Method, device and computer equipment for determining clutch half-engagement point pressure

Abstract

The present application relates to the field of data analysis technology, and in particular to a method, device, and computer equipment for determining clutch half-engagement point pressure. The method comprises: determining a target pressure corresponding to the clutch under maximum engine torque and the actual pressure of the clutch; obtaining the pressure difference between the target pressure and the actual pressure, and predicting the target current of the solenoid valve in the clutch based on the pressure difference; and performing error correction on the initial value of the clutch half-engagement point based on the target current to obtain the clutch half-engagement point pressure. The present application performs error correction on the initial pressure based on the target current to obtain the clutch half-engagement point pressure, which can match the actual vehicle conditions of the target vehicle, ensuring that the driving power of the target vehicle is not affected and improving the driving stability of the target vehicle.

Description

Technical Field

[0001] The present application relates to the field of data analysis technology, and in particular to a method, device and computer equipment for determining the pressure of a clutch half-engagement point. Background Art

[0002] As the proportion of new energy vehicles in the automobile market increases year by year, more and more new energy vehicles are produced and put into use. Among them, plug-in hybrid vehicles are particularly popular among consumers.

[0003] In the hybrid system of plug-in hybrid vehicles, the clutch is responsible for transmitting engine torque, and the clutch half-engagement point is a control parameter in the series-to-parallel stage of the hybrid system, which directly affects the driving dynamics and stability of the vehicle.

[0004] However, after long-term, high-mileage operation, the clutch friction plate in the hybrid system will produce a certain degree of wear. At this time, the initial pressure of the clutch half-engagement point set when the product comes off the production line can no longer adapt to the clutch in the worn state, thereby affecting the vehicle's driving power and driving stability. Summary of the Invention

[0005] Based on this, it is necessary to provide a method, device and computer equipment for determining the clutch half-engagement point pressure that can adapt to the clutch in a worn state in order to solve the above technical problems.

[0006] In a first aspect, the present application provides a method for determining the pressure at a clutch half-engagement point. The method comprises:

[0007] Determine the target pressure of the clutch corresponding to the maximum torque state of the engine and the actual pressure of the clutch;

[0008] Obtaining the pressure difference between the target pressure and the actual pressure, and predicting the target current of the solenoid valve in the clutch based on the pressure difference;

[0009] According to the target current, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0010] In one embodiment, predicting a target current of a solenoid valve in a clutch according to a pressure difference includes:

[0011] Obtaining a first mapping relationship; wherein the first mapping relationship is used to indicate the relationship between the transmission oil temperature, the pressure difference and the solenoid valve current;

[0012] A current query is performed in a first mapping relationship according to the pressure difference and the transmission oil temperature of the target vehicle to obtain a target current of the solenoid valve in the clutch.

[0013] In one embodiment, determining the target pressure of the clutch corresponding to the maximum engine torque state includes:

[0014] Determine the initial pressure of the clutch corresponding to the maximum torque state of the engine;

[0015] Determining a target correction coefficient corresponding to the initial pressure based on the triggering status of the protective device in the target vehicle;

[0016] The target pressure is obtained by multiplying the target correction coefficient by the initial pressure.

[0017] In one embodiment, determining the initial pressure of the clutch corresponding to the maximum engine torque state includes:

[0018] acquiring a second mapping relationship between clutch pressure and engine torque;

[0019] The maximum torque of the engine is used to perform a pressure query in the second mapping relationship to obtain an initial pressure of the clutch corresponding to the maximum torque state of the engine.

[0020] In one embodiment, the protective facilities include primary protective facilities and secondary protective facilities; and determining a target correction coefficient corresponding to the initial pressure based on a triggering state of the protective facilities in the target vehicle includes:

[0021] Determine the initial correction coefficient corresponding to the initial pressure according to the triggering state of the first-level protective device in the target vehicle;

[0022] According to the triggering status of the secondary protection facilities in the target vehicle, the initial correction coefficient is adjusted to obtain the target correction coefficient.

[0023] In one embodiment, error correction is performed on the initial value of the clutch half-engagement point according to the target current to obtain the clutch half-engagement point pressure, including:

[0024] Determine the target number of corrections corresponding to the clutch half-engagement point;

[0025] According to the target current, the initial value of the clutch half-engagement point is corrected to obtain the reference value of the clutch half-engagement point;

[0026] Verify whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number; wherein the reference correction number refers to the number of corrections completed when the clutch half-engagement point reference value is obtained;

[0027] If it is reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure;

[0028] If not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to execute the step of performing error correction on the clutch half-engagement point initial value according to the target current to obtain the clutch half-engagement point pressure until the clutch half-engagement point pressure is determined.

[0029] In one embodiment, the process of determining the initial value of the clutch half-engagement point includes:

[0030] When the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, determining the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment; wherein the second moment is the moment reached after a unit time has passed from the first moment;

[0031] Verify whether the actual pressure change rate reaches the target change rate with the maximum value;

[0032] If so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

[0033] In a second aspect, the present application also provides a device for determining the pressure at the clutch half-engagement point. The device comprises:

[0034] a determination module, configured to determine a target pressure of the clutch corresponding to a maximum torque state of the engine and an actual pressure of the clutch;

[0035] a prediction module for obtaining a pressure difference between a target pressure and an actual pressure, and predicting a target current of a solenoid valve in the clutch based on the pressure difference;

[0036] The correction module is used to perform error correction on the initial value of the clutch half-engagement point according to the target current to obtain the clutch half-engagement point pressure.

[0037] In a third aspect, the present application further provides a computer device. The computer device includes a memory and a processor. The memory stores a computer program. When the processor executes the computer program, the following steps are performed:

[0038] Determine the target pressure of the clutch corresponding to the maximum torque state of the engine and the actual pressure of the clutch;

[0039] Obtaining the pressure difference between the target pressure and the actual pressure, and predicting the target current of the solenoid valve in the clutch based on the pressure difference;

[0040] According to the target current, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0041] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the following steps:

[0042] Determine the target pressure of the clutch corresponding to the maximum torque state of the engine and the actual pressure of the clutch;

[0043] Obtaining the pressure difference between the target pressure and the actual pressure, and predicting the target current of the solenoid valve in the clutch based on the pressure difference;

[0044] According to the target current, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0045] In a fifth aspect, the present application further provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the following steps:

[0046] Determine the target pressure of the clutch corresponding to the maximum torque state of the engine and the actual pressure of the clutch;

[0047] Obtaining the pressure difference between the target pressure and the actual pressure, and predicting the target current of the solenoid valve in the clutch based on the pressure difference;

[0048] According to the target current, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0049] The above-mentioned clutch half-engagement point pressure determination method, device, and computer device predict the target current of the clutch solenoid valve based on the pressure difference between the target pressure and the actual pressure by determining the target pressure of the clutch in the target vehicle. Furthermore, the clutch half-engagement point initial value is error-corrected based on the target current to obtain the clutch half-engagement point pressure. As can be seen from the above, in the process of determining the clutch half-engagement point pressure, the target pressure corresponding to the clutch under the maximum engine torque state is first determined, and then the target current of the clutch solenoid valve is determined based on the target pressure. Since the clutch target pressure is closely related to the actual conditions of the target vehicle, and the target current of the clutch solenoid valve is also determined based on the target pressure and is consistent with the current conditions of the target vehicle, the clutch half-engagement point pressure obtained by error-correcting the initial value of the clutch half-engagement point based on the target current can match the actual conditions of the target vehicle. This ensures that even after a certain degree of wear on the clutch friction plate, the clutch half-engagement point can still adapt to the worn clutch, ensuring that the driving power of the target vehicle is not affected and improving the driving stability of the target vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 A schematic flow chart of a first method for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0051] Figure 2 A schematic flow chart of a second method for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0052] Figure 3 A schematic flow chart of a third method for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0053] Figure 4 A schematic flow chart of a fourth method for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0054] Figure 5 A schematic flow chart of a fourth method for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0055] Figure 6 A flowchart of a method for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0056] Figure 7 A structural block diagram of a first device for determining clutch half-engagement point pressure provided in an embodiment of the present application;

[0057] Figure 8 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0058] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0059] It should be understood that the specific embodiments described herein are merely used to explain the present application and are not intended to limit the present application. In the description of the present application, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms are not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they contradict each other.

[0060] In one embodiment, Figure 1 As shown, a method for determining the clutch half-engagement point pressure is provided. This embodiment uses the method applied to a terminal as an example for illustration. It is understood that the method can also be applied to a server, or to a system including a terminal and a server, and implemented through interaction between the terminal and the server. In this embodiment, the method includes the following steps:

[0061] S101 , determining a target pressure of the clutch corresponding to a maximum engine torque state and an actual pressure of the clutch.

[0062] The target clutch pressure refers to the pressure applied by the clutch pressure plate to the clutch pressure plate, enabling the clutch to smoothly transmit engine torque to the vehicle's drivetrain (i.e., the equipment used to propel the vehicle, such as the drive shaft, transmission gears, and wheels). Furthermore, the engine torque transmitted by the clutch at the target pressure is the engine torque at its maximum torque.

[0063] The actual pressure of the clutch refers to the real-time pressure exerted by the clutch pressure plate on the clutch pressure plate in the clutch at the current moment.

[0064] It should be noted that when it is necessary to determine the target pressure of the clutch under the maximum engine torque state, the triggering state of the protective facilities in the target vehicle can be obtained, and then, based on the triggering state of the protective facilities in the target vehicle, the target pressure of the clutch under the maximum engine torque state can be determined.

[0065] Among them, protective facilities refer to facilities in the target vehicle that can provide safety and protection for the vehicle driver, vehicle passengers and vehicle-borne items; for example, protective facilities may include vehicle doors, vehicle seat belts, etc.

[0066] It is further explained that a determination rule for the target pressure can be pre-specified, and the determination rule records how to determine the target pressure of the clutch in the target vehicle according to the triggering state of the protective facility; then, based on the determination rule, the operation of determining the target pressure of the clutch in the target vehicle according to the triggering state of the protective facility is implemented.

[0067] In one embodiment of the application, the determination rule may predetermine the initial pressure of the clutch corresponding to the maximum torque state of the engine, and adjust the preset pressure according to the triggering state of the protective facilities in the target vehicle to obtain the target pressure of the clutch in the target vehicle.

[0068] As an example, if the determination rule records the first initial pressure of the clutch pre-set by the vehicle operation and maintenance personnel according to the actual situation of the target vehicle, and the corresponding pressure reduction when the trigger state of at least one protective facility is not started; then when it is necessary to determine the target pressure of the clutch in the target vehicle, the protective facilities with a trigger state of not started can be determined from the various protective facilities in the target vehicle, and the total pressure reduction corresponding to the protective facilities in the not started state can be determined according to the determination rule, and the difference between the first initial pressure and the total pressure reduction is used as the target pressure of the clutch in the target vehicle.

[0069] As another example, if the determination rule records the second initial pressure of the clutch pre-set by the vehicle operation and maintenance personnel based on the actual situation of the target vehicle, and the pressure increase corresponding to the start-up state of at least one protective facility; then when it is necessary to determine the target pressure of the clutch in the target vehicle, the protective facilities with the start-up state as the trigger state can be determined from the various protective facilities in the target vehicle, and the total pressure increase corresponding to the protective facilities in the start-up state can be determined according to the determination rule, and the sum of the second initial pressure and the total pressure increase is used as the target pressure of the clutch in the target vehicle.

[0070] In one embodiment of the application, the determination rules may predefine the corresponding initial pressures of the clutch under different triggering states of each protective facility; therefore, after determining the triggering state of the protective facility in the target vehicle, the target pressure of the clutch in the target vehicle is screened from at least one initial pressure recorded in the determination rules; wherein, each initial pressure included in the determination rules is a pressure pre-set by the vehicle operation and maintenance personnel based on the actual situation of the target vehicle.

[0071] As an example, if the target vehicle contains two types of protective facilities, the two protective facilities are the first protective facility and the second protective facility, and the determination rule records the third initial pressure corresponding to the clutch when the trigger state of the first protective facility is started and the trigger state of the second protective facility is also started, the fourth initial pressure corresponding to the clutch when the trigger state of the first protective facility is started and the trigger state of the second protective facility is not started, and the fifth initial pressure corresponding to the clutch when the trigger state of the first protective facility is not started and the trigger state of the second protective facility is also not started; if at this time, it is determined that the trigger state of the protective facilities in the target vehicle is that the trigger state of the first protective facility is started and the trigger state of the second protective facility is not started, then the fourth initial pressure is used as the target pressure of the clutch in the target vehicle.

[0072] To further illustrate, the target correction coefficient corresponding to the protective facilities in the target vehicle under different triggering states can be pre-specified, and then the initial pressure corresponding to the clutch in the target state can be obtained; the product of the target correction coefficient and the initial pressure is used as the target pressure of the clutch in the target vehicle.

[0073] The target state of the clutch is the state of the clutch corresponding to when the engine of the target vehicle is at maximum torque.

[0074] It is further explained that before determining the target pressure of the clutch in the target vehicle, the error correction state of the clutch half-engagement point can also be determined, so that when the error correction state of the clutch half-engagement point is the adjustment state, the step of determining the target pressure of the clutch in the target vehicle is executed to complete the subsequent target current confirmation; if the error correction state of the clutch half-engagement point is the prohibited state, there is no need to execute the step of determining the target pressure of the clutch corresponding to the maximum torque state of the engine.

[0075] Specifically, a driving signal of the target vehicle may be obtained, and then, according to a preset error correction state verification rule, the driving signal of the target vehicle may be verified to obtain the error correction state of the clutch half-engagement point.

[0076] Among them, the driving signals of the target vehicle may include but are not limited to: vehicle gear position, vehicle hood closing status, accelerator pedal opening, vehicle speed, vehicle battery remaining power, actual operating mode of the vehicle hybrid system, engine operating status, GCU (Generator Control Unit) operating status, EPB (Electrical Park Brake) system status, clutch operating status, clutch solenoid valve fault flag and clutch pressure sensor fault flag.

[0077] Furthermore, the terminal device that executes the method for determining the clutch half-engagement point pressure can obtain the vehicle gear position and accelerator pedal opening through real-time collection and analysis; the terminal device that executes the error correction of the clutch half-engagement point can obtain the vehicle hood closing status, vehicle speed, vehicle battery remaining power, GCU operating status, and EPB system status from the controller local area network of the target vehicle; the terminal device that executes the method for determining the clutch half-engagement point pressure can obtain the actual operating mode of the vehicle hybrid system, clutch operating status, clutch solenoid valve fault flag and clutch pressure sensor fault flag from the internal relevant modules of the target vehicle.

[0078] The terminal device that performs the error correction of the clutch half-engagement point may be an HCU (Hybrid Control Unit) of the vehicle power system.

[0079] In one embodiment of the present application, if the preset error correction status verification rule is:

[0080] When the vehicle is in the parking gear (P), the hood is closed, the accelerator pedal opening is 0 degrees, the vehicle speed is 0 kilometers per hour, the vehicle battery remaining charge is greater than or equal to 50%, the hybrid system's actual operating mode is pure electric mode, the engine is in the shutdown state, the GCU is in the high-voltage standby state, the EPB system is in the parking state, the clutch is disengaged and the current mileage is greater than or equal to a preset mileage, the clutch solenoid valve fault flag is False (incorrect), and the clutch pressure sensor fault flag is False, the clutch half-engagement point error correction state is determined to be in the adjustment state. Furthermore, when any one of the driving signals does not meet a pre-set error correction state verification rule, the clutch half-engagement point error correction state is determined to be in the prohibited state.

[0081] Furthermore, if it is determined that the error correction state of the clutch half-engagement point is in the prohibited state, the target current of the solenoid valve in the clutch is set to 0 amperes, and a fault command is sent to the offline detection bench so that the offline detection bench performs vehicle detection on the target vehicle.

[0082] S102 , obtaining a pressure difference between the target pressure and the actual pressure, and predicting a target current of the solenoid valve in the clutch based on the pressure difference.

[0083] It should be noted that when the pressure difference between the target pressure and the actual pressure needs to be obtained, a pressure difference operation can be performed on the target pressure and the actual pressure, and the pressure difference operation obtained is the pressure difference between the target pressure and the actual pressure.

[0084] In one embodiment of the present application, when it is necessary to predict the target current of the solenoid valve in the clutch, at least one candidate current corresponding to the candidate pressure difference can be pre-specified, and then, based on the correspondence between the candidate pressure difference and the candidate current, and the pressure difference between the target pressure and the actual pressure of the clutch, the target current of the solenoid valve in the clutch is predicted.

[0085] Specifically, at least one candidate current corresponding to a candidate pressure difference is pre-specified; after determining the pressure difference between the target pressure and the actual pressure of the clutch, a candidate pressure difference that is the same as the pressure difference is determined, and the candidate current corresponding to the candidate pressure difference is used as the target current of the solenoid valve in the clutch corresponding to the pressure difference.

[0086] In another embodiment of the present application, when it is necessary to predict the target current of the solenoid valve in the clutch, candidate currents corresponding to different pressure difference ranges can be pre-specified, and then the target current of the solenoid valve in the clutch can be determined based on the correspondence between each pressure difference range and the candidate current.

[0087] Specifically, after determining the pressure difference between the target pressure and the actual pressure of the clutch, the target pressure difference range to which the pressure difference belongs is determined from each pressure difference range, and the candidate current corresponding to the target pressure difference range is determined according to the correspondence between each pressure difference range and the candidate current, and the candidate current corresponding to the target pressure difference range is used as the target current of the solenoid valve in the clutch.

[0088] S103 , performing error correction on the initial value of the clutch half-engagement point according to the target current to obtain the clutch half-engagement point pressure.

[0089] In one embodiment of the present application, an error correction model for the initial value of the clutch half-engagement point can be pre-trained, and then, by inputting the target current and the initial value of the clutch half-engagement point into the error correction model, the output result of the error correction model is obtained, and the output result is the clutch half-engagement point pressure.

[0090] Among them, the training process of the error correction model includes: obtaining sample pressure and sample current corresponding to the sample pressure, and manually marking the clutch half-engagement point pressure on the sample pressure and sample current, and then training the error correction model based on the sample pressure and sample current marked with the clutch half-engagement point pressure to obtain the trained error correction model.

[0091] In another embodiment of the present application, the number of corrections for the initial value of the clutch half-engagement point can be determined in advance, and then, the initial value of the clutch half-engagement point is error-corrected according to the target current to obtain a reference value of the clutch half-engagement point; it is verified whether the reference correction number corresponding to the reference value of the clutch half-engagement point reaches the target correction number; if it is reached, the reference value of the clutch half-engagement point is used as the clutch half-engagement point pressure; if it is not reached, the reference value of the clutch half-engagement point is used as the new initial value of the clutch half-engagement point, and the step of performing error correction on the initial value of the clutch half-engagement point according to the target current is returned to execute until the clutch half-engagement point pressure is determined.

[0092] It should be noted that before performing error correction on the initial value of the clutch half-engagement point based on the target current, the initial value of the clutch half-engagement point needs to be determined. Specifically, if there is a storage device that stores the initial value of the clutch half-engagement point, a pressure acquisition request is sent to the storage device to obtain the initial value of the clutch half-engagement point contained in the storage device.

[0093] The storage device may be a local storage device corresponding to the target vehicle, or a cloud storage device corresponding to the target vehicle. The device type of the storage device is not limited here.

[0094] In another embodiment of the present application, if there is no storage device storing the initial value of the clutch half-engagement point, the actual pressure of the clutch, the actual pressure change rate of the clutch and the actual pressure jerk of the clutch are used to analyze the clutch half-engagement point self-learning value. Specifically, when the actual pressure jerk of the clutch in the previous cycle is ≥ 0 bar / s 2 (bar per square second), the current actual clutch pressure jerk is less than 0 bar / s 2 , and when the actual pressure change rate of the clutch in the target vehicle is the largest during the entire error correction process of the initial value of the clutch half-engagement point, the current actual pressure of the clutch is used as the initial value of the clutch half-engagement point.

[0095] The above-mentioned method for determining the clutch half-engagement point pressure determines the target pressure of the clutch in the target vehicle, predicts the target current of the clutch solenoid valve based on the pressure difference between the target pressure and the actual pressure, and then performs error correction on the initial value of the clutch half-engagement point based on the target current to obtain the clutch half-engagement point pressure. As can be seen from the above, in the process of determining the clutch half-engagement point pressure, the target pressure corresponding to the clutch under the maximum engine torque state is first determined, and then the target current of the clutch solenoid valve is determined based on the target pressure. Since the target pressure of the clutch is closely related to the actual conditions of the target vehicle, and the target current of the clutch solenoid valve is also determined based on the target pressure and is consistent with the current conditions of the target vehicle, the clutch half-engagement point pressure obtained by error correction on the initial value of the clutch half-engagement point based on the target current can match the actual conditions of the target vehicle. This ensures that even after a certain degree of wear on the clutch friction plate, the clutch half-engagement point can still adapt to the worn clutch, ensuring that the driving power of the target vehicle is not affected and improving the driving stability of the target vehicle.

[0096] In one embodiment, if Figure 2 As shown, when it is necessary to predict the target current of the solenoid valve in the clutch based on the pressure difference between the target pressure and the actual pressure of the clutch, the following contents may be specifically included:

[0097] S201: Obtain a first mapping relationship.

[0098] It should be noted that before determining the target current of the solenoid valve in the clutch, a first mapping relationship can be constructed based on the preset current step of the solenoid valve current in the first mapping relationship, and then the target current of the solenoid valve in the clutch can be determined based on the first mapping relationship.

[0099] The first mapping relationship is used to indicate the relationship between the transmission oil temperature, the pressure difference and the solenoid valve current.

[0100] S202 , performing a current query in a first mapping relationship according to the pressure difference and the transmission oil temperature of the target vehicle to obtain a target current of the solenoid valve in the clutch.

[0101] The process of determining the pressure difference may include the following: presetting a difference calculation formula, and then substituting the target pressure and the actual pressure of the clutch in the target vehicle into the difference calculation formula to obtain the pressure difference between the target pressure and the actual pressure of the clutch in the target vehicle.

[0102] The difference calculation formula is as follows:

[0103] P Cludiff =P Clureq－ P CluAct

[0104] Among them, P Cludiff Refers to the pressure difference; P Clureq Refers to the target pressure; P CluAct Refers to the actual pressure.

[0105] In one embodiment of the present application, when it is necessary to determine the target current of the solenoid valve in the clutch, the pressure difference and the transmission oil temperature of the target vehicle can be determined in advance. Then, in the first mapping relationship, the solenoid valve current corresponding to the pressure difference and the transmission oil temperature is determined, and the solenoid valve current is the target current of the solenoid valve in the clutch.

[0106] The above-mentioned method for determining the clutch half-engagement point pressure determines a first mapping relationship, and then performs a current query in the first mapping relationship based on the pressure difference and the transmission oil temperature of the target vehicle to obtain the target current of the solenoid valve in the clutch, thereby providing a data basis for subsequent error correction of the initial value of the clutch half-engagement point, so that the final clutch half-engagement point pressure can adapt to the clutch in a worn state.

[0107] In one embodiment, if Figure 3 As shown, when it is necessary to determine the target pressure of the clutch corresponding to the maximum engine torque state, the following contents may be specifically included:

[0108] S301, determining an initial pressure of the clutch corresponding to a maximum engine torque state.

[0109] The initial pressure is the clutch pressure corresponding to the target vehicle's engine torque, pre-set by vehicle operators based on their experience. Furthermore, the target torque can be the engine's maximum torque, or a specific torque (for example, the engine's maximum output torque) determined based on the vehicle's state and the driver's driving habits.

[0110] In one embodiment of the present application, if the target torque state is the maximum torque of the engine, the process of determining the initial pressure corresponding to the clutch in the maximum torque state of the engine may include the following: pre-acquiring a second mapping relationship between the clutch pressure and the engine torque; using the maximum torque of the engine to perform a pressure query in the second mapping relationship to obtain the initial pressure corresponding to the clutch in the maximum torque state of the engine.

[0111] The second mapping relationship records different clutch pressures corresponding to different engine torques. Therefore, when using the maximum engine torque to query the pressure in the second mapping relationship, the engine torque equivalent to the maximum engine torque can be determined from the second mapping relationship, and the clutch pressure corresponding to this engine torque in the second mapping relationship can be used as the initial clutch pressure corresponding to the maximum engine torque state.

[0112] S302: Determine a target correction coefficient corresponding to the initial pressure according to the triggering state of the protective device in the target vehicle.

[0113] It should be noted that since different protective facilities in the target vehicle have different degrees of protection for people and objects in the target vehicle, in order to make the target correction coefficient accurately conform to the actual situation of the target vehicle, the protective facilities can be divided into primary protective facilities and secondary protective facilities according to the degree of protection for people and objects in the target vehicle. Then, the target correction coefficient corresponding to the target pressure is determined according to the triggering status of the primary protective facilities and the secondary protective facilities.

[0114] In one embodiment of the present application, if the protective facilities in the target vehicle include: vehicle doors, trunk cover, front trunk door, rear trunk door, main driver seat belt and front passenger seat belt, then after the protective facilities are divided into first-level protective facilities and second-level protective facilities, the first-level protective facilities include at least one of the vehicle doors, trunk cover, front trunk door and rear trunk door; the second-level protective facilities include at least one of the main driver seat belt and front passenger seat belt.

[0115] To further explain, when it is necessary to determine the target correction coefficient corresponding to the target pressure, it may specifically include the following contents: determining the initial correction coefficient corresponding to the initial pressure based on the triggering status of the first-level protective facilities in the target vehicle; adjusting the initial correction coefficient based on the triggering status of the second-level protective facilities in the target vehicle to obtain the target correction coefficient.

[0116] In one embodiment of the present application, a first correspondence between the triggering state of the first-level protective facility and the initial correction coefficient, and a second correspondence between the triggering state of the second-level protective facility and the initial correction coefficient adjustment method can be set according to the normal driving scenario of the target vehicle, or the historical maintenance experience of the vehicle maintenance personnel; then, after obtaining the triggering state of the first-level protective facility in the target vehicle, the initial correction coefficient corresponding to the target pressure can be determined from the first correspondence, and the initial correction coefficient adjustment method can be determined from the second correspondence of the triggering state of the second-level protective facility in the target vehicle, so as to adjust the initial correction coefficient and obtain the target correction coefficient.

[0117] For example, the first correspondence may record that when only the left front door is triggered to open, the corresponding initial correction coefficient is 0.9; when only the left rear door is triggered to open, the corresponding initial correction coefficient is 0.8; when only the right front door is triggered to open, the corresponding initial correction coefficient is 0.7; and when only the right rear door is triggered to open, the corresponding initial correction coefficient is 0.6. Furthermore, the second correspondence may record that when the driver's seat belt is triggered to unfastened, the initial correction coefficient is subtracted by 0.1; when the passenger seat belt is triggered to unfastened, the initial correction coefficient is subtracted by 0.2.

[0118] S303: The product of the target correction coefficient and the initial pressure is calculated as the target pressure.

[0119] Specifically, by substituting the target correction coefficient and the initial pressure into the pressure calculation formula, the target pressure of the clutch in the target vehicle output by the pressure calculation formula can be obtained.

[0120] The pressure calculation formula is as follows:

[0121] P CluReq =P CluReqRaw ×Fd AdpvOffs

[0122] Among them, P CluReq Refers to the target pressure of the clutch in the target vehicle; P CluReqRaw Refers to the initial pressure; Fd AdpvOffs Refers to the target correction factor.

[0123] The above-mentioned method for determining the clutch half-engagement point pressure determines the target pressure of the clutch in the target vehicle based on the target correction coefficient corresponding to the trigger state of the protective facilities in the target vehicle; ensures that the target current can be smoothly determined based on the target pressure in the future, provides a data basis for subsequent processes, and ensures that the clutch half-engagement point pressure determined subsequently can match the actual vehicle condition of the target vehicle.

[0124] In one embodiment, if Figure 4 As shown, when it is necessary to perform error correction on the initial value of the clutch half-engagement point according to the target voltage to obtain the clutch half-engagement point pressure, the following contents may be specifically included:

[0125] S401, determining a target correction number corresponding to a clutch half-engagement point.

[0126] In one embodiment of the present application, when it is necessary to determine the target number of corrections, different numbers of corrections corresponding to different initial values of the clutch half-engagement point can be set based on the work experience of the vehicle operation and maintenance personnel; then, when it is necessary to determine the target number of corrections corresponding to the clutch half-engagement point, the number of corrections corresponding to the initial value of the clutch half-engagement point is used as the target number of corrections.

[0127] In another embodiment of the present application, the target number of corrections corresponding to the clutch half-engagement point corresponding to the target vehicle at the current moment can be set based on the work experience of the vehicle operation and maintenance personnel.

[0128] It should be noted that, in order to prevent excessive number of corrections, a correction threshold may be determined based on the actual situation of the target vehicle and the historical experience of the staff to ensure that the number of corrections is less than or equal to the correction threshold.

[0129] S402 , performing error correction on the initial value of the clutch half-engagement point according to the target voltage to obtain a reference value of the clutch half-engagement point.

[0130] It should be noted that before performing error correction on the initial value of the clutch half-engagement point, it is necessary to determine the initial value of the clutch half-engagement point. Specifically, if there is a storage device that stores the initial value of the clutch half-engagement point, a pressure acquisition request is sent to the storage device to obtain the initial value of the clutch half-engagement point contained in the storage device.

[0131] The storage device may be a local storage device corresponding to the target vehicle, or a cloud storage device corresponding to the target vehicle. The device type of the storage device is not limited here.

[0132] In another embodiment of the present application, if there is no storage device storing the initial value of the clutch half-engagement point, then when the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment is determined; wherein the second moment is the moment reached after a unit time has passed from the first moment; verify whether the actual pressure change rate reaches the target change rate with the maximum value; if so, use the actual pressure of the clutch at the second moment as the initial value of the clutch half-engagement point.

[0133] Furthermore, the target change rate may be the maximum pressure change rate of the clutch between two adjacent moments within a preset detection cycle; or, the target change rate may be a change rate pre-set by vehicle operation and maintenance personnel based on the actual conditions of the target vehicle.

[0134] The time length corresponding to the detection cycle can be set or adjusted according to the actual situation of the target vehicle and the historical experience of the vehicle operation and maintenance personnel. The time length corresponding to the detection cycle is not limited here.

[0135] It should be noted that when it is necessary to determine the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment, a difference operation can be performed on the actual pressure at the first moment and the actual pressure at the second moment to obtain the pressure difference between the two moments; then, a ratio operation is performed on the pressure difference between the two moments and the unit time (that is, the length of time between the first moment and the second moment), and the obtained operation result is the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment.

[0136] Specifically, the initial value of the clutch half-engagement point is analyzed according to the actual clutch pressure, the actual clutch pressure change rate and the actual clutch pressure jerk, including the following: if the second moment is the current moment, the first moment is the previous moment corresponding to the current moment, therefore, when the actual clutch pressure jerk of the previous moment is ≥ 0 bar / s 2 (bar per square second), the actual clutch pressure jerk at the current moment is <0 bar / s 2 , and when the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment reaches the target change rate with the maximum value, the actual pressure of the clutch at the current moment is used as the initial value of the clutch half-engagement point.

[0137] It should be noted that when performing error correction on the initial value of the clutch half-engagement point, reference can be made to calculation formula (3). By inputting the initial value of the clutch half-engagement point into calculation formula (3), error correction can be performed on the initial value of the clutch half-engagement point to obtain the clutch half-engagement point pressure.

[0138] The calculation formula (3) is as follows:

[0139] P ClukissPtSelfLrn = / (3)

[0140] Among them, P ClukissPtSelfLrn Refers to the clutch half-engagement point pressure; Refers to the initial value of the clutch half-engagement point; m refers to the maximum number of corrections for the error correction of the initial value of the clutch half-engagement point; Refers to the current number of corrections made to the initial value of the clutch half-engagement point.

[0141] S403 , verifying whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number.

[0142] The reference correction number refers to the number of corrections completed when obtaining the reference value of the clutch half-engagement point.

[0143] S404: If reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure.

[0144] S405, if it is not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to execute the step of performing error correction on the clutch half-engagement point initial value according to the target voltage to obtain the clutch half-engagement point pressure, until the clutch half-engagement point pressure is determined.

[0145] In one embodiment of the present application, if the number of corrections is predetermined to be two, the first round of error correction is performed on the initial value of the clutch half-engagement point according to the target voltage to obtain a reference value of the clutch half-engagement point; at this time, the reference correction number corresponding to the clutch half-engagement point reference value does not reach the target correction number, the clutch half-engagement point reference value is used as the new initial value of the clutch half-engagement point, and the step of performing error correction on the initial value of the clutch half-engagement point is returned to obtain a new reference value of the clutch half-engagement point; at this time, the reference correction number corresponding to the new reference value of the clutch half-engagement point reaches the target correction number, and the clutch half-engagement point reference value corresponding to the last correction process is used as the clutch half-engagement point pressure.

[0146] To further illustrate, during the correction process, the error correction state of the clutch half-engagement point is determined based on the driving data of the target vehicle; if the error correction state is prohibited, the initial pressure is used as the clutch half-engagement point pressure.

[0147] In one embodiment of the present application, after obtaining the clutch half-engagement point pressure, it is also possible to verify whether the target pressure is within a pre-set pressure range. If it is, it is determined that the clutch half-engagement point pressure meets the correction completion conditions; if not, it is determined that the clutch half-engagement point pressure does not meet the correction completion conditions. If the clutch half-engagement point pressure does not meet the correction completion conditions, the initial value of the clutch half-engagement point is maintained unchanged, and a fault command is sent to the offline test bench so that the offline test bench performs fault maintenance on the target vehicle.

[0148] The above-mentioned method for determining the clutch half-engagement point pressure obtains the clutch half-engagement point pressure by performing error correction on the initial value of the clutch half-engagement point. This ensures that the target pressure obtained through error correction matches the actual vehicle conditions of the target vehicle, ensuring that the driving dynamics of the target vehicle are not affected and improving the driving stability of the target vehicle.

[0149] In one embodiment, if Figure 5 As shown, when it is necessary to determine the clutch half-engagement point pressure, the following may be specifically included:

[0150] S501: Acquire a second mapping relationship between clutch pressure and engine torque.

[0151] S502 : Using the maximum torque of the engine to perform a pressure query in the second mapping relationship, to obtain an initial pressure of the clutch corresponding to the maximum torque state of the engine.

[0152] S503: Determine an initial correction coefficient corresponding to the initial pressure according to the triggering state of the first-level protective device in the target vehicle.

[0153] S504: Adjust the initial correction coefficient according to the triggering state of the secondary protection facilities in the target vehicle to obtain a target correction coefficient.

[0154] S505: The product of the target correction coefficient and the initial pressure is calculated as the target pressure.

[0155] S506: Obtain a first mapping relationship.

[0156] S507 , performing a current query in a first mapping relationship according to the pressure difference and the transmission oil temperature of the target vehicle to obtain a target current of the solenoid valve in the clutch.

[0157] S508 , performing error correction on the initial value of the clutch half-engagement point according to the target current to obtain the clutch half-engagement point pressure.

[0158] In one embodiment of the present application, Figure 6As shown, when it is necessary to determine the clutch half-engagement point pressure, the following steps may be specifically included: obtaining a driving signal of a target vehicle; determining an error correction state of the clutch half-engagement point; if the error correction state of the clutch half-engagement point is an adjustment state, determining a target pressure of the clutch in the target vehicle is executed; if the error correction state of the clutch half-engagement point is a prohibited state, determining a target pressure of the clutch in the target vehicle is not executed; when the error correction state of the clutch half-engagement point is an adjustment state, determining a target pressure of the clutch in the target vehicle; and determining a target current of a solenoid valve in the clutch based on the target pressure; performing error correction on an initial value of the clutch half-engagement point based on the target current to obtain a clutch half-engagement point pressure; verifying whether the target pressure meets a correction completion condition; if the clutch half-engagement point pressure meets the correction completion condition, terminating the target pressure determination process; if the clutch half-engagement point pressure does not meet the correction completion condition, storing the target current, initial pressure, and the number of iterations for the initial pressure. Then, when error correction is performed on the initial value of the clutch half-engagement point next time, the clutch half-engagement point pressure is obtained based on the stored target current, initial pressure, and the number of iterations for the initial pressure.

[0159] The above-mentioned method for determining the clutch half-engagement point pressure determines the target pressure of the clutch in the target vehicle, predicts the target current of the clutch solenoid valve based on the pressure difference between the target pressure and the actual pressure, and then performs error correction on the initial value of the clutch half-engagement point based on the target current to obtain the clutch half-engagement point pressure. As can be seen from the above, in the process of determining the clutch half-engagement point pressure, the target pressure corresponding to the clutch under the maximum engine torque state is first determined, and then the target current of the clutch solenoid valve is determined based on the target pressure. Since the target pressure of the clutch is closely related to the actual conditions of the target vehicle, and the target current of the clutch solenoid valve is also determined based on the target pressure and is consistent with the current conditions of the target vehicle, the clutch half-engagement point pressure obtained by error correction on the initial value of the clutch half-engagement point based on the target current can match the actual conditions of the target vehicle. This ensures that even after a certain degree of wear on the clutch friction plate, the clutch half-engagement point can still adapt to the worn clutch, ensuring that the driving power of the target vehicle is not affected and improving the driving stability of the target vehicle.

[0160] It should be understood that, although the steps in the flowcharts of the above embodiments are shown in sequence as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be performed in other orders. Moreover, at least a portion of the steps in the flowcharts of the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily to be performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0161] Based on the same inventive concept, embodiments of the present application also provide a device for determining clutch half-engagement point pressure for implementing the aforementioned method for determining clutch half-engagement point pressure. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more embodiments of the device for determining clutch half-engagement point pressure provided below can be found in the aforementioned method for determining clutch half-engagement point pressure, and will not be further elaborated here.

[0162] In one embodiment, Figure 7 As shown, a device for determining the clutch half-engagement point pressure is provided, comprising: a determination module 10, a prediction module 20 and a correction module 30, wherein:

[0163] The determination module 10 is used to determine the target pressure of the clutch corresponding to the maximum torque state of the engine and the actual pressure of the clutch.

[0164] The prediction module 20 is configured to obtain a pressure difference between the target pressure and the actual pressure, and predict a target current of the solenoid valve in the clutch according to the pressure difference.

[0165] The correction module 30 is used to perform error correction on the initial value of the clutch half-engagement point according to the target current to obtain the clutch half-engagement point pressure.

[0166] In one embodiment, a first mapping relationship is obtained; wherein the first mapping relationship is used to indicate the relationship between the transmission oil temperature, the pressure difference and the solenoid valve current; a current query is performed in the first mapping relationship based on the pressure difference and the transmission oil temperature of the target vehicle to obtain a target current of the solenoid valve in the clutch.

[0167] In one embodiment, an initial pressure corresponding to the clutch under the maximum engine torque state is determined; a target correction coefficient corresponding to the initial pressure is determined based on the triggering state of the protective device in the target vehicle; and a product of the target correction coefficient and the initial pressure is used as the target pressure.

[0168] In one embodiment, a second mapping relationship between clutch pressure and engine torque is obtained; and a pressure query is performed in the second mapping relationship using the maximum engine torque to obtain an initial pressure corresponding to the clutch under the maximum engine torque state.

[0169] In one embodiment, an initial correction coefficient corresponding to the initial pressure is determined according to the triggering state of the first-level protective facilities in the target vehicle; and the initial correction coefficient is adjusted according to the triggering state of the second-level protective facilities in the target vehicle to obtain a target correction coefficient.

[0170] In one embodiment, a target number of corrections corresponding to the clutch half-engagement point is determined; an error correction is performed on the initial value of the clutch half-engagement point according to the target current to obtain a reference value of the clutch half-engagement point; and it is verified whether the reference number of corrections corresponding to the reference value of the clutch half-engagement point reaches the target number of corrections; wherein the reference number of corrections refers to the number of corrections completed when obtaining the reference value of the clutch half-engagement point; if reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure; if not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the step of performing error correction on the initial value of the clutch half-engagement point according to the target current to obtain the clutch half-engagement point pressure is returned to execution until the clutch half-engagement point pressure is determined.

[0171] In one embodiment, when the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment is determined; wherein, the second moment is the moment reached after a unit time has passed from the first moment; it is verified whether the actual pressure change rate reaches the target change rate with the maximum value; if so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

[0172] The above-mentioned clutch half-engagement point pressure determination device determines a target pressure of the clutch in a target vehicle, predicts a target current of the clutch solenoid valve based on the pressure difference between the target pressure and the actual pressure, and then performs error correction on the initial value of the clutch half-engagement point based on the target current to obtain the clutch half-engagement point pressure. As can be seen from the above, in the process of determining the clutch half-engagement point pressure, the target pressure corresponding to the clutch under the maximum engine torque state is first determined, and then the target current of the clutch solenoid valve is determined based on the target pressure. Since the target pressure of the clutch is closely related to the actual conditions of the target vehicle, and the target current of the clutch solenoid valve is also determined based on the target pressure and is consistent with the current conditions of the target vehicle, the clutch half-engagement point pressure obtained by error correction of the initial value of the clutch half-engagement point based on the target current can match the actual conditions of the target vehicle. This ensures that even after a certain degree of wear of the clutch friction plate occurs, the clutch half-engagement point can still adapt to the worn clutch, ensuring that the driving power of the target vehicle is not affected and improving the driving stability of the target vehicle.

[0173] Each module in the aforementioned device for determining the clutch half-engagement point pressure may be implemented in whole or in part via software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor within a computer device in the form of hardware, or may be stored in a computer device memory in the form of software, so that the processor can call and execute the corresponding operations of each module.

[0174] In one embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure diagram may be as follows: Figure 8As shown. The computer device includes a processor, memory, an input / output interface, a communication interface, a display unit, and an input device. The processor, memory, and input / output interface are connected via a system bus, while the communication interface, display unit, and input device are connected to the system bus via the input / output interface. The processor of the computer device provides computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operating system and computer programs stored in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with external terminals via wired or wireless means, and the wireless means can be implemented via Wi-Fi, mobile cellular networks, NFC (near-field communication), or other technologies. When executed by the processor, the computer program implements a method for determining the clutch half-engagement point pressure. The display unit of the computer device is used to produce a visual image and can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the computer device casing, or an external keyboard, touchpad or mouse.

[0175] Those skilled in the art will understand that Figure 8 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0176] In one embodiment, a computer device is provided, including a memory and a processor, wherein a computer program is stored in the memory, and when the processor executes the computer program, the following steps are implemented:

[0177] Determine the target pressure of the clutch corresponding to the maximum torque state of the engine and the actual pressure of the clutch;

[0178] Obtaining the pressure difference between the target pressure and the actual pressure, and predicting the target current of the solenoid valve in the clutch based on the pressure difference;

[0179] According to the target current, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0180] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0181] Obtaining a first mapping relationship; wherein the first mapping relationship is used to indicate the relationship between the transmission oil temperature, the pressure difference and the solenoid valve current;

[0182] A current query is performed in a first mapping relationship according to the pressure difference and the transmission oil temperature of the target vehicle to obtain a target current of the solenoid valve in the clutch.

[0183] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0184] Determine the initial pressure of the clutch corresponding to the maximum torque state of the engine;

[0185] Determining a target correction coefficient corresponding to the initial pressure based on the triggering status of the protective device in the target vehicle;

[0186] The target pressure is obtained by multiplying the target correction coefficient by the initial pressure.

[0187] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0188] acquiring a second mapping relationship between clutch pressure and engine torque;

[0189] The maximum torque of the engine is used to perform a pressure query in the second mapping relationship to obtain an initial pressure of the clutch corresponding to the maximum torque state of the engine.

[0190] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0191] Determine the initial correction coefficient corresponding to the initial pressure according to the triggering state of the first-level protective device in the target vehicle;

[0192] According to the triggering status of the secondary protection facilities in the target vehicle, the initial correction coefficient is adjusted to obtain the target correction coefficient.

[0193] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0194] Determine the target number of corrections corresponding to the clutch half-engagement point;

[0195] According to the target current, the initial value of the clutch half-engagement point is corrected to obtain the reference value of the clutch half-engagement point;

[0196] Verify whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number; wherein the reference correction number refers to the number of corrections completed when the clutch half-engagement point reference value is obtained;

[0197] If it is reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure;

[0198] If not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to execute the step of performing error correction on the clutch half-engagement point initial value according to the target current to obtain the clutch half-engagement point pressure until the clutch half-engagement point pressure is determined.

[0199] In one embodiment, when the processor executes the computer program, the processor further implements the following steps:

[0200] When the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, determining the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment; wherein the second moment is the moment reached after a unit time has passed from the first moment;

[0201] Verify whether the actual pressure change rate reaches the target change rate with the maximum value;

[0202] If so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

[0203] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0204] Determine the target pressure of the clutch corresponding to the maximum torque state of the engine and the actual pressure of the clutch;

[0205] Obtaining the pressure difference between the target pressure and the actual pressure, and predicting the target current of the solenoid valve in the clutch based on the pressure difference;

[0206] According to the target current, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0207] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0208] Obtaining a first mapping relationship; wherein the first mapping relationship is used to indicate the relationship between the transmission oil temperature, the pressure difference and the solenoid valve current;

[0209] A current query is performed in a first mapping relationship according to the pressure difference and the transmission oil temperature of the target vehicle to obtain a target current of the solenoid valve in the clutch.

[0210] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0211] Determine the initial pressure of the clutch corresponding to the maximum torque state of the engine;

[0212] Determining a target correction coefficient corresponding to the initial pressure based on the triggering status of the protective device in the target vehicle;

[0213] The product of the target correction coefficient and the initial pressure is calculated as the target pressure. In one embodiment, when the computer program is executed by the processor, the following steps are further implemented:

[0214] acquiring a second mapping relationship between clutch pressure and engine torque;

[0215] The maximum torque of the engine is used to perform a pressure query in the second mapping relationship to obtain an initial pressure of the clutch corresponding to the maximum torque state of the engine.

[0216] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0217] Determine the initial correction coefficient corresponding to the initial pressure according to the triggering state of the first-level protective device in the target vehicle;

[0218] According to the triggering status of the secondary protection facilities in the target vehicle, the initial correction coefficient is adjusted to obtain the target correction coefficient.

[0219] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0220] Determine the target number of corrections corresponding to the clutch half-engagement point;

[0221] According to the target current, the initial value of the clutch half-engagement point is corrected to obtain the reference value of the clutch half-engagement point;

[0222] Verify whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number; wherein the reference correction number refers to the number of corrections completed when the clutch half-engagement point reference value is obtained;

[0223] If it is reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure;

[0224] If not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to execute the step of performing error correction on the clutch half-engagement point initial value according to the target current to obtain the clutch half-engagement point pressure until the clutch half-engagement point pressure is determined.

[0225] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0226] When the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, determining the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment; wherein the second moment is the moment reached after a unit time has passed from the first moment;

[0227] Verify whether the actual pressure change rate reaches the target change rate with the maximum value;

[0228] If so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

[0229] In one embodiment, a computer program product is provided, comprising a computer program, which, when executed by a processor, implements the following steps:

[0230] Determine the target pressure of the clutch corresponding to the maximum torque state of the engine and the actual pressure of the clutch;

[0231] Obtaining the pressure difference between the target pressure and the actual pressure, and predicting the target current of the solenoid valve in the clutch based on the pressure difference;

[0232] According to the target current, the initial value of the clutch half-engagement point is corrected for error to obtain the clutch half-engagement point pressure.

[0233] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0234] Obtaining a first mapping relationship; wherein the first mapping relationship is used to indicate the relationship between the transmission oil temperature, the pressure difference and the solenoid valve current;

[0235] A current query is performed in a first mapping relationship according to the pressure difference and the transmission oil temperature of the target vehicle to obtain a target current of the solenoid valve in the clutch.

[0236] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0237] Determine the initial pressure of the clutch corresponding to the maximum torque state of the engine;

[0238] Determining a target correction coefficient corresponding to the initial pressure based on the triggering status of the protective device in the target vehicle;

[0239] The target pressure is obtained by multiplying the target correction coefficient by the initial pressure.

[0240] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0241] acquiring a second mapping relationship between clutch pressure and engine torque;

[0242] The maximum torque of the engine is used to perform a pressure query in the second mapping relationship to obtain an initial pressure of the clutch corresponding to the maximum torque state of the engine.

[0243] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0244] Determine the initial correction coefficient corresponding to the initial pressure according to the triggering state of the first-level protective device in the target vehicle;

[0245] According to the triggering status of the secondary protection facilities in the target vehicle, the initial correction coefficient is adjusted to obtain the target correction coefficient.

[0246] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0247] Determine the target number of corrections corresponding to the clutch half-engagement point;

[0248] According to the target current, the initial value of the clutch half-engagement point is corrected to obtain the reference value of the clutch half-engagement point;

[0249] Verify whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number; wherein the reference correction number refers to the number of corrections completed when the clutch half-engagement point reference value is obtained;

[0250] If it is reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure;

[0251] If not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to execute the step of performing error correction on the clutch half-engagement point initial value according to the target current to obtain the clutch half-engagement point pressure until the clutch half-engagement point pressure is determined.

[0252] In one embodiment, when the computer program is executed by a processor, the following steps are further implemented:

[0253] When the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, determining the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment; wherein the second moment is the moment reached after a unit time has passed from the first moment;

[0254] Verify whether the actual pressure change rate reaches the target change rate with the maximum value;

[0255] If so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

[0256] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of relevant countries and regions.

[0257] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0258] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0259] The above embodiments merely illustrate several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art may make various modifications and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A method for determining the pressure of a clutch half-engagement point, characterized in that: The method comprises: Determine the initial pressure of the clutch corresponding to the maximum torque state of the engine; determining a target correction coefficient corresponding to the initial pressure according to a triggering state of a protective device in the target vehicle; The product of the target correction coefficient and the initial pressure is calculated as the target pressure; Determine the actual pressure of the clutch corresponding to the maximum torque state of the engine; obtaining a pressure difference between the target pressure and the actual pressure, and predicting a target current of a solenoid valve in the clutch according to the pressure difference; According to the target current, an error correction is performed on the initial value of the clutch half-engagement point to obtain the clutch half-engagement point pressure.

2. The method according to claim 1, characterized in that The predicting the target current of the solenoid valve in the clutch according to the pressure difference includes: Obtaining a first mapping relationship; wherein the first mapping relationship is used to indicate the relationship between the transmission oil temperature, the pressure difference and the solenoid valve current; A current query is performed in the first mapping relationship according to the pressure difference and the transmission oil temperature of the target vehicle to obtain a target current of the solenoid valve in the clutch.

3. The method according to claim 1, characterized in that The protective facilities include vehicle doors, trunk cover, front trunk door, rear trunk door, main driver seat belt and front passenger seat belt.

4. The method according to claim 1, wherein Determining the initial pressure of the clutch corresponding to the maximum torque state of the engine includes: acquiring a second mapping relationship between clutch pressure and engine torque; The maximum torque of the engine is used to perform a pressure query in the second mapping relationship to obtain an initial pressure of the clutch corresponding to the maximum torque state of the engine.

5. The method according to claim 1, wherein The protective facilities include primary protective facilities and secondary protective facilities; and determining the target correction coefficient corresponding to the initial pressure according to the triggering state of the protective facilities in the target vehicle includes: determining an initial correction coefficient corresponding to the initial pressure according to a triggering state of the first-level protective facility in the target vehicle; According to the triggering state of the secondary protection facility in the target vehicle, the initial correction coefficient is adjusted to obtain the target correction coefficient.

6. The method according to any one of claims 1 to 5, characterized in that The step of performing error correction on the initial value of the clutch half-engagement point according to the target current to obtain the clutch half-engagement point pressure includes: determining a target correction number corresponding to the clutch half-engagement point; performing error correction on an initial value of the clutch half-engagement point according to the target current to obtain a reference value of the clutch half-engagement point; Verifying whether the reference correction number corresponding to the clutch half-engagement point reference value reaches the target correction number; wherein the reference correction number refers to the number of corrections completed when the clutch half-engagement point reference value is obtained; If it is reached, the clutch half-engagement point reference value is used as the clutch half-engagement point pressure; If not reached, the clutch half-engagement point reference value is used as the new clutch half-engagement point initial value, and the process returns to the step of performing error correction on the clutch half-engagement point initial value according to the target current to obtain the clutch half-engagement point pressure until the clutch half-engagement point pressure is determined.

7. The method according to any one of claims 1 to 5, characterized in that The process of determining the initial value of the clutch half-engagement point includes: When the actual pressure of the clutch at the second moment is greater than zero and the actual pressure of the clutch at the first moment is not greater than zero, determining the actual pressure change rate between the actual pressure at the first moment and the actual pressure at the second moment; wherein the second moment is the moment reached after a unit time has passed from the first moment; Verifying whether the actual pressure change rate reaches a target change rate with a maximum value; If so, the actual pressure of the clutch at the second moment is used as the initial value of the clutch half-engagement point.

8. A device for determining the pressure of a clutch half-engagement point, characterized in that: The device comprises: a determination module configured to determine an initial pressure corresponding to the clutch under a maximum engine torque state; determine a target correction coefficient corresponding to the initial pressure based on a triggering state of a protective device in a target vehicle; calculate a product of the target correction coefficient and the initial pressure as the target pressure; and determine an actual pressure corresponding to the clutch under a maximum engine torque state; a prediction module, configured to obtain a pressure difference between the target pressure and the actual pressure, and predict a target current of the solenoid valve in the clutch according to the pressure difference; The correction module is used to perform error correction on the initial value of the clutch half-engagement point according to the target current to obtain the clutch half-engagement point pressure.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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