Hybrid DCT clutch control system and method

Abstract

The invention relates to the technical field of vehicle control, in particular to a hybrid DCT clutch control system and method. Comprising the steps that multiple temperature grades are preset, working parameters of the current environment are obtained, and the working parameters comprise the engine torque, the clutch torque, the engine rotating speed, the clutch rotating speed and the current actual cooling flow; calculating the current temperature of the clutch according to the working parameters; the corresponding temperature grade is judged according to the current temperature of the clutch, and the corresponding control strategy is switched based on the temperature grade; and executing the control strategy by using an execution module. According to the hybrid DCT clutch control system, on the premise that the maximum cooling capacity is not improved and the maximum torque is not limited, it is guaranteed that the clutch is not overheated through a gear shifting strategy method, and meanwhile the excellent gear shifting performance and power output are kept.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a hybrid DCT clutch control system and method. Background Art

[0002] The hybrid DCT (dual clutch transmission) has two sets of clutches, which are responsible for the shifting of odd gears and even gears (including N gear) respectively. During the shifting process, the clutch and engine speed are very different, and the torque is transmitted at the same time. The clutch will generate sliding friction and cannot be cooled in time, resulting in overheating and failure of the friction plate and the dual steel plate.

[0003] During intense driving, the driver may frequently shift gears due to the large torque demand on the wheel side, causing clutch overheating, which may lead to clutch damage, degradation of driving performance, and power loss during gear shifting.

[0004] The solution of the existing technology is to first monitor the temperature of the clutch, then limit the maximum torque output of the engine and increase the shift time. When the overheating limit is reached, the clutch is forced to open completely. This control strategy has the following problems: (1) The performance of the clutch needs to be improved, which will increase costs. Due to the large moment of inertia required, fuel consumption will increase; (II) The cooling capacity of the cooling system needs to be increased: the power of the oil pump and the cooling capacity of the water pump need to be increased, which will increase energy consumption and cost. (III) It is necessary to limit the engine torque output or extend the shift time: performance is reduced, power is attenuated, and customers can clearly feel it; (IV) Overheat limit clutch forced open: the engine has no direct drive function and the engine speed is high, causing panic. Summary of the invention

[0005] The present invention aims to at least improve one of the technical problems existing in the prior art. To this end, the present invention proposes a hybrid DCT clutch control system and method.

[0006] A hybrid DCT clutch control system according to an embodiment of the first aspect of the present invention comprises: A collection module, used to obtain working parameters of the current environment, wherein the working parameters include engine torque, clutch torque, engine speed, clutch speed and current actual cooling flow; An input module, used to input a temperature threshold; A calculation module, connected to the acquisition module, for calculating the current temperature of the clutch; A control module connected to the input module, and setting a plurality of temperature levels based on the input temperature threshold value, wherein the control module is connected to the calculation module, and is used to determine the corresponding temperature level according to the current temperature of the clutch, and switch the corresponding control strategy based on the temperature level; An execution module is used to execute the control strategy. According to the hybrid DCT clutch control system of the embodiment of the present invention, the clutch is ensured not to be overheated by a shifting strategy method without increasing the maximum cooling capacity and limiting the maximum torque, while retaining excellent shifting performance and power output, which is specifically embodied in: 1. When the clutch is overheated, the problem of clutch overheating can be solved through unique and innovative shifting mode switching.

[0007] 2. By confirming the current clutch temperature threshold in real time and setting the temperature level, the corresponding control strategy is switched based on the temperature level reached. When the clutch is overheated, it can be cooled down while retaining the shifting performance and driving performance, so that the performance is not attenuated.

[0008] 3. This solution does not increase costs, including clutch and cooling costs, and can meet the target requirements without increasing cooling capacity.

[0009] In a possible implementation manner of the first aspect, setting a plurality of temperature levels based on the input temperature threshold includes specifically setting three temperature levels: The first temperature level Temp_Lvr=1, must satisfy: 0<Temp<T1; The second temperature level Temp_Lvr=2, must meet the following conditions: T2<Temp<T3; The third temperature level Temp_Lvr=3 must satisfy: Temp>T4.

[0010] In a possible implementation of the first aspect, determining a corresponding temperature level according to the current temperature of the clutch and switching a corresponding control strategy based on the temperature level includes the following contents: If the current clutch temperature is at the first temperature level Temp_Lvr=1, the silent strategy is switched and no control signal is output; If the current clutch temperature is at the second temperature level Temp_Lvr=2, the shifting strategy is switched to allow the control command of C2C shifting to be received; If the current temperature of the clutch is at the third temperature level Temp_Lvr=3, the forced shift strategy is switched to force the AMT shift control command to be executed.

[0011] In a possible implementation of the first aspect, if the current temperature of the clutch is updated to the third temperature level Temp_Lvr=3 during the execution of the shifting permission strategy, the C2C shifting operation is also allowed to be completed, and the AMT will not be forced to shift.

[0012] In a possible implementation of the first aspect, before the control system performs a demand shift, it also includes pre-determining whether the control module receives a trigger signal of an overheating flag Hot_flg, and executing a corresponding overheating processing strategy according to the determination result.

[0013] In a possible implementation manner of the first aspect, executing a corresponding overheating treatment strategy according to the judgment result specifically includes: If a trigger signal of the overheating flag Hot_flg is received, the first processing strategy is executed; If the trigger signal of the overheating flag Hot_flg is not received, the second processing strategy is executed.

[0014] In a possible implementation manner of the first aspect, the first processing strategy includes: Determine whether the current temperature level of the clutch is less than the second temperature level. If so, allow receiving the C2C shift control instruction and clear the trigger signal of the overheating flag Hot_flg; If not, the AMT (Automated Mechanical Transmission) will be forced to shift gears in the next shifting process to cool the clutch.

[0015] In a possible implementation manner of the first aspect, the second processing strategy includes: Determine whether the current temperature level of the clutch is less than the third temperature level, and if so, allow receiving the C2C shift control instruction; If not, AMT shifting is forced in the next shifting process.

[0016] A hybrid DCT clutch control method according to a second aspect of an embodiment of the present invention includes: Pre-enter multiple temperature thresholds for setting multiple temperature levels; Acquiring operating parameters of the current environment, wherein the operating parameters include engine torque, clutch torque, engine speed, clutch speed, and current actual cooling flow; Calculate the current temperature of the clutch according to the acquired working parameters; Determining a temperature level corresponding to the current temperature of the clutch, and switching a corresponding control strategy based on the temperature level; The control strategy is executed.

[0017] According to a third aspect of an embodiment of the present invention, a hybrid vehicle is provided, wherein the vehicle is equipped with a hybrid DCT clutch control system as described above, for executing a DCT clutch control process.

[0018] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 is a block diagram of a hybrid DCT clutch control system according to embodiment 1 of the present invention; Figure 2 is a main structural diagram of a hybrid DCT clutch according to Embodiment 1 of the present invention; Figure 3 is a measured effect diagram according to Example 1 of the present invention; Figure 4 4 is a flow chart of a hybrid DCT clutch control method according to embodiment 2 of the present invention.

[0021] Reference numerals: Collection module 100, input module 200, calculation module 300, control module 400, execution module 500. DETAILED DESCRIPTION

[0022] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0023] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly on the other element or there may be an intermediate element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element at the same time.

[0024] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which the present invention belongs. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0025] The terms "first", "second", "third", etc. in the specification and claims of the present application and the drawings are used to distinguish different objects rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a series of steps or units are included, or optionally, steps or units not listed are included, or optionally, other steps or units inherent to these processes, methods, products or devices are included.

[0026] Only the part relevant to the present application is shown in the accompanying drawings, but not all of the content. Before discussing the exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processing or methods depicted as flow charts. Although the flow chart describes each operation (or step) as a sequential process, many of the operations therein can be implemented in parallel, concurrently or simultaneously. In addition, the order of each operation can be rearranged. When its operation is completed, the process can be terminated, but it can also have additional steps not included in the accompanying drawings. The process can correspond to a method, function, procedure, subroutine, subprogram, etc.

[0027] The terms "component", "module", "system", "unit", etc. used in this specification are used to represent computer-related entities, hardware, firmware, a combination of hardware and software, software, or software in execution. For example, a unit can be, but is not limited to, a process running on a processor, a processor, an object, an executable file, an execution thread, a program, and / or distributed between two or more computers. In addition, these units can be executed from various computer-readable media having various data structures stored thereon. Units can communicate through local and / or remote processes, for example, based on signals having one or more data packets (e.g., data from a second unit interacting with another unit in a local system, a distributed system, and / or a network. For example, the Internet interacts with other systems via signals).

[0028] Example 1 See also Figure 1 As shown, a hybrid DCT clutch control system according to an embodiment of the first aspect of the present invention comprises: The acquisition module 100 is used to obtain the working parameters of the current environment, wherein the working parameters include engine torque, clutch torque, engine speed, clutch speed and current actual cooling flow; An input module 200 is used to input a temperature threshold; A calculation module 300, connected to the acquisition module 100, for calculating the current temperature of the clutch; The control module 400 is connected to the input module 200 and sets a plurality of temperature levels based on the input temperature threshold. The control module 300 is connected to the calculation module 300 and is used to determine the corresponding temperature level according to the current temperature of the clutch and switch the corresponding control strategy based on the temperature level. The execution module 500 is used to execute the control strategy. It should be noted that the engine torque and speed data can be obtained through the engine control unit (ECU). Modern engines are usually equipped with sensors and control systems that can monitor and record these parameters in real time. Engine torque data can also be obtained indirectly through the transmission control unit (TCU), because the transmission needs to coordinate with the engine when shifting gears and transmitting power.

[0029] It should be noted that the clutch torque is indirectly calculated by measuring the torque difference between the clutch input shaft and the clutch output shaft.

[0030] It should be noted that the clutch speed is directly obtained by measuring the speed of the clutch input shaft or output shaft, specifically by arranging a speed sensor on the clutch shaft for direct measurement.

[0031] It should be noted that the clutch speed is directly obtained by measuring the speed of the clutch input shaft or output shaft, specifically by arranging a speed sensor on the clutch shaft for direct measurement.

[0032] It should be noted that the cooling flow rate can be directly obtained by measuring the coolant flow rate flowing through the cooling system.

[0033] It should be noted that the calculation module 300 is a clutch temperature calculation module, which can calculate the current clutch temperature Temp in real time based on the actual engine torque Eng_Trq and the clutch torque Clu1_Tr\Clu2_trq, the speed difference between the engine speed and the clutch speed DeltSpd, and the current actual cooling flow, and convert it to the clutch temperature level Temp_Lvr, wherein the speed difference between the engine speed and the clutch speed DeltSpd can be obtained from the engine speed and the clutch speed.

[0034] The real-time calculation of the current clutch temperature Temp can be obtained by table lookup.

[0035] It should be noted that the setting of multiple temperature levels based on the input temperature threshold includes specifically setting three temperature levels: The first temperature level Temp_Lvr=1, must satisfy: 0<Temp<T1; The second temperature level Temp_Lvr=2, must meet the following conditions: T2<Temp<T3; The third temperature level Temp_Lvr=3 must satisfy: Temp>T4.

[0036] In this embodiment, T1 = 250° C., T2 = 280° C., T3 = 320° C., and T4 = 350° C. The temperature level set based on this temperature can retain excellent shifting performance and power output.

[0037] It should be noted that the control strategy for determining the corresponding temperature level according to the current temperature of the clutch and switching the corresponding control strategy based on the temperature level includes the following contents: If the current clutch temperature is at the first temperature level Temp_Lvr=1, the silent strategy is switched and no control signal is output; If the current clutch temperature is at the second temperature level Temp_Lvr=2, the shifting strategy is switched to allow the control command of C2C shifting to be received; If the current temperature of the clutch is at the third temperature level Temp_Lvr=3, the forced shift strategy is switched to force the AMT shift control command to be executed.

[0038] It should be noted that, if during the execution of the shift-permitting strategy, the current temperature of the clutch is updated to the third temperature level Temp_Lvr=3, the C2C shift operation is also allowed to be completed, and the AMT will not be forced to shift.

[0039] The shifting process in this embodiment includes the following process: Figure 2 As shown, where: C2C shift, taking the power 2 down to 1 as an example, open the second gear C2 clutch, so that the front engine speed rises to the speed corresponding to the first gear, and then the torque interaction is carried out. During the whole process, the speed adjustment time is fast and the second gear can still transmit torque. At the same time, the P3 motor will compensate the torque according to the driver's needs. The whole process is fast, and the power attenuation is not felt.

[0040] For AMT shifting, take the example of power 2 down to 1, the C2 gear clutch makes a torque clearance request and attenuates the engine power output; the speed is adjusted to the 1st gear target speed, the C1 gear clutch adds torque and increases the engine torque. The whole process is relatively smooth, but the shifting time is long and the speed regulation is required to be high.

[0041] It should be noted that before the control system performs the required gear shift, it also includes pre-determining whether the control module receives a trigger signal of the overheating flag Hot_flg, and executing a corresponding overheating treatment strategy according to the judgment result.

[0042] It should be noted that the corresponding overheating treatment strategy executed according to the judgment result specifically includes: If a trigger signal of the overheating flag Hot_flg is received, the first processing strategy is executed; If the trigger signal of the overheating flag Hot_flg is not received, the second processing strategy is executed.

[0043] It should be noted that the first processing strategy includes: Determine whether the current temperature level of the clutch is less than the second temperature level. If so, allow receiving the C2C shift control instruction and clear the trigger signal of the overheating flag Hot_flg; If not, AMT shifting will be forced in the next shifting process to cool the clutch.

[0044] It should be noted that the second processing strategy includes: Determine whether the current temperature level of the clutch is less than the third temperature level, and if so, allow receiving the C2C shift control instruction; If not, AMT shifting is forced in the next shifting process.

[0045] The measured data of this embodiment shows that when the driver frequently steps on the accelerator and the vehicle frequently shifts gears, the temperature of the clutch rises rapidly and continuously, and the cooling time is short, so there is no time to cool down. At this time, the AMT is used for shifting, and the clutch temperature drops rapidly. At the same time, the driving performance of the vehicle and the shifting performance are not attenuated. Figure 3 As shown, the clutch quickly drops when the AMT shifts gears, and at the same time the vehicle accelerates with a large throttle, there is still enough acceleration.

[0046] According to the hybrid DCT clutch control system of the embodiment of the present invention, the clutch is ensured not to be overheated by a shifting strategy method without increasing the maximum cooling capacity and limiting the maximum torque, while retaining excellent shifting performance and power output, which is specifically embodied in: In the case of clutch overheating, the problem of clutch overheating is solved only by switching the unique and innovative shift mode.

[0047] By confirming the current clutch temperature threshold in real time and setting the temperature level, the corresponding control strategy is switched based on the temperature level reached. When the clutch is overheated, it can be cooled down while retaining the shifting performance and driving performance, so that the performance is not attenuated.

[0048] This solution does not increase costs, including clutch and cooling costs, and can meet the target requirements without increasing cooling capacity.

[0049] Example 2 Reference Figure 4 As shown, this embodiment provides a hybrid DCT clutch control method, which includes: Step S100, inputting multiple temperature thresholds in advance for setting multiple temperature levels; Step S200, obtaining working parameters of the current environment, wherein the working parameters include engine torque, clutch torque, engine speed, clutch speed and current actual cooling flow; Step S300, calculating the current temperature of the clutch according to the acquired working parameters; Step S400, determining a temperature level corresponding to the current temperature of the clutch, and switching a corresponding control strategy based on the temperature level; Step S500, executing the control strategy.

[0050] It should be noted that the setting of multiple temperature levels based on the input temperature threshold includes specifically setting three temperature levels: The first temperature level Temp_Lvr=1, must satisfy: 0<Temp<T1; The second temperature level Temp_Lvr=2, must meet the following conditions: T2<Temp<T3; The third temperature level Temp_Lvr=3 must satisfy: Temp>T4.

[0051] It should be noted that the control strategy for determining the corresponding temperature level according to the current temperature of the clutch and switching the corresponding control strategy based on the temperature level includes the following contents: If the current clutch temperature is at the first temperature level Temp_Lvr=1, the silent strategy is switched and no control signal is output; If the current clutch temperature is at the second temperature level Temp_Lvr=2, the shifting strategy is switched to allow the control command of C2C shifting to be received; If the current temperature of the clutch is at the third temperature level Temp_Lvr=3, the forced shift strategy is switched to force the AMT shift control command to be executed.

[0052] It should be noted that, if during the execution of the shift-permitting strategy, the current temperature of the clutch is updated to the third temperature level Temp_Lvr=3, the C2C shift operation is also allowed to be completed, and the AMT will not be forced to shift.

[0053] It should be noted that before the control system performs the required gear shift, it also includes pre-determining whether the control module receives a trigger signal of the overheating flag Hot_flg, and executing a corresponding overheating treatment strategy according to the judgment result.

[0054] It should be noted that the corresponding overheating treatment strategy executed according to the judgment result specifically includes: If a trigger signal of the overheating flag Hot_flg is received, the first processing strategy is executed; If the trigger signal of the overheating flag Hot_flg is not received, the second processing strategy is executed.

[0055] It should be noted that the first processing strategy includes: Determine whether the current temperature level of the clutch is less than the second temperature level. If so, allow receiving the C2C shift control instruction and clear the trigger signal of the overheating flag Hot_flg; If not, AMT shifting will be forced in the next shifting process to cool the clutch.

[0056] It should be noted that the second processing strategy includes: Determine whether the current temperature level of the clutch is less than the third temperature level, and if so, allow receiving the C2C shift control instruction; If not, AMT shifting is forced in the next shifting process.

[0057] According to the hybrid DCT clutch control system of the embodiment of the present invention, the clutch is ensured not to be overheated by a shifting strategy method without increasing the maximum cooling capacity and limiting the maximum torque, while retaining excellent shifting performance and power output, which is specifically embodied in: In the case of clutch overheating, the problem of clutch overheating is solved through unique and innovative shift mode switching.

[0058] By confirming the current clutch temperature threshold in real time and setting the temperature level, the corresponding control strategy is switched based on the temperature level reached. When the clutch is overheated, it can be cooled down while retaining the shifting performance and driving performance, so that the performance is not attenuated.

[0059] This solution does not increase costs, including clutch and cooling costs, and can meet the target requirements without increasing cooling capacity.

[0060] Example 3 This embodiment provides a hybrid vehicle, wherein the vehicle is equipped with a hybrid DCT clutch control system as described above, for executing a DCT clutch control process.

[0061] In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation to the invention.

[0062] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" 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 invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0063] Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Mentioning "embodiment" in this article means that the specific features, structures or characteristics described in conjunction with the embodiment may be included in at least one embodiment of the present embodiment application. The appearance of this phrase in various positions in the specification is not necessarily the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It can be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0064] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A hybrid DCT clutch control system, characterized in that: include: A collection module (100), used to obtain working parameters of the current environment, the working parameters including engine torque, clutch torque, engine speed, clutch speed and current actual cooling flow; An input module (200), used for inputting a temperature threshold; A calculation module (300), connected to the acquisition module (100), and used to calculate the current temperature of the clutch; A control module (400) is connected to the input module (200) and is used to set a plurality of temperature levels based on an input temperature threshold value. The control module (300) is connected to the calculation module (300) and is used to determine a corresponding temperature level according to a current temperature of the clutch and switch a corresponding control strategy based on the temperature level. An execution module (500) is used to execute the control strategy.

2. The hybrid DCT clutch control system according to claim 1, characterized in that: The temperature levels include three specific temperature levels: The first temperature level Temp_Lvr=1, must satisfy: 0<Temp<T1; The second temperature level Temp_Lvr=2, must meet the following conditions: T2<Temp<T3; The third temperature level Temp_Lvr=3 must satisfy: Temp>T4.

3. The hybrid DCT clutch control system according to claim 2, characterized in that: The control strategy for determining the corresponding temperature level according to the current temperature of the clutch and switching the corresponding control strategy based on the temperature level includes the following contents: If the current clutch temperature is at the first temperature level Temp_Lvr=1, the silent strategy is switched and no control signal is output; If the current clutch temperature is at the second temperature level Temp_Lvr=2, the shifting strategy is switched to allow the control command of C2C shifting to be received; If the current temperature of the clutch is at the third temperature level Temp_Lvr=3, the forced shift strategy is switched to force the AMT shift control command to be executed.

4. The hybrid DCT clutch control system according to claim 1, characterized in that: If the current temperature of the clutch is updated to the third temperature level Temp_Lvr=3 during the execution of the shift-permitting strategy, the C2C shift operation is also allowed to be completed, and the AMT will not be forced to shift.

5. The hybrid DCT clutch control system according to claim 1, characterized in that: Before the control system performs a required gear shift, it also includes pre-determining whether the control module (400) receives a trigger signal of an overheating flag Hot_flg, and executing a corresponding overheating processing strategy according to the determination result.

6. The hybrid DCT clutch control system according to claim 5, characterized in that: The corresponding overheating treatment strategy is implemented according to the judgment result, including: If a trigger signal of the overheating flag Hot_flg is received, the first processing strategy is executed; If the trigger signal of the overheating flag Hot_flg is not received, the second processing strategy is executed.

7. The hybrid DCT clutch control system according to claim 6, characterized in that: The first processing strategy includes: Determine whether the current temperature level of the clutch is less than the second temperature level. If so, allow receiving the C2C shift control instruction and clear the trigger signal of the overheating flag Hot_flg; If not, AMT shifting will be forced in the next shifting process to cool the clutch.

8. The hybrid DCT clutch control system according to claim 6, characterized in that: The second processing strategy includes: Determine whether the current temperature level of the clutch is less than the third temperature level, and if so, allow receiving the C2C shift control instruction; If not, AMT shifting is forced in the next shifting process.

9. A hybrid DCT clutch control method, characterized in that: include: Pre-enter multiple temperature thresholds for setting multiple temperature levels; Acquiring operating parameters of the current environment, wherein the operating parameters include engine torque, clutch torque, engine speed, clutch speed, and current actual cooling flow; Calculate the current temperature of the clutch according to the acquired working parameters; Determining a temperature level corresponding to the current temperature of the clutch, and switching a corresponding control strategy based on the temperature level; The control strategy is executed.

10. A hybrid vehicle, characterized in that: The vehicle is equipped with a hybrid DCT clutch control system as described in any one of claims 1 to 8, which is used to execute a DCT clutch control process.

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