Clutch control method, device, storage medium and automobile

Abstract

This application discloses a clutch control method, device, storage medium, and automobile, relating to the field of vehicle control technology. The method includes: upon receiving a braking command, acquiring the vehicle's braking acceleration; comparing the braking acceleration with a preset braking threshold, and determining the vehicle's direct-drive operating state based on the comparison result; determining whether the vehicle meets preset clutch disengagement conditions based on the direct-drive operating state; if so, sending a clutch disengagement request command to the VCU, and controlling the vehicle's clutch disengagement upon receiving the disengagement command from the VCU. This application introduces braking acceleration to determine whether the vehicle meets preset clutch disengagement conditions, thereby controlling clutch disengagement. Compared to existing technologies, this avoids clutch slippage diagnosis triggered when the vehicle cannot disengage the clutch in time during emergency braking, thus preventing vehicle malfunction degradation caused by slippage diagnosis and ensuring vehicle driving performance.

Description

Technical Field

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

[0002] For hybrid vehicles with a P1+P3 configuration, at medium to high speeds, the engine and transmission are directly connected by controlling the direct-drive clutch of the hybrid gearbox. The engine output is mechanically transmitted to the wheels, improving fuel economy. In parallel mode, the engine's P1 shaft is rigidly connected to the hybrid gearbox output shaft via a clutch, and then outputs to the engine drive wheels via a reducer; this is also known as direct-drive control.

[0003] Under normal circumstances, hybrid vehicles use a clutch-based system to achieve direct drive, which involves increasing hydraulic pressure to engage the clutch. If there is no clutch engagement fault and the vehicle speed exceeds a set value, the clutch is considered to be in a usable direct drive engagement state, and clutch slippage is diagnosed.

[0004] However, when a vehicle performs emergency braking under direct drive conditions, the clutch may not have time to disengage, meaning the clutch is still considered to be in a direct drive-available engagement state. At this time, since the braking force is greater than the driving force, it will be directly judged as clutch slippage, which will trigger the corresponding vehicle fault degradation measures, resulting in reduced vehicle driving performance and affecting the user experience.

[0005] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0006] The main objective of this application is to provide a clutch control method, device, and storage medium, which aims to solve the technical problem in the existing method where, during emergency braking of a vehicle in direct-drive mode, the clutch is still considered to be in a usable direct-drive engagement state before it can disengage in time, thus being diagnosed as clutch slippage due to the braking force being greater than the driving force, which in turn triggers vehicle fault degradation measures and reduces vehicle driving performance.

[0007] To achieve the above objectives, this application proposes a clutch control method, the clutch control method comprising:

[0008] Upon receiving a braking command, the braking acceleration of the vehicle is acquired;

[0009] The braking acceleration is compared with a preset braking threshold, and the direct drive operating state of the vehicle is determined based on the comparison result.

[0010] Based on the direct drive operating condition, determine whether the vehicle meets the preset clutch disengagement conditions.

[0011] If so, a clutch disengagement request command is sent to the vehicle control unit (VCU), and upon receiving the disengagement command from the VCU, the clutch of the vehicle is disengaged.

[0012] In one embodiment, the direct-drive operating condition includes a direct-drive clutch unavailable state and a direct-drive clutch available state. The step of comparing the braking acceleration with a preset braking threshold and determining the direct-drive operating condition of the vehicle based on the comparison result includes:

[0013] When the braking acceleration is less than the preset braking threshold, the vehicle is determined to be in a state where the direct drive clutch is unavailable.

[0014] When the braking acceleration is greater than the preset braking threshold, the vehicle is determined to be in a state where the direct drive clutch is available.

[0015] In one embodiment, the step of determining whether the vehicle meets the preset clutch disengagement condition based on the direct drive operating state includes:

[0016] The current speed of the vehicle is obtained, and the current speed is compared with a preset speed threshold to obtain a speed comparison result.

[0017] Based on the vehicle's oil pressure information, determine whether the vehicle has a clutch malfunction and obtain a clutch malfunction judgment result;

[0018] Based on the vehicle speed comparison results, the clutch fault judgment results, and the direct drive operating condition, determine whether the vehicle meets the preset clutch disengagement conditions.

[0019] In one embodiment, after the step of determining whether the vehicle meets the preset clutch disengagement condition based on the direct drive operating state, the method further includes:

[0020] If not, a clutch availability command is sent to the vehicle control unit (VCU), and upon receiving an engagement command from the VCU, the clutch of the vehicle is engaged.

[0021] In one embodiment, after the step of determining whether the vehicle meets the preset clutch disengagement condition based on the direct drive operating state, the method further includes:

[0022] When the vehicle does not meet the preset clutch disengagement conditions, the input shaft speed and output shaft speed of the clutch are obtained;

[0023] Clutch slippage is diagnosed based on the input shaft speed and output shaft speed.

[0024] In one embodiment, the step of diagnosing clutch slippage based on the input shaft speed and the output shaft speed includes:

[0025] The current speed difference is obtained based on the input shaft speed and the output shaft speed.

[0026] Compare the current speed difference with the preset slippage speed difference;

[0027] When the current speed difference is greater than the preset slippage speed difference, the clutch is determined to be in a slippage state, and the corresponding slippage alarm is triggered.

[0028] In one embodiment, the step of obtaining the braking acceleration of the vehicle upon receiving a braking command includes:

[0029] Upon receiving a braking command, the MCU motor speed is obtained, and the current vehicle speed is obtained based on the MCU motor speed.

[0030] The current acceleration is obtained based on the current vehicle speed, and the current acceleration is filtered to obtain the braking acceleration of the vehicle.

[0031] Furthermore, to achieve the above objectives, this application also proposes a clutch control device, the device comprising:

[0032] An acceleration acquisition module is used to acquire the vehicle's braking acceleration when a braking command is received.

[0033] The first judgment module is used to compare the braking acceleration with a preset braking threshold and determine the direct drive condition of the vehicle based on the comparison result.

[0034] The second judgment module is used to determine whether the vehicle meets the preset clutch disengagement conditions based on the direct drive working condition.

[0035] The control module is configured to send a clutch disengagement request command to the vehicle control unit (VCU) if the clutch disengagement request is received, and to control the clutch of the vehicle to disengage upon receiving the disengagement command from the VCU.

[0036] In addition, to achieve the above objectives, this application also proposes a storage medium storing a clutch control program, which, when executed by a processor, implements the clutch control method as described above.

[0037] In addition, to achieve the above objectives, this application also proposes a vehicle equipped with a hybrid transmission control unit, the hybrid transmission control unit comprising: a memory, a processor, and a clutch control program stored in the memory and executable on the processor, wherein the clutch control program, when executed by the processor, implements the clutch control method as described above.

[0038] This application discloses a clutch control method, specifically disclosing that upon receiving a braking command, the braking acceleration of the vehicle is acquired; the braking acceleration is compared with a preset braking threshold, and the direct-drive operating state of the vehicle is determined based on the comparison result; based on the direct-drive operating state, it is determined whether the vehicle meets a preset clutch disengagement condition; if so, a clutch disengagement request command is sent to the vehicle control unit (VCU), and upon receiving the disengagement command from the VCU, the clutch of the vehicle is controlled to disengage. This application introduces a comparison between braking acceleration and a preset braking threshold to identify the direct-drive operating state of the vehicle, thereby determining whether the vehicle meets the preset clutch disengagement condition, and controlling clutch disengagement when it does. This application can control clutch disengagement based on acceleration, which, compared to existing technologies, avoids clutch slippage diagnosis triggered due to insufficient time to disengage the clutch during emergency braking, thus preventing vehicle malfunction degradation caused by a slippage diagnosis and ensuring vehicle driving performance. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0040] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This is a schematic diagram of the hybrid transmission control unit structure in the hardware operating environment involved in the embodiments of this application;

[0042] Figure 2 This is a flowchart illustrating the first embodiment of the clutch control method of this application;

[0043] Figure 3 This is a flowchart illustrating the second embodiment of the clutch control method of this application;

[0044] Figure 4 This is a flowchart illustrating the third embodiment of the clutch control method of this application;

[0045] Figure 5 This is a structural block diagram of the first embodiment of the clutch control device of this application.

[0046] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0047] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0048] Reference Figure 1 , Figure 1 This is a schematic diagram of the hybrid transmission control unit structure in the hardware operating environment involved in the embodiments of this application.

[0049] like Figure 1 As shown, the vehicle proposed in this embodiment can be equipped with a hybrid transmission control unit. The hybrid transmission control unit may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen, and optionally, it may also include a standard wired interface or a wireless interface. In this application, the wired interface of the user interface 1003 may be a USB interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (RAM) or a non-volatile memory (NVM), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0050] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the hybrid transmission control unit and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0051] like Figure 1 As shown, the memory 1005, which is identified as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a clutch control program.

[0052] exist Figure 1In the hybrid transmission control unit of the vehicle shown, the network interface 1004 is mainly used to connect to the backend server and communicate data with the backend server; the user interface 1003 is mainly used to connect to the user equipment; the hybrid transmission control unit calls the clutch control program stored in the memory 1005 through the processor 1001 and executes the clutch control method provided in the embodiments of this application.

[0053] This application provides a clutch control method, referring to... Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the clutch control method of this application. In this embodiment, the method includes steps S10 to S40:

[0054] Step S10: Upon receiving a braking command, obtain the braking acceleration of the vehicle.

[0055] It should be noted that the method in this embodiment can be applied to the hybrid transmission control unit (HTCU) of a vehicle, and of course, it can also be applied to other modules in a hybrid vehicle that perform clutch control. This embodiment does not limit this application. The HTCU described above can be used as the execution subject of this embodiment to illustrate this embodiment and the following embodiments.

[0056] It should be understood that, in response to braking commands received by the vehicle in direct drive mode, the vehicle's braking acceleration can be obtained. In direct drive mode, the engine speed, P1 generator speed, and transmission output shaft speed have a fixed speed ratio. Furthermore, the MCU motor is connected to the output shaft, and the speed ratio between the vehicle speed and the MCU motor speed is fixed. Therefore, the vehicle's current speed can be obtained from the MCU motor speed, and thus the vehicle's braking acceleration can be calculated.

[0057] It should be noted that when a braking command is received, the MCU motor speed can be obtained, and the current vehicle speed can be obtained based on the MCU motor speed; the current acceleration can be obtained based on the current vehicle speed, and the current acceleration can be filtered to obtain the braking acceleration of the vehicle.

[0058] It should be understood that the formula for calculating the current vehicle speed can be:

[0059]

[0060] Where MCU_SPD represents the MCU motor speed, and the constant K can be pre-calibrated. Different vehicles can have different pre-calibrated constants K; for example, K can be 76. Then, the current acceleration 'a' can be obtained using the acceleration calculation formula, as follows:

[0061]

[0062] In the formula, ΔV is the change in the current vehicle speed V within a unit time t, and 3.6 is the unit conversion relationship between km / h and m / s.

[0063] It should be understood that the current acceleration obtained directly is subject to certain errors due to the influence of various signals, resulting in deviations and fluctuations in the obtained current acceleration. Therefore, the calculated acceleration 'a' can be filtered, for example, by using a low-pass filter T. The filter can be adjusted by setting reasonable time constants (T), Enable control parameters (E), and Reset related settings (R) to adapt to different vehicle driving scenarios.

[0064] In practical implementation, T can be calibrated, that is, the strength of the low-pass filter can be adjusted according to requirements. When E=1, the low-pass filter can be activated, and filtering can be performed using the following formula:

[0065]

[0066] In the formula, u is the input original signal, i.e., the current acceleration, and y n-1 For the previous filter output, y n It is the current filtered output, i.e., the braking acceleration obtained after filtering.

[0067] It should also be noted that the braking acceleration in this application is a negative value. The smaller the braking acceleration, the greater the decrease in vehicle speed per unit time during braking.

[0068] Step S20: Compare the braking acceleration with a preset braking threshold, and determine the direct drive operating state of the vehicle based on the comparison result.

[0069] It should be understood that the preset threshold can be a pre-set threshold for determining whether a vehicle is under emergency braking in direct-drive conditions. This preset threshold can be a set value based on historical experience data, for example, it can be set to -4m / s. 2 This embodiment does not impose any limitations on this.

[0070] Understandably, when the braking acceleration is less than the preset braking threshold, a request can be made to the vehicle control unit (VCU) to disengage from direct drive mode until the braking acceleration exceeds a second preset braking threshold (e.g., -3.5 m / s). 2 When this happens, you can request to return to direct drive mode.

[0071] Step S30: Determine whether the vehicle meets the preset clutch disengagement conditions based on the direct drive operating condition.

[0072] It should be understood that the existing method controls whether the clutch disengages based solely on two conditions: the vehicle's real-time speed and whether the clutch is faulty. This embodiment further introduces the vehicle's direct-drive operating condition, so that while the vehicle meets the real-time speed condition and the clutch is not faulty condition, the vehicle's direct-drive operating condition condition must also be considered before the clutch can be determined to be usable, i.e., the preset clutch disengagement condition is not met; otherwise, the vehicle's clutch is considered to be unusable, i.e., the preset clutch disengagement condition is met.

[0073] Step S40: If yes, send a clutch disengagement request command to the vehicle control unit (VCU), and upon receiving the disengagement command from the VCU, control the clutch of the vehicle to disengage.

[0074] It should be understood that when the clutch of the vehicle is determined to be in an unusable state, that is, when the preset clutch disengagement conditions are met, the HCTU can send a clutch disengagement request command to the VCU, so that the VCU can further combine the information it has acquired to determine whether to disengage the clutch.

[0075] Understandably, when the HTCU receives the disengagement command from the VCU, the HTCU controls the vehicle's clutch to disengage. Since the clutch is in a direct drive unavailable state at this time, the HTCU does not perform clutch slippage diagnosis, thus avoiding the vehicle fault degradation measures triggered when the clutch is diagnosed as slipping, thereby ensuring the vehicle's driving performance and the user's driving experience.

[0076] This embodiment acquires the vehicle's braking acceleration upon receiving a braking command; compares the braking acceleration with a preset braking threshold; determines the vehicle's direct-drive operating state based on the comparison result; and determines whether the vehicle meets preset clutch disengagement conditions based on the direct-drive operating state. If so, it sends a clutch disengagement request command to the vehicle control unit (VCU), and controls the vehicle's clutch to disengage upon receiving the disengagement command from the VCU. This embodiment identifies the vehicle's direct-drive operating state by comparing braking acceleration with a preset braking threshold, thereby determining whether the vehicle meets preset clutch disengagement conditions and controlling clutch disengagement when they are met. This ability to control clutch disengagement based on acceleration avoids clutch slippage diagnosis triggered during emergency braking due to insufficient time to disengage the clutch, thus preventing vehicle malfunction degradation caused by a slippage diagnosis and ensuring vehicle performance.

[0077] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3, Figure 3 This is a flowchart illustrating the second embodiment of the clutch control method of this application.

[0078] In this embodiment, the direct drive operating condition includes a direct drive clutch unavailable state and a direct drive clutch available state. Step S20 specifically includes: steps S201 to S202:

[0079] Step S201: When the braking acceleration is less than the preset braking threshold, the vehicle is determined to be in a state where the direct drive clutch is unavailable.

[0080] Step S202: When the braking acceleration is greater than the preset braking threshold, the vehicle is determined to be in a state where the direct drive clutch is available.

[0081] It should be understood that when the braking acceleration is less than a preset braking threshold (e.g., -4 m / s²), the vehicle can be determined to be in a direct-drive clutch unavailable state, and a direct-drive unavailable command (HTCU_b_clutch_ax_available = 0) can be sent to the VCU to request exiting the direct-drive mode. Conversely, if the braking acceleration is greater than a preset braking threshold (e.g., -4 m / s²), the vehicle can be determined to be in a direct-drive clutch available state, or to have transitioned from a direct-drive clutch unavailable state to a direct-drive clutch available state, and a direct-drive available command (HTCU_b_clutch_ax_available = 1) can be sent to the VCU to request a return to the direct-drive mode.

[0082] Further, step S30 includes: steps S301 to S303:

[0083] Step S301: Obtain the current speed of the vehicle and compare the current speed with a preset speed threshold to obtain a speed comparison result.

[0084] It should be understood that when the vehicle speed drops to a certain value, the clutch can be disengaged to prevent the engine from stalling due to excessive load and to improve the vehicle's handling and agility. Therefore, a vehicle speed threshold can be preset as a criterion for determining low speed. When the current vehicle speed is lower than the preset speed threshold, it is considered that the preset clutch disengagement condition has been met.

[0085] Step S302: Based on the oil pressure information of the vehicle, determine whether the vehicle has a clutch malfunction and obtain the clutch malfunction judgment result.

[0086] Understandably, in clutch systems operating in direct-drive mode, clutch engagement can be achieved by increasing hydraulic pressure. If the clutch hydraulic pressure is too low, the clutch may not fully engage, leading to slippage or difficulty shifting. Conversely, if the clutch hydraulic temperature is too high, the clutch discs may overheat, affecting friction performance. The HTCU can acquire internal vehicle data such as hydraulic pressure and temperature, as well as fault information related to clutch engagement, to determine if the vehicle's clutch has any faults affecting engagement. If so, it can be considered that the preset clutch disengagement conditions are met.

[0087] Step S303: Based on the vehicle speed comparison result, the clutch fault judgment result, and the direct drive operating condition, determine whether the vehicle meets the preset clutch disengagement conditions.

[0088] It should be understood that when any of the following conditions exist: the HTCU determines that the current vehicle speed is less than the preset vehicle speed threshold, there is a clutch-related fault, or the direct drive operating condition is that the direct drive clutch is unavailable (HTCU_b_clutch_ax_available=0), the vehicle can be considered to meet the preset clutch disengagement conditions, and the HCTU can send a clutch disengagement request command to the VCU (HTCU_b_clutch_available=0) without performing clutch slippage diagnosis.

[0089] Conversely, if the HTCU determines that the current vehicle speed is greater than the preset vehicle speed threshold, there is no clutch-related fault, and the direct drive operating condition is that the direct drive clutch is available (HTCU_b_clutch_ax_available=1), then the vehicle can be considered as not meeting the preset clutch disengagement conditions. The HCTU can send a clutch available signal (HTCU_b_clutch_available=1) to the VCU and perform the corresponding clutch slippage diagnosis.

[0090] In this embodiment, the current vehicle speed is acquired and compared with a preset speed threshold to obtain a speed comparison result. Based on the vehicle's oil pressure information, it is determined whether the vehicle has a clutch malfunction, resulting in a clutch malfunction assessment result. Based on the speed comparison result, the clutch malfunction assessment result, and the direct-drive operating condition, it is determined whether the vehicle meets the preset clutch disengagement conditions. Because this embodiment combines the direct-drive operating condition determined by braking acceleration with the speed comparison result and the clutch malfunction assessment result to control clutch disengagement, it ensures that the vehicle clutch can disengage promptly during emergency braking in direct-drive conditions. Compared to existing technologies, this avoids the impact on the user's driving experience caused by the braking force exceeding the driving force during emergency braking, which triggers vehicle malfunction degradation measures such as limiting engine power output and vehicle speed.

[0091] Based on the first and second embodiments of this application, in the third embodiment of this application, the content that is the same as or similar to that in embodiments one and two above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 4 , Figure 4 This is a flowchart illustrating the third embodiment of the clutch control method of this application.

[0092] In this embodiment, after step S30, steps S501 to S503 are also included:

[0093] Step S501: If not, send a clutch availability command to the vehicle control unit (VCU), and control the clutch of the vehicle to engage when receiving the engagement command from the VCU.

[0094] It should be understood that when all three conditions are met simultaneously—the HTCU determines that the current vehicle speed is greater than the preset vehicle speed threshold, there is no clutch-related fault, and the direct drive operating condition is that the direct drive clutch is available (HTCU_b_clutch_ax_available=1)—the vehicle can be considered as not meeting the preset clutch disengagement conditions. The HCTU can send a clutch available signal (HTCU_b_clutch_available=1) to the VCU and perform the corresponding clutch slippage diagnosis.

[0095] Step S502: Obtain the input shaft speed and output shaft speed of the clutch.

[0096] It should be noted that since the engine speed, P1 generator speed, and transmission output shaft speed have a fixed speed ratio, once the vehicle's current speed is determined, the wheel speeds, the speed ratios of the reducer and hybrid gearbox, the P1 shaft speed, and the engine and GCU speeds are all fixed. The MCU motor is connected to the output shaft, and the vehicle speed and MCU motor speed have a fixed speed ratio. That is, when the vehicle is in direct drive mode, the engine P1 shaft is rigidly connected to the hybrid transmission output shaft via a clutch, and then outputs power to the engine drive wheels through the reducer.

[0097] Therefore, there is a coupling relationship between the clutch and the engine speed. Thus, the input shaft speed of the clutch can be calculated based on the engine speed, and the output shaft speed of the clutch can be calculated in reverse based on the vehicle speed.

[0098] Step S503: Perform clutch slippage diagnosis based on the input shaft speed and output shaft speed.

[0099] It is understood that the HTCU can obtain the current speed difference based on the input shaft speed and the output shaft speed; compare the current speed difference with the preset slippage speed difference; when the current speed difference is greater than the preset slippage speed difference, determine that the clutch is in a slippage state and trigger the corresponding slippage alarm.

[0100] Specifically, when HTCU_b_clutch_available = 1, HTCU can determine the clutch slippage based on the speed difference between the input shaft speed N1 and the output shaft speed N2. If the absolute value of N1-N2 is greater than the preset slippage speed difference (e.g., set to 30 rpm), the clutch can be judged to be slipping.

[0101] Understandably, when the HTCU determines that the current vehicle is experiencing clutch slippage, it can report a fault code to the VCU. Furthermore, if the vehicle is repeatedly diagnosed with clutch slippage within a preset time period, the VCU can trigger vehicle fault degradation measures, such as limiting engine power output and vehicle speed, to protect the vehicle's transmission system. Simultaneously, it generates a corresponding clutch fault alarm to prompt the user to promptly inspect the vehicle's clutch and prevent further damage.

[0102] It should be noted that in direct-drive mode, during emergency braking, the braking force exceeds the driving force, which is beyond the maximum transmission torque of the clutch designed based on the driving force. Therefore, in existing clutch slippage detection methods, this is easily and directly identified as clutch slippage. However, this type of clutch slippage triggered by emergency braking automatically recovers and does not actually affect normal vehicle use. If it triggers vehicle malfunction degradation, it will affect the user's normal driving needs. Therefore, to prevent the vehicle from being continuously identified as having clutch slippage during emergency braking and triggering vehicle malfunction degradation, this application can set a precondition for entering the clutch slippage detection process, namely, the clutch slippage detection process described above in this embodiment is only executed when HTCU_b_clutch_available = 1.

[0103] In this embodiment, when the vehicle does not meet the preset clutch disengagement conditions, the input shaft speed and output shaft speed of the clutch are obtained; clutch slippage diagnosis is performed based on the input shaft speed and output shaft speed. To prevent the vehicle from being continuously judged as having clutch slippage during emergency braking and triggering vehicle malfunction degradation, this embodiment sets a precondition for entering clutch slippage judgment. This suppresses the misjudgment of clutch slippage caused by emergency braking in direct-drive mode, which is common in existing methods, and achieves accurate clutch slippage judgment, protecting the vehicle's transmission system while also considering the user's driving experience.

[0104] Furthermore, this application also proposes a storage medium storing a clutch control program, which, when executed by a processor, implements the clutch control method described above.

[0105] In addition, this application also provides a clutch control device, referring to Figure 5 , Figure 5 This is a structural block diagram of the first embodiment of the clutch control device of this application; as shown... Figure 5 As shown, the device includes:

[0106] The acceleration acquisition module 501 is used to acquire the braking acceleration of the vehicle when a braking command is received;

[0107] The first judgment module 502 is used to compare the braking acceleration with a preset braking threshold and determine the direct drive condition of the vehicle based on the comparison result.

[0108] The second judgment module 503 is used to determine whether the vehicle meets the preset clutch disengagement conditions based on the direct drive working condition.

[0109] The control module 504 is used to send a clutch disengagement request command to the vehicle control unit (VCU) if the clutch disengagement request is received, and to control the clutch of the vehicle to disengage upon receiving the disengagement command from the VCU.

[0110] Furthermore, the acceleration acquisition module 501 is also used to acquire the MCU motor speed when a braking command is received, and obtain the current vehicle speed based on the MCU motor speed; obtain the current acceleration based on the current vehicle speed, and perform filtering processing on the current acceleration to obtain the braking acceleration of the vehicle.

[0111] Furthermore, the direct drive operating condition includes a direct drive clutch unavailable state and a direct drive clutch available state; the first determination module 502 is also used to determine that the vehicle is in a direct drive clutch unavailable state when the braking acceleration is less than the preset braking threshold; and to determine that the vehicle is in a direct drive clutch available state when the braking acceleration is greater than the preset braking threshold.

[0112] Furthermore, the second judgment module 503 is also used to obtain the current vehicle speed of the vehicle and compare the current vehicle speed with a preset vehicle speed threshold to obtain a vehicle speed comparison result; determine whether the vehicle has a clutch malfunction based on the vehicle's oil pressure information to obtain a clutch malfunction judgment result; and determine whether the vehicle meets the preset clutch disengagement conditions based on the vehicle speed comparison result, the clutch malfunction judgment result, and the direct drive operating condition.

[0113] Furthermore, the control module 504 is also configured to send a clutch availability command to the vehicle control unit (VCU) if no, and control the clutch engagement of the vehicle upon receiving an engagement command from the VCU.

[0114] Furthermore, the control module 504 is also used to acquire the input shaft speed and output shaft speed of the clutch when the vehicle does not meet the preset clutch disengagement conditions; and to perform clutch slippage diagnosis based on the input shaft speed and output shaft speed.

[0115] Furthermore, the control module 504 is also used to obtain the current speed difference based on the input shaft speed and the output shaft speed; compare the current speed difference with a preset slippage speed difference; and when the current speed difference is greater than the preset slippage speed difference, determine that the clutch is in a slippage state and trigger a corresponding slippage alarm.

[0116] This embodiment compares braking acceleration with a preset braking threshold to identify the vehicle's direct-drive operating state, thereby determining whether the vehicle meets the preset clutch disengagement conditions, and controlling clutch disengagement when it does. Because this embodiment can control clutch disengagement based on acceleration, compared to existing methods, it avoids clutch slippage diagnosis triggered by insufficient time to disengage the clutch during emergency braking, thus preventing vehicle malfunction degradation caused by a slippage diagnosis and ensuring vehicle driving performance.

[0117] Other embodiments or specific implementations of the clutch control device described in this application can be found in the above-described method embodiments, and will not be repeated here.

[0118] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0119] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0120] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as a read-only memory image (ROM) / random access memory (RAM), magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0121] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A clutch control method characterized by, The method is applied to the hybrid transmission control unit (HTCU) of a vehicle, and the method includes: Upon receiving a braking command, the braking acceleration of the vehicle is acquired; The braking acceleration is compared with a preset braking threshold, and the direct drive operating state of the vehicle is determined based on the comparison result, including: when the braking acceleration is less than the preset braking threshold, the vehicle is determined to be in a state where the direct drive clutch is unavailable; when the braking acceleration is greater than the preset braking threshold, the vehicle is determined to be in a state where the direct drive clutch is available. Based on the direct drive operating condition, determine whether the vehicle meets the preset clutch disengagement conditions. If so, a clutch disengagement request command is sent to the vehicle control unit (VCU), and upon receiving the disengagement command from the VCU, the clutch of the vehicle is disengaged. The step of determining whether the vehicle meets the preset clutch disengagement conditions based on the direct drive operating state includes: The current speed of the vehicle is obtained, and the current speed is compared with a preset speed threshold to obtain a speed comparison result. Based on the vehicle's oil pressure information, determine whether the vehicle has a clutch malfunction and obtain a clutch malfunction judgment result; Based on the vehicle speed comparison results, the clutch fault judgment results, and the direct drive operating condition, determine whether the vehicle meets the preset clutch disengagement conditions, including: When the hybrid transmission control unit (HTCU) determines that the current vehicle speed is less than the preset vehicle speed threshold, there is a clutch malfunction, or the direct drive operating state is that the direct drive clutch is unavailable, the HTCU determines that the vehicle meets the preset clutch disengagement condition and sends a clutch disengagement request command to the vehicle control unit (VCU) without performing clutch slippage diagnosis. When the hybrid transmission control unit (HTCU) simultaneously meets the following three conditions: the current vehicle speed is greater than the preset vehicle speed threshold, there is no clutch malfunction, and the direct drive operating condition is a direct drive clutch available state, the vehicle is determined to not meet the preset clutch disengagement condition. The HTCU then sends a clutch available signal to the vehicle control unit (VCU) and performs clutch slippage diagnosis.

2. The method of claim 1, wherein, After the step of determining whether the vehicle meets the preset clutch disengagement conditions based on the direct drive operating state, the method further includes: If not, a clutch availability command is sent to the vehicle control unit (VCU), and upon receiving an engagement command from the VCU, the clutch of the vehicle is engaged.

3. The method of claim 2, wherein, After the step of determining whether the vehicle meets the preset clutch disengagement conditions based on the direct drive operating state, the method further includes: When the vehicle does not meet the preset clutch disengagement conditions, the input shaft speed and output shaft speed of the clutch are obtained; Clutch slippage is diagnosed based on the input shaft speed and output shaft speed.

4. The method of claim 3, wherein, The step of diagnosing clutch slippage based on the input shaft speed and the output shaft speed includes: The current speed difference is obtained based on the input shaft speed and the output shaft speed. Compare the current speed difference with the preset slippage speed difference; When the current speed difference is greater than the preset slippage speed difference, the clutch is determined to be in a slippage state, and the corresponding slippage alarm is triggered.

5. The method of claim 1, wherein, The step of obtaining the braking acceleration of the vehicle upon receiving a braking command includes: Upon receiving a braking command, the MCU motor speed is obtained, and the current vehicle speed is obtained based on the MCU motor speed. The current acceleration is obtained based on the current vehicle speed, and the current acceleration is filtered to obtain the braking acceleration of the vehicle.

6. A clutch control device characterized by comprising: The device is applied to the hybrid transmission control unit (HTCU) of a vehicle, and the device includes: An acceleration acquisition module is used to acquire the vehicle's braking acceleration when a braking command is received. The first judgment module is used to compare the braking acceleration with a preset braking threshold and determine the direct drive condition of the vehicle based on the comparison result. The second judgment module is used to determine whether the vehicle meets the preset clutch disengagement conditions based on the direct drive working condition. The control module is used to send a clutch disengagement request command to the vehicle control unit (VCU) if the clutch disengagement request is received, and to control the clutch of the vehicle to disengage upon receiving the disengagement command from the VCU. The first determination module is further configured to determine that the vehicle is in a state where the direct drive clutch is unavailable when the braking acceleration is less than the preset braking threshold; and to determine that the vehicle is in a state where the direct drive clutch is available when the braking acceleration is greater than the preset braking threshold. The second judgment module is further configured to obtain the current vehicle speed of the vehicle and compare the current vehicle speed with a preset vehicle speed threshold to obtain a vehicle speed comparison result; determine whether the vehicle has a clutch malfunction based on the vehicle's oil pressure information to obtain a clutch malfunction judgment result; and determine whether the vehicle meets the preset clutch disengagement conditions based on the vehicle speed comparison result, the clutch malfunction judgment result, and the direct drive operating condition. The second judgment module is further configured to determine that the vehicle meets the preset clutch disengagement condition when the hybrid transmission control unit HTCU determines that the current vehicle speed is less than the preset vehicle speed threshold, there is a clutch malfunction, or the direct drive condition is that the direct drive clutch is unavailable. In this case, the hybrid transmission control unit HTCU sends a request for clutch disengagement command to the vehicle control unit VCU and does not perform clutch slippage diagnosis. The second judgment module is further configured to determine that the vehicle does not meet the preset clutch disengagement condition when the hybrid transmission control unit (HTCU) determines that the current vehicle speed is greater than the preset vehicle speed threshold, there is no clutch malfunction, and the direct drive operating condition is a direct drive clutch available state. The hybrid transmission control unit (HTCU) then sends a clutch available signal to the vehicle control unit (VCU) and performs clutch slippage diagnosis.

7. A storage medium, characterized by The storage medium stores a clutch control program, which, when executed by a processor, implements the clutch control method as described in any one of claims 1 to 5.

8. An automobile characterized by comprising: The vehicle is equipped with a hybrid transmission control unit, which includes a memory, a processor, and a clutch control program stored in the memory and executable on the processor. When the clutch control program is executed by the processor, it implements the clutch control method as described in any one of claims 1 to 5.

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