] Optionally, the device further includes:

[0036] The third control module is used to maintain the engagement of the driving end and the driven end of the clutch by a third preset current when it is determined that the engagement of the driving end and the driven end of the clutch is completed. The current value of the third preset current is less than the current value of the second preset current.

[0037] Optionally, the third control module includes:

[0038] The second acquisition submodule is used to acquire the third rotational speed of the clutch's driving end and the fourth rotational speed of the clutch's driven end within a second preset time when the control duration of the clutch reaches a first preset time; the control duration includes the duration during which the driving end and driven end of the clutch continue to engage through the second preset current.

[0039] The second determining submodule is used to determine the second speed difference between the third speed and the fourth speed;

[0040] The third determining submodule is used to determine that the clutch engagement is complete when the absolute value of the second speed difference is less than or equal to the second preset speed difference threshold.

[0041] Optionally, the device further includes:

[0042] The first acquisition module is used to acquire the drive torque of the vehicle's drive motor and the generator torque of the vehicle's generator when it is determined that the vehicle meets the clutch disengagement condition.

[0043] The fourth control module is used to adjust the generator torque according to the drive torque and the preset compensation torque to obtain the target output torque of the generator;

[0044] The fifth control module is used to control the operation of the generator based on the target output torque.

[0045] Optionally, the fourth control module is used to adjust the generator torque according to the direction of the driving torque and the direction of the generator torque through the preset compensation torque to obtain the target output torque of the generator.

[0046] According to a third aspect of the present disclosure, a non-transitory computer-readable storage medium is provided, on which a computer program is stored, characterized in that the program, when executed by a processor, implements the steps of the method described in the first aspect of the present disclosure.

[0047] According to a fourth aspect of the present disclosure, a controller is provided, comprising:

[0048] A memory on which computer programs are stored;

[0049] A processor for executing the computer program in the memory to implement the steps of the method described in the first aspect of this disclosure.

[0050] According to a fifth aspect of the present disclosure, a vehicle is provided, the vehicle including a clutch and a controller, the controller being connected to the clutch; the controller including the controller described in the fourth aspect of the present disclosure.

[0051] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects:

[0052] The clutch's driving and driven ends are engaged by a first preset current. Once contact is established, a second preset current, greater than the first preset current, is used to further control engagement. This allows for initial engagement with a small current, followed by a larger current once contact is confirmed. This avoids the excessive impact upon contact caused by directly using a large current, which could lead to clutch gear wear and thus extend the clutch's lifespan.

[0053] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure.

[0054] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0055] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0056] Figure 1 This is a schematic diagram illustrating the structure of a clutch integration system for a vehicle according to an exemplary embodiment.

[0057] Figure 2 This is a power schematic diagram illustrating a vehicle in pure electric drive mode according to an exemplary embodiment.

[0058] Figure 3 This is a powertrain schematic diagram illustrating a series drive mode of a vehicle according to an exemplary embodiment.

[0059] Figure 4 This is a powertrain schematic diagram illustrating a parallel drive mode of a vehicle according to an exemplary embodiment.

[0060] Figure 5 This is a schematic diagram of an electromagnetic clutch according to an exemplary embodiment.

[0061] Figure 6 This is an exploded view of the structure of an electromagnetic clutch according to an exemplary embodiment.

[0062] Figure 7 This is a flowchart illustrating a clutch control method according to an exemplary embodiment.

[0063] Figure 8 It is based on Figure 7 The illustrated embodiment shows a flowchart of another clutch control method.

[0064] Figure 9 This is a flowchart illustrating another clutch control method according to an exemplary embodiment.

[0065] Figure 10 This is a flowchart illustrating another clutch control method according to an exemplary embodiment.

[0066] Figure 11 This is a block diagram illustrating a clutch control device according to an exemplary embodiment.

[0067] Figure 12 It is based on Figure 11 The illustrated embodiment shows a block diagram of a second control module.

[0068] Figure 13 It is based on Figure 11 The illustrated embodiment shows a block diagram of another clutch control device.

[0069] Figure 14 It is based on Figure 13 The illustrated embodiment shows a block diagram of a third control module.

[0070] Figure 15 It is based on Figure 13 The illustrated embodiment shows a block diagram of another clutch control device.

[0071] Figure 16 This is a block diagram illustrating an electronic device according to an exemplary embodiment.

[0072] Figure 17 This is a functional block diagram of a vehicle according to an exemplary embodiment. Detailed Implementation

[0073] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0074] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0075] First, the application scenarios of this disclosure are introduced. This disclosure can be applied to clutch control scenarios in hybrid vehicles. Currently, common drive modes include pure electric drive mode, series drive mode (such as range-extended drive mode), and parallel drive mode. Pure electric drive mode refers to a drive mode in which the vehicle outputs pure electric drive power to the drive wheels solely through the drive motor connected to the power battery during operation. Series drive mode refers to a drive mode in which the engine drives a generator to generate electricity, which is then supplied to the power battery, and finally, the power battery supplies power to the drive motor, which in turn provides power. Parallel drive mode refers to a drive mode in which the vehicle outputs both pure electric drive and fuel drive power to the drive wheels through a combination of the drive motor connected to the power battery and the generator connected to the engine.

[0076] In practical applications, hybrid vehicles can switch between various driving modes based on driving conditions, for example... Figure 1 A schematic diagram of a vehicle's clutch integration system is shown, such as... Figure 1 As shown, the clutch integrated system may include an engine 103, a generator 102, a clutch 101, a drive motor 104, a drive wheel end 105, and a vehicle controller 106. The vehicle controller 106 is connected to the engine 103, generator 102, clutch 101, and drive motor 104. The clutch 101 is connected to the drive motor 104. The engine 103 is connected to the clutch 101 via the generator 102, and is used to provide power to the drive wheel end 105.

[0077] The engine 103 is used to convert the chemical energy of fuel into mechanical energy and output power to the generator 102. The generator 102 is used to generate electricity based on the received power and then transmit the obtained power to the drive motor 104. The drive motor 104 is used to convert the power from the vehicle's power battery and the power output from the generator 102 into power to drive the drive wheels of the vehicle. The driven end of the clutch 101 is connected to the drive motor 104, and the driving end of the clutch 101 is connected to the generator 102.

[0078] like Figure 2 As shown, in the pure electric drive mode, the drive mode in which pure electric drive power is output to the drive wheels of the vehicle only through the drive motor connected to the power battery (the arrow in the figure represents the source of power). At this time, the clutch is disengaged, and the engine and drive motor are decoupled.

[0079] like Figure 3As shown, in series drive mode, the engine drives the generator to generate electricity, which is then supplied to the battery. The battery then supplies power to the drive motor, which provides the driving motor with power (the arrows in the diagram indicate the sources of power). At this time, the clutch disengages, and the engine and drive motor are decoupled.

[0080] like Figure 4 As shown, when the vehicle is in parallel drive mode, the drive motor connected to the power battery and the generator connected to the engine supply a mixture of pure electric drive and fuel drive power to the drive wheels (the arrows in the diagram indicate the power sources). At this time, the clutch engages, and the engine and drive motor couple.

[0081] For example, when the current driving mode of a hybrid vehicle is pure electric drive mode, because the battery capacity of the hybrid vehicle is smaller (compared to the battery of a pure electric vehicle), the discharge power it can withstand is also smaller when the current driving speed is high (such as the vehicle speed exceeds the preset speed threshold). The driving force provided by the drive motor may be insufficient. At this time, the driving mode of the vehicle can be switched from the current pure electric drive mode to parallel drive mode, and the clutch can be controlled to engage to achieve coupling between the engine and the drive motor, so that the engine runs and drives the generator to work to provide additional electrical energy to the drive motor to meet the driving force of the drive motor for the vehicle.

[0082] For example, if a hybrid vehicle is currently in parallel drive mode, and the vehicle's current speed is low (e.g., below a preset speed threshold), the vehicle can be switched from parallel drive mode to pure electric drive mode. In this case, at a low vehicle speed, the driving and driven ends of the clutch can be disengaged to decouple the engine and drive motor, exiting parallel drive mode and providing power to the drive wheels solely through the battery, thus saving fuel.

[0083] It should be noted that the clutch in this disclosure can be an electromagnetic clutch. The following discussion uses an electromagnetic clutch as an example, combined with... Figure 5 and Figure 6 The disengagement and engagement of the clutch are explained, among which... Figure 5 This is a schematic diagram of the electromagnetic clutch. Figure 6 Here is an exploded view of the electromagnetic clutch, as shown below. Figure 5 and Figure 6 As shown, the electromagnetic clutch 101 includes a central shaft 1, a first gear 2, a second gear 3, a gear ring 4, an electromagnetic coil 5, and a spring 6.

[0084] The first gear 2 is rotatably connected to the central shaft 1, and a first end face tooth 7 is provided on one end of the first gear 2; the second gear 3 is connected to the central shaft 1, and the gear ring 4 is slidably sleeved on the central shaft 1, and a second end face tooth 8 is provided on one end of the gear ring 4. During the sliding process on the central shaft 1, the gear ring 4 has a closed position in which the first end face tooth 7 and the second end face tooth 8 are engaged, and a disengaged position in which the first end face tooth 7 and the second end face tooth 8 are separated to disengage from the engagement; the gear ring 4 is connected to the central shaft 1 through a transmission mechanism so that the rotation of the central shaft 1 drives the gear ring 4 to rotate. The electromagnetic coil 5 is located on one side of the toothed ring 4 and is used to attract the toothed ring 4 to the closed position when energized, so that the first end face protrusion 7 and the second end face protrusion 8 are engaged; one end of the spring 6 is connected to the toothed ring 4, and the spring 6 is used to drive the toothed ring 4 to the separated position after the electromagnetic coil 5 is de-energized, so that the first end face protrusion 7 and the second end face protrusion 8 are separated and disengaged; the central shaft 1 is used for transmission connection with the engine 103, the first gear 2 is used for transmission connection with the drive motor 104, the first gear 2 is also used for outputting power outward, and the second gear 3 is used for transmission connection with the generator 102.

[0085] The electromagnetic clutch can include a driving end and a driven end. Since the central shaft 1 is connected to the engine 103 for transmission, and the rotation of the central shaft 1 drives the gear ring 4 to rotate, and a second end face tooth 8 is provided on one end of the gear ring 4, the engine 103 can drive the second end face tooth 8 to rotate when it is running. Therefore, the gear ring 4 of the clutch 101 can be used as the driving end, and correspondingly, the first gear 2 connected to the drive motor 104 can be used as the driven end.

[0086] When the clutch is engaged (i.e., the driving end and driven end of the clutch engage), the vehicle controller 106 can output a control current to the electromagnetic coil 5 of the clutch 101 to control the electromagnetic coil 5 to be energized, so that the electromagnetic coil 5 generates a magnetic force to attract the toothed ring 4 to the closed position and make the first end face tooth 7 and the second end face tooth 8 contact each other, thereby realizing clutch engagement.

[0087] When the clutch is disengaged (i.e., the driving end and driven end of the clutch are disengaged), the vehicle controller 106 can disconnect the control current output to the electromagnetic coil 5 of the clutch 101 to control the electromagnetic coil 5 to be de-energized, so that the electromagnetic coil 5 cannot attract the toothed ring 4 to the closed position, and the spring 6 causes the first end face tooth 7 to disengage from the second end face tooth 8, thereby realizing the clutch disengagement.

[0088] In related technologies, to ensure rapid clutch engagement, a large current is typically output to the electromagnetic coil 5, causing it to generate a strong magnetic force. The first end face tooth 7 and the second end face tooth 8 then make contact with a large impact, followed by a slightly smaller, stable current to maintain engagement. However, because the force-bearing area at the tooth edges of the first end face tooth 7 and the second end face tooth 8 is too small, using a large current for rapid impact can easily cause tooth breakage, especially after repeated engagement and disengagement. This can easily lead to clutch damage and reduce the clutch's service life.

[0089] To address the aforementioned problems, this disclosure provides a clutch control method, controller, and vehicle. The method involves controlling the engagement of the clutch's driving and driven ends using a first preset current. Once engagement is confirmed, a second preset current, greater than the first preset current, further controls the engagement. This allows for initial engagement using a small current, followed by a larger current once engagement is confirmed. This avoids the problem of excessive impact upon contact, which can lead to clutch gear wear, by directly using a large current to control the clutch's engagement, thus improving the clutch's lifespan.

[0090] The present disclosure will now be described in conjunction with specific embodiments.

[0091] Figure 7 This is a flowchart illustrating a clutch control method according to an exemplary embodiment, such as... Figure 7 As shown, the subject executing this method can be the vehicle controller (such as the vehicle controller), and the method includes the following steps.

[0092] In step S11, the driving end and driven end of the vehicle's clutch are engaged by controlling the first preset current.

[0093] The clutch of the vehicle can be an electromagnetic clutch, for example, it can include a geared electromagnetic clutch.

[0094] In some embodiments, when the vehicle needs to switch from the current drive mode (such as series drive mode or pure electric drive mode) to parallel drive mode, the clutch can be controlled to engage. In this way, after the clutch is engaged, the engine and the drive motor can be coupled, so that power can be provided to the drive wheels simultaneously through the drive motor and the engine.

[0095] For example, when controlling the engagement of the clutch, the first preset current can be output to the electromagnetic coil of the clutch so that the driving end and the driven end of the clutch engage according to the magnetic force generated by the electromagnetic coil.

[0096] It should be noted that, considering the small force-bearing area of ​​the tooth edges of the two end face protrusions used for engagement in the clutch, if the output first preset current value is too large, the magnetic force generated by the electromagnetic coil of the clutch will be correspondingly too large, which will cause the end face protrusions of the clutch to grind due to the rapid impact of the large current. However, if the output first preset current value is too small, the magnetic force generated by the electromagnetic coil of the clutch will be correspondingly too small, which may not be sufficient to enable the driving end and driven end of the clutch to engage. Therefore, in order to solve this problem, in some embodiments, the value of the first preset current can increase with time. For example, the value of the first preset current can increase in real time according to the preset current value, or it can increase periodically according to the preset current value at preset time intervals. That is to say, in the process of controlling the driving end and driven end of the clutch of the vehicle to engage through the first preset current, there is a first moment and a second moment, the second moment is later than the first moment, and the value of the first preset current corresponding to the second moment is greater than the value of the first preset current corresponding to the first moment. In this way, when the clutch is engaged, the problem of gear grinding caused by the rapid impact of a large current can be avoided, and the driving end and driven end of the clutch can be successfully engaged.

[0097] In step S12, when it is determined that the driving end and the driven end of the clutch are in contact, the driving end and the driven end of the clutch are controlled by a second preset current to continue the engagement motion.

[0098] The value of the second preset current is greater than the value of the first preset current.

[0099] When the driving and driven ends of the clutch are not in contact, they cannot affect each other. However, when the driving and driven ends of the clutch are in contact, their teeth interact, and the rotational speed of the driving end and the rotational speed of the driven end of the clutch will affect each other.

[0100] Therefore, the rotational speed change rate of the target end of the clutch within a first preset time period can be obtained; the target end includes the driving end or the driven end; the contact between the driving end and the driven end of the clutch is determined based on the rotational speed change rate, thereby accurately determining the contact between the driving end and the driven end of the clutch.

[0101] In other words, the rotational speed change rate of the clutch's driving end within a first preset time period can be obtained; the contact between the driving end and the driven end of the clutch can be determined based on the rotational speed change rate; or the rotational speed change rate of the clutch's driven end within a first preset time period can be obtained; the contact between the driving end and the driven end of the clutch can be determined based on the rotational speed change rate.

[0102] The first preset time period may include the preset duration prior to the current moment.

[0103] For example, taking a target end that includes a driven end as an example, multiple driven end speeds of the clutch can be obtained within a first preset time period, and the rate of change of the driven end speed within the first preset time period can be determined based on the multiple driven end speeds. For example, the driven end speed can be obtained through a speed sensor installed on the driven end of the clutch.

[0104] Since the driving and driven ends of the clutch generate mutual resistance when they come into contact, the rotational speed of the driving or driven end of the clutch changes, thereby increasing the corresponding rate of change of rotational speed. Therefore, the above-mentioned determination of the contact between the driving and driven ends of the clutch based on the rate of change of rotational speed may include: determining the contact between the driving and driven ends of the clutch when the rate of change of rotational speed is greater than or equal to a preset rate of change threshold, thereby accurately determining the contact between the driving and driven ends.

[0105] When the driving end and driven end of the clutch are in contact under the control of the first preset current, that is, when the tooth edges of the driving end and driven end of the clutch are in contact, even if a large current is input to the electromagnetic coil of the clutch, causing a large magnetic force between the driving end and driven end of the clutch, the impact caused by the large magnetic force will be buffered because the driving end and driven end are already in contact, and the tooth edges will not have a problem of tooth breakage due to magnetic impact.

[0106] Therefore, when it is determined that the driving end and the driven end of the clutch are in contact, a large current (i.e., the second preset current) can be output to the electromagnetic coil of the clutch to control the driving end and the driven end of the clutch to continue to engage, thereby ensuring that the driving end and the driven end of the clutch can engage more firmly.

[0107] Thus, by adopting the above-described scheme, compared with the related technologies that directly control the clutch engagement through a large current, this disclosure can first control the driving and driven ends of the clutch to engage with a small current, and then, after confirming that the driving and driven ends are in contact, continue to control the driving and driven ends to engage with a large current. This avoids the problem of excessive impact when the driving and driven ends contact, which can lead to clutch gear grinding, by directly using a large current to control the engagement of the driving and driven ends of the clutch. This improves the service life of the clutch.

[0108] In some embodiments, for step S11 above, the clutch engagement of the vehicle can be controlled by a first preset current if the vehicle meets the preset clutch engagement conditions.

[0109] For example, the preset clutch engagement conditions include at least one of the following:

[0110] The vehicle's current speed is greater than or equal to a preset speed threshold.

[0111] The vehicle's total power requirement is within the preset power range.

[0112] Here, if the vehicle meets the aforementioned preset clutch engagement conditions, it means that the vehicle needs to switch from the current drive mode (such as pure electric drive mode) to parallel drive mode.

[0113] For example, when a vehicle is in pure electric drive mode, if the vehicle's current speed is greater than or equal to a preset speed threshold, the driving force provided by the vehicle's drive motor may be insufficient. In this case, the vehicle's drive mode can be switched to parallel drive mode. Similarly, when a vehicle is in pure electric drive mode, if the vehicle's overall power demand is high, the output power of the vehicle's power battery may not be able to meet the vehicle's power demand. In this case, the vehicle's drive mode needs to be switched to parallel drive mode. Therefore, when the vehicle's drive mode is determined to switch to parallel drive mode, the clutch is controlled to engage. After the clutch engages, the engine and drive motor are coupled, allowing the engine to start and drive the generator to generate electricity, providing additional electrical energy to the drive motor. This allows both the engine and the power battery to simultaneously serve as the vehicle's power source.

[0114] Similarly, if the vehicle's current speed is greater than or equal to a preset speed threshold and the vehicle's total power demand is within a preset power range, it can be determined that the vehicle's drive mode needs to be switched to parallel drive mode, and the clutch engagement can be controlled.

[0115] Considering that the speed of the drive motor affects the speed of the driven end of the clutch, and the speed of the generator also affects the speed of the driving end of the clutch, if the speed of the generator differs greatly from that of the drive motor, directly controlling the engagement of the driving and driven ends of the clutch will result in uneven clutch engagement, leading to uneven vehicle driving during the driving of the vehicle and affecting the driving smoothness of the vehicle.

[0116] Therefore, in order to solve this problem, some embodiments may also include the following steps:

[0117] S1. Obtain the current generator speed of the vehicle's generator;

[0118] S2. Obtain the drive motor speed of the vehicle's drive motor.

[0119] S3. Determine the target speed of the generator based on the speed of the drive motor.

[0120] In some embodiments, the drive motor speed of the vehicle's drive motor can be obtained, and the real-time speed of the driven end of the clutch can be obtained through a first preset speed transmission relationship based on the drive motor speed. The first preset speed transmission relationship includes the correspondence between the drive motor speed and the real-time speed of the driven end of the clutch. After filtering and smoothing the real-time speed, the target speed of the generator can be obtained through a second preset speed transmission relationship. The second preset speed transmission relationship includes the correspondence between the desired speed of the driving end and the target speed of the generator.

[0121] For example, since the driven end of the clutch is connected to the drive motor, the drive motor speed of the vehicle can be obtained, and the real-time speed from the drive motor to the driven end of the clutch can be obtained through a first preset speed transmission relationship (such as a preset first speed transmission table). In order to ensure the smoothness of clutch engagement, the real-time speed of the driven end of the clutch can be used as the desired speed of the driving end of the clutch, and the target speed of the generator can be determined through a second preset speed transmission relationship (such as a preset second speed transmission table) based on the desired speed of the driving end of the clutch.

[0122] S4. Obtain the first speed difference between the generator speed and the target speed.

[0123] Accordingly, when the vehicle meets the preset clutch engagement conditions, controlling the clutch engagement of the vehicle via a first preset current may include:

[0124] When the vehicle meets the preset clutch engagement conditions and the first speed difference is less than or equal to the first preset speed difference threshold, the vehicle clutch engagement is controlled by a first preset current. In this way, when the vehicle meets the preset clutch engagement conditions, and the difference between the generator speed and the target speed is small, the driving and driven ends of the clutch can be controlled to engage smoothly. This improves the overall driving smoothness of the vehicle during drive mode switching, thereby enhancing the driving experience.

[0125] Furthermore, when the vehicle meets the preset clutch engagement conditions and the first speed difference is greater than the first preset speed difference threshold, the current engine speed of the vehicle is obtained. The generator torque is adjusted based on the engine speed and the first speed difference to adjust the generator speed. The first speed difference between the generator speed and the target speed is then re-obtained based on the adjusted generator speed, until the obtained first speed difference is less than or equal to the first preset speed difference threshold. Thus, if the first speed difference is determined to be greater than the first preset speed difference threshold, it can be determined that the speed difference between the two ends of the clutch is significant. If the speed of the clutch's driving end is not adjusted, it will affect the smoothness of clutch engagement and the driving experience. Therefore, the generator speed can be adjusted by adjusting the generator torque to ensure that the first speed difference is less than or equal to the first preset speed difference threshold when controlling the engagement movement of the clutch's driving and driven ends.

[0126] In one possible implementation, adjusting the generator torque based on the engine speed and the first speed difference to adjust the generator speed can include the following implementations:

[0127] The current engine speed is obtained, and based on the current engine speed, the torque transmitted to the generator is obtained through a pre-set torque transmission relationship between the engine and the generator (such as a pre-set torque transmission relationship table). This torque transmission relationship can include the correspondence between engine speed and the torque. This torque is used as the base torque for generator speed control. Then, based on the first speed difference between the generator speed and the target speed, the speed compensation torque that the generator currently needs to compensate for is obtained. This speed compensation torque is then added to the base torque to adjust the generator torque, thereby achieving the adjustment of the generator speed.

[0128] In some embodiments, such as Figure 8 As shown, this disclosure may also include the following steps:

[0129] In step S13, when it is determined that the driving end and the driven end of the clutch are engaged, the engagement of the driving end and the driven end is maintained by a third preset current.

[0130] The value of the third preset current is less than the value of the second preset current. Thus, even when the clutch engagement is confirmed, the third preset current can maintain the clutch engagement, ensuring the clutch remains engaged and preventing problems such as loosening.

[0131] Since the teeth of the driving and driven ends of the clutch are in contact when engaged, and their rotational speeds are the same, considering the tolerance, there may be a deviation between the rotational speeds of the driving and driven ends. Therefore, in one possible implementation, the engagement of the clutch can be determined by the following method:

[0132] S1. When it is determined that the control duration of the clutch reaches the first preset duration, the third speed of the driving end of the clutch and the fourth speed of the driven end of the clutch are obtained within the second preset duration.

[0133] The control duration may include the duration during which the driving and driven ends of the clutch continue to engage via the second preset current.

[0134] The first preset duration can be set to no more than 1 second, for example, the first preset duration can be set to 0.5 seconds, and the second preset duration can be set to no more than 0.5 seconds, for example, the second preset duration can be set to 0.3 seconds.

[0135] If the control duration of the clutch reaches the first preset duration, it indicates that the clutch has confirmed that the driving end and the driven end have engaged.

[0136] S2. Determine the second speed difference between the third speed and the fourth speed.

[0137] S3. If the absolute value of the two speed differences is less than or equal to the second preset speed difference threshold, the clutch engagement is determined to be complete.

[0138] Thus, when the driving and driven ends of the clutch are engaged, the contact of the teeth will cause the driving and driven ends to rotate at the same speed. Considering the error tolerance, the speeds of the driving and driven ends may deviate in actual scenarios. Therefore, within a second preset time period, the third speed of the driving end of the clutch and the fourth speed of the driven end of the clutch can be obtained at multiple moments within the second preset time period. If the absolute value of the second speed difference at each of the multiple moments is less than or equal to the second preset speed difference threshold, the clutch engagement is determined to be complete. This can eliminate errors in obtaining the speed values, thereby accurately determining the clutch engagement completion.

[0139] Once the clutch engagement is confirmed, a third preset current can be used to maintain the clutch engagement, thereby ensuring a secure clutch engagement and preventing problems such as loose engagement.

[0140] In some scenarios, if a vehicle exits parallel drive mode, it is necessary to disengage the clutch, specifically the driving and driven ends of the clutch. In related technologies, when the driving and driven ends of the clutch are disengaged, the engine's output torque is cut off. However, because the engine still retains a certain amount of hysteresis torque after the output torque is cut off, this hysteresis torque is transmitted to the driving end of the clutch. Due to the presence of this hysteresis torque, the engagement torque of the gear teeth on the driving and driven ends of the clutch is relatively large, to the point that the clutch spring force is insufficient to overcome the current engagement torque. This results in poor disengagement of the driving and driven ends of the clutch, or even failure to disengage, leading to uneven clutch disengagement and affecting driving safety.

[0141] To address the above problems, in some embodiments, the method may further include the following steps:

[0142] S1. If it is determined that the vehicle meets the clutch disengagement conditions, obtain the drive torque of the vehicle's drive motor and the generator torque of the vehicle's generator.

[0143] The clutch disengagement condition may include at least one of the following:

[0144] The vehicle's current speed is less than the preset speed threshold;

[0145] The SOC value of the vehicle's power battery is outside the preset threshold range;

[0146] The vehicle's total power requirement is outside the preset power range.

[0147] Optionally, if the vehicle meets the above-mentioned clutch disengagement conditions, it means that the vehicle does not need the engine and drive motor to provide power at the same time, and can exit the parallel drive mode. At this time, the clutch can be disengaged, that is, the driving end and driven end of the clutch can be disengaged.

[0148] S2. Adjust the generator torque according to the driving torque and the preset compensation torque to obtain the target output torque of the generator.

[0149] For example, the preset compensation torque can be determined based on historical data, which may include compensation torques over a historical period that enable the driving and driven ends of the vehicle's clutch to disengage smoothly.

[0150] S3. Control the generator operation based on the target output torque.

[0151] In one possible implementation, the generator can be controlled to output a target output torque, thereby disengaging the driving and driven ends of the clutch.

[0152] In this way, the generator torque is compensated by a preset compensation torque to obtain the target output torque, and the clutch is controlled to disengage based on the target output torque, thereby overcoming the torque of the tooth engagement between the driving and driven ends of the clutch, so that the driving and driven ends of the clutch can be smoothly disengaged.

[0153] In this case, excessive compensation torque to the generator torque may result in an excessively large compensated generator torque, leading to excessive compensation torque on the driving end of the clutch. This causes the torque direction on the driving end to be opposite to that on the driven end, making the clutch more difficult to disengage. Therefore, the preset compensation torque should not be set too high. For example, the preset compensation torque can be less than or equal to a preset compensation torque threshold, such as 8Nm-10Nm, or 8Nm, 9Nm, and 10Nm. This allows for a slight improvement in the torque on the driving end of the clutch when adjusting the generator torque, preventing excessive compensation from causing the torque direction on the driving end to be opposite to that on the driven end, thus enabling the driving and driven ends of the clutch to disengage smoothly.

[0154] In some embodiments, step S2 may include the following implementation: adjusting the generator torque by means of the preset compensation torque according to the direction of the driving torque and the direction of the generator torque to obtain the target output torque of the generator.

[0155] For example, if the direction of the driving torque is determined to be the same as the direction of the generator torque, the generator torque can be increased by the preset compensation torque to obtain the target output torque of the generator; or,

[0156] When the direction of the driving torque is determined to be opposite to the direction of the generator torque, the generator torque is reduced by the preset compensation torque to obtain the target output torque of the generator.

[0157] In this way, when the direction of the driving torque is the same as the direction of the generator torque, increasing the generator torque, or decreasing the generator torque when the direction of the driving torque is the same as the direction of the generator torque, can reduce the frictional force of the tooth contact between the driving end and the driven end, thereby enabling the driving end and the driven end to disengage smoothly.

[0158] For example, when the drive motor torque Tm <= 0 Nm and the generator torque is negative Tg1 (equivalent to the direction of the drive torque being the same as the direction of the generator torque), the difference between the generator torque and the preset target generator torque Tg2 can be used as the preset compensation torque, and the generator torque can be increased by the preset compensation torque to increase the generator torque to Tg2.

[0159] For example, if the drive motor torque Tm > 0 Nm and the generator torque is negative Tg1 (equivalent to the direction of the drive torque being opposite to the direction of the generator torque), the difference between the generator torque and the preset target generator torque Tg3 can be used as the preset compensation torque, and the generator torque can be reduced by the preset compensation torque to reduce it to Tg3.

[0160] Optionally, the preset compensation torque can also be output to the generator via a torque signal, so that the generator can obtain the preset compensation torque based on the torque signal and adjust the generator torque accordingly.

[0161] Considering that if the average value of the torque signal is not zero within the period, it will continuously output a preset compensation torque in the same direction to the generator, which will cause the generator to be continuously pushed or hindered during operation, thus preventing the generator from operating normally.

[0162] Therefore, in another embodiment of this disclosure, the periodically changing torque signal may include a triangular wave signal or a rectangular wave signal, etc. This avoids continuously outputting a preset compensation torque in the same direction to the generator, allowing the driving and driven ends of the clutch to disengage smoothly. For example, a preset compensation torque can be output to the generator according to a triangular wave signal with a time period of 0.1s.

[0163] By adopting the above technical solution, the generator torque can be adjusted by the preset compensation torque that changes periodically with the waveform. The direction of the preset compensation torque can be determined according to the direction of the generator torque, so that the direction of the preset compensation torque is opposite to the direction of the clamping force of the generator meshing teeth, thereby avoiding the impact of driving vibration on the entire vehicle drive end and improving the stability of vehicle driving.

[0164] Figure 9 This is a flowchart illustrating another clutch control method according to an exemplary embodiment, such as... Figure 9 As shown, this embodiment takes controlling clutch engagement as an example for explanation. The execution subject of this embodiment can be the vehicle controller, and the method can include the following steps.

[0165] In step S901, if the vehicle meets the preset clutch engagement conditions, the current generator speed of the vehicle's generator is obtained.

[0166] The preset clutch engagement conditions may include at least one of the following:

[0167] The vehicle's current speed is greater than or equal to a preset speed threshold.

[0168] The vehicle's total power requirement is within the preset power range.

[0169] In step S902, the drive motor speed of the vehicle's drive motor is obtained, and the target speed of the generator is determined based on the drive motor speed.

[0170] In step S903, the first speed difference between the generator speed and the target speed is obtained.

[0171] In step S904, it is determined whether the first speed difference is less than or equal to a first preset speed difference threshold.

[0172] If the first speed difference is less than or equal to the first preset speed difference threshold, step S905 is executed;

[0173] If the first speed difference is greater than the first preset speed difference threshold, steps S906 and S907 are executed.

[0174] In step S905, the driving end and driven end of the vehicle's clutch are engaged by controlling the first preset current.

[0175] See Figure 6 The vehicle controller 106 can output a first preset control current to the electromagnetic coil 5 so that the electromagnetic coil 5 generates a magnetic force corresponding to the first preset control current, so that the gear ring 4 (i.e. the driving end of the clutch) and the first gear 2 (i.e. the driven end of the clutch) engage.

[0176] In step S906, the current engine speed of the vehicle's engine is obtained.

[0177] In step S907, the generator torque is adjusted according to the difference between the engine speed and the first speed, so as to adjust the generator speed.

[0178] In step S908, the adjusted generator speed is obtained, and the process returns to step S903.

[0179] In step S909, when it is determined that the driving end and the driven end are in contact, the driving end and the driven end of the clutch continue to engage by controlling the second preset current.

[0180] The value of the second preset current is greater than the value of the first preset current.

[0181] See Figure 6 The vehicle controller 106 can output a second preset control current to the electromagnetic coil 5 so that the electromagnetic coil 5 generates a magnetic force corresponding to the second preset control current, so that the gear ring 4 (i.e. the driving end of the clutch) and the first gear 2 (i.e. the driven end of the clutch) continue to engage.

[0182] In step S910, if it is determined that the clutch engagement is complete, the clutch engagement is maintained by a third preset current.

[0183] The value of the third preset current is less than the value of the second preset current.

[0184] For example, the engagement of the clutch can be determined as follows: when the control duration of the clutch reaches a first preset duration, the third speed of the clutch driving end at multiple moments within a second preset duration and the fourth speed of the clutch driven end at multiple moments are obtained, and the second speed difference between the third speed and the fourth speed at the same moment is determined. If the absolute value of the second speed difference corresponding to the multiple moments is less than or equal to the second preset speed difference threshold, the engagement of the clutch is determined to be complete.

[0185] It should be noted that the specific implementation methods of each of the above steps can be referred to the descriptions of the corresponding steps in the foregoing embodiments, and will not be repeated here.

[0186] By adopting the above scheme, the driving and driven ends of the clutch can be engaged by first controlling the engagement movement with a small current. Once the contact between the driving and driven ends is confirmed, the engagement movement can be continued by controlling the driving and driven ends with a large current. This avoids the problem of excessive impact when the driving and driven ends contact, which can lead to gear grinding in the clutch, and thus improves the service life of the clutch.

[0187] It should be noted that, for the sake of simplicity, the above method embodiments are all described as a series of actions. However, those skilled in the art should understand that this embodiment is not limited to the described order of actions. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this disclosure.

[0188] Figure 10 This is a flowchart illustrating another clutch control method according to an exemplary embodiment, such as... Figure 10 As shown in the figure, this embodiment takes the control of clutch disengagement as an example for illustration. The method may include the following steps.

[0189] In step S1001, if it is determined that the vehicle meets the clutch disengagement condition, the drive torque of the vehicle's drive motor is obtained.

[0190] The clutch disengagement condition may include at least one of the following:

[0191] The vehicle's current speed is less than the preset speed threshold;

[0192] The SOC value of the vehicle's power battery is outside the preset threshold range;

[0193] The vehicle's total power requirement is outside the preset power range.

[0194] In step S1002, the generator torque of the vehicle's generator is obtained.

[0195] In step S1003, the generator torque is adjusted by the preset compensation torque according to the direction of the driving torque and the direction of the generator torque to obtain the target output torque of the generator.

[0196] For example, if the direction of the driving torque is determined to be the same as the direction of the generator torque, the generator torque is increased by the preset compensation torque to obtain the target output torque of the generator; or, if the direction of the driving torque is determined to be opposite to the direction of the generator torque, the generator torque is decreased by the preset compensation torque to obtain the target output torque of the generator.

[0197] In step S1004, the generator is controlled to operate based on the target output torque so that the clutch is disengaged.

[0198] It should be noted that the specific implementation methods of each of the above steps can be referred to the descriptions of the corresponding steps in the foregoing embodiments, and will not be repeated here.

[0199] By adopting the above scheme, the generator torque is compensated by a preset compensation torque to obtain the target output torque, and the clutch is controlled to disengage based on the target output torque, thereby overcoming the torque of the tooth engagement between the driving and driven ends of the clutch, so that the driving and driven ends of the clutch can be smoothly disengaged.

[0200] Figure 11 This is a block diagram illustrating a clutch control device according to an exemplary embodiment. Figure 11 As shown, the device 1100 may include a first control module 1101 and a second control module 1102.

[0201] The first control module 1101 is used to control the engagement movement of the driving end and the driven end of the vehicle's clutch through a first preset current.

[0202] The second control module 1102 is used to control the driving end and driven end of the clutch to continue the engagement movement by means of a second preset current when it is determined that the driving end and driven end of the clutch are in contact. The current value of the second preset current is greater than the current value of the first preset current.

[0203] Figure 12 It is based on Figure 11 The illustrated embodiment shows a block diagram of a second control module, as follows: Figure 12 As shown, the second control module 1102 includes:

[0204] The first acquisition submodule 11021 is used to acquire the rate of change of rotational speed of the target end of the clutch within a first preset time period, wherein the target end includes the driving end or the driven end of the clutch.

[0205] The first determining submodule 11022 is used to determine the contact between the driving end and the driven end of the clutch based on the speed change rate.

[0206] Optionally, the first determining submodule 11021 is used to determine that the driving end and driven end of the clutch are in contact when the rotational speed change rate is greater than or equal to a preset change rate threshold.

[0207] Optionally, the value of the first preset current increases over time.

[0208] Figure 13 It is based on Figure 11The illustrated embodiment shows a block diagram of another clutch control device, such as Figure 13 As shown, the device also includes:

[0209] The third control module 1103 is used to maintain the engagement of the driving end and the driven end of the clutch by a third preset current when it is determined that the engagement of the driving end and the driven end of the clutch is completed. The current value of the third preset current is less than the current value of the second preset current.

[0210] Figure 14 It is based on Figure 13 The illustrated embodiment shows a block diagram of a third control module, as follows: Figure 14 As shown, the third control module 1103 includes:

[0211] The second acquisition submodule 11031 is used to acquire the third rotational speed of the clutch's driving end and the fourth rotational speed of the clutch's driven end within the second preset time when the control duration of the clutch reaches the first preset time; the control duration includes the duration during which the driving end and driven end of the clutch continue to engage through the second preset current.

[0212] The second determining submodule 11032 is used to determine the second speed difference between the third speed and the fourth speed;

[0213] The third determining submodule 11033 is used to determine that the clutch engagement is complete when the absolute value of the second speed difference is less than or equal to the second preset speed difference threshold.

[0214] Figure 15 It is based on Figure 13 The illustrated embodiment shows a block diagram of another clutch control device, such as Figure 15 As shown, the device also includes:

[0215] The first acquisition module 1104 is used to acquire the drive torque of the vehicle's drive motor and the generator torque of the vehicle's generator when it is determined that the vehicle meets the clutch disengagement conditions.

[0216] The fourth control module 1105 is used to adjust the generator torque according to the drive torque and the preset compensation torque to obtain the target output torque of the generator;

[0217] The fifth control module 1106 is used to control the operation of the generator based on the target output torque.

[0218] Optionally, the fourth control module 1105 is used to adjust the generator torque according to the direction of the drive torque and the direction of the generator torque through the preset compensation torque to obtain the target output torque of the generator.

[0219] By using the above device, the driving and driven ends of the clutch can be engaged by first controlling the engagement movement with a small current, and then, after confirming that the driving and driven ends are in contact, the driving and driven ends can be engaged by continuing to control the engagement movement with a large current. This avoids the problem of excessive impact when the driving and driven ends are in contact, which could lead to gear grinding in the clutch, and thus improves the service life of the clutch.

[0220] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0221] like Figure 16 As shown, the electronic device 1600 may include: a processor 1601 and a memory 1602. The electronic device 1600 may also include one or more of a multimedia component 1603, an input / output (I / O) interface 1604, and a communication component 1605.

[0222] The processor 1601 controls the overall operation of the electronic device 1600 to complete all or part of the steps in the clutch control method described above. The memory 1602 stores various types of data to support the operation of the electronic device 1600. This data may include, for example, instructions for any application or method operating on the electronic device 1600, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 1602 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Multimedia component 1603 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 1602 or transmitted via communication component 1605. The audio component also includes at least one speaker for outputting audio signals. I / O interface 1604 provides an interface between processor 1601 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 1605 is used for wired or wireless communication between the electronic device 1600 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IoT, eMTC, or other 5G technologies, or combinations thereof, is not limited here. Therefore, the corresponding communication component 1605 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0223] In an exemplary embodiment, the electronic device 1600 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the clutch control method described above.

[0224] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the clutch control method described above. For example, the computer-readable storage medium may be the memory 1602 including program instructions, which may be executed by the processor 1601 of the electronic device 1600 to complete the clutch control method described above.

[0225] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the clutch control method described above when executed by the programmable device.

[0226] Figure 17 This is a functional block diagram of a vehicle according to an exemplary embodiment. For example, vehicle 1700 may be a hybrid vehicle, and vehicle 1700 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0227] Reference Figure 17 The vehicle 1700 may include various subsystems, such as an infotainment system 1710, a perception system 1720, a decision control system 1730, a drive system 1740, and a computing platform 1750. The vehicle 1700 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of the vehicle 1700 can be interconnected via wired or wireless means.

[0228] In some embodiments, the infotainment system 1710 may include a communication system, an entertainment system, and a navigation system, etc.

[0229] The perception system 1720 may include sensing devices for sensing obstacles around the vehicle 1700 to generate obstacle map information. For example, the sensing devices may include a global positioning system (which may be a GPS system, a BeiDou system, or another positioning system), an inertial measurement unit (IMU), a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0230] The decision control system 1730 may include a computing system, a vehicle controller, a steering system, a throttle and braking system, an automatic parking system, etc.

[0231] The drive system 1740 may include components that provide powered motion to the vehicle 1700. In one embodiment, the drive system 1740 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of internal combustion engines, electric motors, and compressed air engines. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0232] Some or all of the functions of vehicle 1700 are controlled by computing platform 1750. Computing platform 1750 may include at least one processor 1751 and memory 1752, processor 1751 may execute instructions 1753 stored in memory 1752.

[0233] Processor 1751 can be any conventional processor, such as a commercially available CPU. Processors may also include graphics processing units (GPUs), field-programmable gate arrays (FPGAs), systems-on-chips (SoCs), application-specific integrated circuits (ASICs), or combinations thereof.

[0234] The memory 1752 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0235] In addition to instruction 1753, memory 1752 can also store data, such as road maps, route information, vehicle position, direction, speed, and other data. The data stored in memory 1752 can be used by computing platform 1750.

[0236] In this embodiment of the disclosure, processor 1751 may execute instruction 1753 to complete all or part of the steps of the clutch control method described above.

[0237] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0238] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0239] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A clutch control method characterized by, The method includes: The first preset current controls the engagement motion of the vehicle's clutch between the driving and driven ends. When it is determined that the driving end and the driven end of the clutch are in contact, the driving end and the driven end of the clutch continue to perform the engagement movement by controlling the driving end and the driven end of the clutch through a second preset current, wherein the current value of the second preset current is greater than the current value of the first preset current. The contact between the driving and driven ends of the clutch is determined by the following method: The rotational speed change rate of the target end of the clutch is obtained within a first preset time period, wherein the target end includes the driving end or the driven end of the clutch. The contact between the driving and driven ends of the clutch is determined based on the speed change rate. The step of determining the contact between the driving and driven ends of the clutch based on the speed change rate includes: If the rotational speed change rate is determined to be greater than or equal to a preset change rate threshold, the driving end and the driven end of the clutch are determined to be in contact. If the vehicle meets the clutch disengagement condition, the drive torque of the vehicle's drive motor and the generator torque of the vehicle's generator are obtained. The generator torque is adjusted according to the driving torque and the preset compensation torque to obtain the target output torque of the generator; The generator is controlled to operate based on the target output torque, so that the driving and driven ends of the clutch are disengaged.

2. The clutch control method according to claim 1, characterized in that, The value of the first preset current increases with time.

3. The clutch control method according to claim 1, characterized in that, The method further includes: When it is determined that the driving end and the driven end of the clutch are engaged, the engagement of the driving end and the driven end is maintained by a third preset current, the current value of the third preset current being less than the current value of the second preset current.

4. The clutch control method according to claim 3, characterized in that, The engagement of the driving and driven ends of the clutch is determined by the following method: When the control duration of the clutch reaches a first preset duration, the third rotational speed of the clutch's driving end and the fourth rotational speed of the clutch's driven end within a second preset duration are obtained; the control duration includes the duration during which the driving end and driven end of the clutch continue to engage through the second preset current. Determine the second speed difference between the third speed and the fourth speed; If the absolute value of the second speed difference is less than or equal to the second preset speed difference threshold, the clutch engagement is determined to be complete.

5. The clutch control method according to claim 4, characterized in that, The step of adjusting the generator torque based on the driving torque and the preset compensation torque to obtain the target output torque of the generator includes: Based on the direction of the driving torque and the direction of the generator torque, the generator torque is adjusted by the preset compensation torque to obtain the target output torque of the generator.

6. A controller, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-5.

7. A vehicle, characterized in that, The vehicle includes a clutch and a controller, the controller being connected to the clutch; The controller includes the controller of claim 6.

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