Hybrid dct clutch control system and method

Abstract

The present application relates to the technical field of vehicle control, and especially relates to a hybrid DCT clutch control system and method. The system comprises a plurality of preset temperature levels, obtains working parameters of a current environment, the working parameters comprising engine torque, clutch torque, engine speed, clutch speed and current actual cooling flow; calculates the current temperature of the clutch according to the working parameters; determines the corresponding temperature level according to the current temperature of the clutch, switches the corresponding control strategy based on the temperature level; and executes the control strategy by using an execution module. The hybrid DCT clutch control system according to the embodiment of the present application, without increasing the maximum cooling capacity and without limiting the maximum torque, guarantees that the clutch is not overheated by using a gear shifting strategy method, and meanwhile, the excellent gear shifting performance and power output are retained.

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] A hybrid DCT (dual-clutch transmission) has two clutches, one responsible for shifting odd and one for even gears (including neutral). During shifting, the large speed difference between the clutch and engine, coupled with simultaneous torque transfer, generates slipping work in the clutch, preventing it from cooling down quickly. This can lead to overheating and failure of the friction plates and mating steel plates.

[0003] During intense driving, the driver may experience high torque demands on the wheels, leading to frequent shifting and upshifting, clutch overheating, and clutch damage, or degradation of driving performance and power loss during gear shifting.

[0004] The existing solution is to monitor the clutch temperature, then limit the engine's maximum torque output and increase shift time. When the overheat limit is reached, the clutch is forced to fully open. This control strategy has the following problems:

[0005] (1) The need to improve clutch performance will increase costs, and the large moment of inertia required will lead to increased fuel consumption;

[0006] (2) 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.

[0007] (3) The need to limit engine torque output or extend shift time: performance degradation and power attenuation are noticeable to customers;

[0008] (IV) Overheat limit clutch forced open: The engine has no direct drive function and the engine speed is too high, causing panic. Summary of the Invention

[0009] 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.

[0010] A hybrid DCT clutch control system according to an embodiment of a first aspect of the present invention includes:

[0011] An acquisition module is used to obtain operating parameters of the current environment, wherein the operating parameters include engine torque, clutch torque, engine speed, clutch speed and current actual cooling flow;

[0012] An input module for inputting a temperature threshold;

[0013] A calculating module, connected with the collecting module, is configured to calculate the current temperature of the clutch;

[0014] A control module, connected with the input module, is configured to set multiple temperature levels based on the input temperature threshold, and the control module, connected with the calculating module, is configured 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;

[0015] An executing module is configured to execute the control strategy.

[0016] The hybrid DCT clutch control system according to the embodiment of the present application does not limit the maximum torque under the premise of not improving the maximum cooling capacity, and guarantees that the clutch does not overheat through a shift strategy method, while retaining excellent shift performance and power output, which is embodied in the following aspects:

[0017] 1. In the case of over-temperature of the clutch, the unique and innovative shift mode switching solves the problem of over-temperature of the clutch.

[0018] 2. The current temperature threshold of the clutch is confirmed in real time, and temperature levels are set. The corresponding control strategy is switched based on the reached temperature level. The clutch can be cooled down when it is over-temperature, while the shift performance and driving performance are retained, and the performance is not attenuated.

[0019] 3. The scheme does not increase the cost, including the cost of the clutch and cooling, and the target requirement can be achieved under the premise of not increasing the cooling capacity.

[0020] In a possible implementation manner of the first aspect, the setting of the multiple temperature levels based on the input temperature threshold includes specifically setting three temperature levels:

[0021] The first temperature level Temp_Lvr=1 needs to satisfy: 0<Temp<T1;

[0022] The second temperature level Temp_Lvr=2 needs to satisfy: T2<Temp<T3;

[0023] The third temperature level Temp_Lvr=3 needs to satisfy: Temp>T4.

[0024] In a possible implementation manner of the first aspect, the switching of the corresponding control strategy based on the temperature level according to the current temperature of the clutch includes the following content:

[0025] If the current temperature of the clutch is in the first temperature level Temp_Lvr=1, the silent strategy is switched, and no control signal is output;

[0026] If the clutch current temperature is in the second temperature level Temp_Lvr=2, the switching allows the gear shifting strategy, and the control instruction of C2C gear shifting is allowed to be received;

[0027] If the clutch current temperature is in the third temperature level Temp_Lvr=3, the switching forces the gear shifting strategy, and the AMT gear shifting control instruction is forced to be executed.

[0028] In a possible implementation manner of the first aspect, if the clutch current temperature is updated to the third temperature level Temp_Lvr=3 during the execution of the allowed gear shifting strategy, the C2C gear shifting operation is also allowed to be completed, and the AMT gear shifting is not forced.

[0029] In a possible implementation manner of the first aspect, before the control system performs the required gear shifting, the control system further comprises a pre-judgment module for judging whether a trigger signal of an overheating flag Hot_flg is received, and a corresponding overheating processing strategy is executed according to the judgment result.

[0030] In a possible implementation manner of the first aspect, the corresponding overheating processing strategy executed according to the judgment result specifically comprises:

[0031] If the trigger signal of the overheating flag Hot_flg is received, a first processing strategy is executed;

[0032] If the trigger signal of the overheating flag Hot_flg is not received, a second processing strategy is executed.

[0033] In a possible implementation manner of the first aspect, the first processing strategy comprises:

[0034] judging whether the clutch current temperature level is less than the second temperature level, and if yes, the control instruction of C2C gear shifting is allowed to be received, and the trigger signal of the overheating flag Hot_flg is cleared;

[0035] If no, the AMT gear shifting is forced to be used in the next gear shifting process, and the clutch is cooled.

[0036] In a possible implementation manner of the first aspect, the second processing strategy comprises:

[0037] judging whether the clutch current temperature level is less than the third temperature level, and if yes, the control instruction of C2C gear shifting is allowed to be received;

[0038] If no, the AMT gear shifting is forced to be used in the next gear shifting process.

[0039] A hybrid DCT clutch control method according to a second embodiment of the present invention includes:

[0040] Pre-enter multiple temperature thresholds for setting multiple temperature levels;

[0041] 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;

[0042] Calculate the current clutch temperature based on the acquired working parameters;

[0043] determining a temperature level corresponding to the current temperature of the clutch and switching a corresponding control strategy based on the temperature level;

[0044] The control strategy is executed.

[0045] According to a third aspect of an embodiment of the present invention, a hybrid vehicle is provided, wherein the vehicle is equipped with the hybrid DCT clutch control system as described above, for executing a DCT clutch control process.

[0046] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. 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 any creative work.

[0048] Figure 1 is a block diagram of a hybrid DCT clutch control system according to embodiment 1 of the present invention;

[0049] Figure 2 is a main structural diagram of a hybrid DCT clutch according to embodiment 1 of the present invention;

[0050] Figure 3 This is a diagram showing the actual effect of Example 1 of the present invention;

[0051] Figure 4 4 is a flow chart of a hybrid DCT clutch control method according to embodiment 2 of the present invention.

[0052] Reference numerals:

[0053] Acquisition module 100, input module 200, calculation module 300, control module 400, execution module 500. DETAILED DESCRIPTION

[0054] 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.

[0055] 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 referred to as being “connected to” another element, it may be directly connected to the other element or there may be an intermediate element.

[0056] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this invention pertains. The terms used in this specification of the present invention are for the purpose of describing specific embodiments only and are not intended to limit the present invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0057] In the specification, claims, and accompanying drawings of this application, the terms "first," "second," "third," and the like are used to distinguish different objects and are not used to describe a particular order. Furthermore, the terms "including," "comprising," "having," and any variations thereof are intended to cover non-exclusive inclusions. For example, a list of steps or elements may be included, or alternatively, steps or elements not listed may be included, or other steps or elements may be included that are inherent to the process, method, product, or apparatus.

[0058] Only portions relevant to the present application are shown in the accompanying drawings, not all of them. Before discussing the exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flow charts. Although the flow charts describe the various operations (or steps) as sequential processes, many of the operations can be performed in parallel, concurrently, or simultaneously. In addition, the order of the various operations can be rearranged. The process can be terminated when its operations are completed, but can also have additional steps not included in the accompanying drawings. The process can correspond to a method, function, procedure, subroutine, subprogram, etc.

[0059] The terms "component," "module," "system," "unit," and the like as used herein are used to represent a computer-related entity, 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, a thread of execution, a program, and / or a distributed system. In addition, these units can be executed from various computer-readable media having various data structures stored thereon. The units can communicate, for example, by signals having one or more data packets (e.g., data from a second unit with which a local system, a distributed system, and / or the Internet interact, for example, by a signal based on the transmission of one or more packets of data. For example, the Internet interacts with other systems by means of signals based on the transmission of one or more packets of data.

[0060] Embodiment 1

[0061] Referring to Figure 1 As shown in the figure, the hybrid DCT clutch control system according to the first aspect of the present application comprises:

[0062] The acquisition module 100 is configured to acquire the working parameters of the current environment, including engine torque, clutch torque, engine speed, clutch speed, and current actual cooling flow;

[0063] The input module 200 is configured to input a temperature threshold value;

[0064] The calculation module 300 is connected to the acquisition module 100 and is configured to calculate the current temperature of the clutch;

[0065] The control module 400 is connected to the input module 200 and is configured to set multiple temperature levels based on the input temperature threshold value. The control module 300 is connected to the calculation module 300 and is configured 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;

[0066] The execution module 500 is configured to execute the control strategy.

[0067] It should be noted that the engine torque and speed can be obtained by the engine control unit (ECU) to obtain the torque and speed data of the engine. Modern engines are usually equipped with sensors and control systems that can monitor and record these parameters in real time. The engine torque data can also be indirectly obtained through the transmission control unit (TCU), because the transmission needs to coordinate with the engine when shifting and transmitting power.

[0068] It should be noted that the clutch torque is indirectly calculated by measuring the torque difference between the input shaft and the output shaft of the clutch.

[0069] It should be noted that the clutch speed is directly obtained by measuring the speed of the clutch input shaft or output shaft. Specifically, a speed sensor is arranged on the clutch shaft for direct measurement.

[0070] It should be noted that the clutch speed is directly obtained by measuring the speed of the clutch input shaft or output shaft. Specifically, a speed sensor is arranged on the clutch shaft for direct measurement.

[0071] It should be noted that the cooling flow rate can be directly obtained by measuring the coolant flow rate flowing through the cooling system.

[0072] 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 into the clutch temperature level Temp_Lvr through the clutch temperature calculation module, wherein the speed difference between the engine speed and the clutch speed DeltSpd can be obtained from the engine speed and the clutch speed.

[0073] The real-time calculation of the current clutch temperature Temp can be obtained by looking up the table.

[0074] It should be noted that setting multiple temperature levels based on the input temperature threshold includes specifically setting three temperature levels:

[0075] The first temperature level Temp_Lvr=1, must meet the following conditions: 0<Temp<T1;

[0076] The second temperature level Temp_Lvr=2, must meet the following conditions: T2<Temp<T3;

[0077] The third temperature level Temp_Lvr=3 must satisfy: Temp>T4.

[0078] In this embodiment, T1 = 250° C., T2 = 280° C., T3 = 320° C., and T4 = 350° C. The temperature levels set based on this temperature can maintain excellent shifting performance and power output.

[0079] It should be noted that the following contents are 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:

[0080] 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;

[0081] If the current clutch temperature is at the second temperature level Temp_Lvr=2, the shifting strategy is switched to allow the reception of the C2C shifting control command;

[0082] If the current temperature of the clutch is at the third temperature level Temp_Lvr=3, the forced shift strategy is switched to forcibly execute the AMT shift control command.

[0083] It should be noted that if the current temperature of the clutch is updated to the third temperature level Temp_Lvr=3 during the execution of the shift-allowed strategy, the C2C shift operation is also allowed to be completed, and the AMT will not be forced to shift.

[0084] The shifting process in this embodiment includes the following process, see Figure 2 As shown, where:

[0085] In a C2C shift, using the example of a power level 2 down to 1, the second-gear C2 clutch is engaged, causing the front engine speed to rise to the speed corresponding to first gear, and then torque interaction occurs. The entire process is quick, while torque can still be delivered in second gear. Simultaneously, the P3 motor provides torque compensation based on the driver's needs. The entire process is fast, with no noticeable power reduction.

[0086] In an AMT shift, for example, when power is reduced from 2 to 1, the C2 clutch initiates a torque-clearing request, simultaneously reducing engine power output. The speed is adjusted to the 1st gear target, and the C1 clutch applies torque, simultaneously increasing engine torque. The entire process is relatively smooth, but the shifting time is long and requires high speed regulation.

[0087] 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.

[0088] It should be noted that the corresponding overheating treatment strategy executed according to the judgment result specifically includes:

[0089] If a trigger signal of the overheating flag Hot_flg is received, the first processing strategy is executed;

[0090] If the trigger signal of the overheating flag Hot_flg is not received, the second processing strategy is executed.

[0091] It should be noted that the first processing strategy includes:

[0092] Determine whether the current clutch temperature level is less than the second temperature level. If so, allow the C2C shift control command to be received and clear the trigger signal of the overheating flag Hot_flg.

[0093] If not, AMT will be forced to shift gears in the next shift process to cool the clutch.

[0094] It should be noted that the second processing strategy includes:

[0095] determining whether the current clutch temperature level is less than the third temperature level, and if so, allowing the C2C shift control instruction to be received;

[0096] If not, AMT shifting is forced in the next shifting process.

[0097] The measured data of this embodiment shows that when the driver frequently steps on the accelerator and the vehicle frequently shifts up and down, the clutch temperature rises rapidly and continuously, and the cooling time is short, so there is no time for cooling. In this case, the clutch temperature drops rapidly when the AMT is used for shifting, and the vehicle's driving performance and 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.

[0098] The hybrid DCT clutch control system according to an embodiment of the present invention ensures that the clutch does not overheat while maintaining excellent shifting performance and power output through a shifting strategy method without increasing the maximum cooling capacity or limiting the maximum torque. This is specifically embodied in the following aspects:

[0099] In the event of clutch overheating, the problem of clutch overheating can be solved only through unique and innovative shifting mode switching.

[0100] By identifying the clutch's current temperature threshold in real time and setting a temperature level, the system switches control strategies based on the temperature level reached. This allows the clutch to cool down when overheated while maintaining shifting and drivability, ensuring no degradation in performance.

[0101] This solution does not increase costs, including clutch and cooling costs, and can meet the target requirements without increasing cooling capacity.

[0102] Example 2

[0103] Reference Figure 4 As shown, this embodiment provides a hybrid DCT clutch control method, which includes:

[0104] Step S100, pre-inputting multiple temperature thresholds for setting multiple temperature levels;

[0105] Step S200, obtaining operating parameters of the current environment, wherein the operating parameters include engine torque, clutch torque, engine speed, clutch speed, and current actual cooling flow;

[0106] Step S300, calculating the current temperature of the clutch according to the obtained working parameter;

[0107] Step S400, judging the corresponding temperature level according to the current temperature of the clutch, and switching the corresponding control strategy based on the temperature level;

[0108] Step S500, executing the control strategy.

[0109] It should be noted that the setting of multiple temperature levels based on the input temperature threshold includes the specific setting of three temperature levels:

[0110] The first temperature level Temp_Lvr=1 needs to satisfy: 0<Temp<T1;

[0111] The second temperature level Temp_Lvr=2 needs to satisfy: T2<Temp<T3;

[0112] The third temperature level Temp_Lvr=3 needs to satisfy: Temp>T4.

[0113] It should be noted that the judging of the corresponding temperature level according to the current temperature of the clutch and the switching of the corresponding control strategy based on the temperature level include the following contents:

[0114] If the current temperature of the clutch is in the first temperature level Temp_Lvr=1, switch the silent strategy and do not output the control signal;

[0115] If the current temperature of the clutch is in the second temperature level Temp_Lvr=2, switch the allowed shifting strategy and allow receiving the control instruction of C2C shifting;

[0116] If the current temperature of the clutch is in the third temperature level Temp_Lvr=3, switch the forced shifting strategy and force the execution of the AMT shifting control instruction.

[0117] It should be noted that if the current temperature of the clutch is updated to the third temperature level Temp_Lvr=3 during the execution of the allowed shifting strategy, the C2C shifting operation is also allowed to be completed, and the AMT shifting is not forced.

[0118] It should be noted that before the demand shifting of the control system, it also includes the pre-judgment of whether the control module receives the trigger signal of the overheating flag Hot_flg, and the execution of the corresponding overheating processing strategy according to the judgment result.

[0119] It should be noted that the execution of the corresponding overheating processing strategy according to the judgment result specifically includes:

[0120] If the trigger signal of the overheating flag Hot_flg is received, the first processing strategy is executed;

[0121] If the trigger signal of the overheating flag Hot_flg is not received, a second processing strategy is executed.

[0122] It should be noted that the first processing strategy includes:

[0123] It is determined whether the current temperature level of the clutch is less than the second temperature level, and if so, the control instruction of the C2C shift is allowed to be received, and the trigger signal of the overheating flag Hot_flg is cleared.

[0124] If not, the AMT shift is forced to be used in the next shift process, and the clutch is cooled down.

[0125] It should be noted that the second processing strategy includes:

[0126] It is determined whether the current temperature level of the clutch is less than the third temperature level, and if so, the control instruction of the C2C shift is allowed to be received.

[0127] If not, the AMT shift is forced to be used in the next shift process.

[0128] According to the hybrid DCT clutch control system of the embodiment of the present application, without increasing the maximum cooling capacity and without limiting the maximum torque, the clutch is prevented from overheating through the shift strategy method, while the excellent shift performance and power output are retained, which is embodied in the following aspects:

[0129] In the case of overheating of the clutch, the unique and innovative shift mode switching is used to solve the problem of overheating of the clutch.

[0130] The current temperature threshold of the clutch is confirmed in real time, and the temperature level is set. Based on the reached temperature level, the corresponding control strategy is switched. When the clutch is overheated, it can be cooled down, while the shift performance and driving performance are retained, and the performance is not attenuated.

[0131] The scheme does not increase the cost, including the cost of the clutch and cooling, and the target requirement can be met without increasing the cooling capacity.

[0132] Embodiment 3

[0133] The embodiment provides a hybrid vehicle, wherein the vehicle is provided with the hybrid DCT clutch control system as described above, and is used to execute the DCT clutch control process.

[0134] In the description of the application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only used for the purpose of facilitating the description of the application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the application.

[0135] In the description of the application, the description of the terms "one embodiment", "some embodiments", "illustrative embodiment", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the application. In this specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example.

[0136] It is obvious that the described embodiments are only a part of the embodiments of the application, not all the embodiments. In this paper, "embodiment" means that the specific features, structures or characteristics described in connection with the embodiment can be included in at least one embodiment of the application. The phrase appears at various places in the specification is not necessarily the same embodiment, nor is it independent or alternative to other embodiments or alternative embodiments. Those skilled in the art can understand that the embodiments described herein can be combined with other embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the application.

[0137] Although the embodiments of the application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to the embodiments without departing from the principles and spirit of the application, and the scope of the application is defined by the claims and their equivalents.

Claims

1. A hybrid DCT clutch control system, characterized in that: include: An acquisition module (100) is used to obtain operating parameters of the current environment, wherein the operating parameters include engine torque, clutch torque, engine speed, clutch speed, and current actual cooling flow; An input module (200) for inputting 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, wherein the temperature levels include specifically setting three temperature levels: The first temperature level Temp_Lvr=1, must meet the following conditions: 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 meet: Temp>T4; The control module (400) 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, wherein the control strategy includes: 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 reception of the C2C shifting control command; If the current clutch temperature is at the third temperature level Temp_Lvr=3, the forced shift strategy is switched to force the execution of the AMT shift control command; 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: If the current temperature of the clutch is updated to the third temperature level Temp_Lvr=3 during the execution of the shift-allowed strategy, the C2C shift operation is also allowed to be completed, and the AMT will not be forced to shift.

3. 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-judging whether the control module (400) receives a trigger signal of an overheating flag Hot_flg, and executing a corresponding overheating treatment strategy according to the judgment result.

4. The hybrid DCT clutch control system according to claim 3, characterized in that: The corresponding overheating treatment strategy is executed 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.

5. The hybrid DCT clutch control system according to claim 4, characterized in that: The first processing strategy includes: Determine whether the current clutch temperature level is less than the second temperature level. If so, allow the C2C shift control command to be received and clear the trigger signal of the overheating flag Hot_flg. If not, AMT will be forced to shift gears in the next shift process to cool the clutch.

6. The hybrid DCT clutch control system according to claim 4, characterized in that: The second processing strategy includes: determining whether the current clutch temperature level is less than the third temperature level, and if so, allowing the C2C shift control instruction to be received; If not, AMT shifting is forced in the next shifting process.

7. 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 clutch temperature based on the acquired working parameters; The temperature level corresponding to the current clutch temperature is determined, and the corresponding control strategy is switched based on the temperature level, wherein the temperature level includes three specific temperature levels: The first temperature level Temp_Lvr=1, must meet the following conditions: 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 meet: Temp>T4; The control strategy includes: 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 reception of the C2C shifting control command; If the current clutch temperature is at the third temperature level Temp_Lvr=3, the forced shift strategy is switched to force the execution of the AMT shift control command; The control strategy is executed.

8. A hybrid vehicle, characterized in that: The vehicle is equipped with a hybrid DCT clutch control system according to any one of claims 1 to 6, for executing a DCT clutch control process.

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