Clutch slip point determination method, controller, clutch control system and vehicle

Abstract

This application relates to a method for determining the clutch slip point, a controller, a clutch control system, and a vehicle. The method includes: when the vehicle meets preset slip point learning conditions, controlling the vehicle's clutch to disengage and correspondingly acquiring the clutch's disengagement slip point; controlling the clutch to continue disengaging from the disengagement slip point until the clutch meets preset separation conditions, and then controlling the clutch to stop disengaging; controlling the clutch to engage from the stopped disengagement position and correspondingly acquiring the clutch's engagement slip point; and determining the clutch's slip point based on the disengagement slip point and the engagement slip point. This method can improve the accuracy of the acquired clutch slip point.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method for determining the clutch slip point, a controller, a clutch control system, and a vehicle. Background Technology

[0002] A dry clutch is a device in a transmission used to transmit engine power, ensuring smooth starting and gear shifting. The slip point is the point where the driving and driven plates of a dry clutch just begin to make contact and transmit torque; accurate identification of the slip point is crucial for clutch control. Summary of the Invention

[0003] Therefore, it is necessary to provide a clutch slip point determination method, controller, clutch control system, and vehicle that can accurately identify the slip point, addressing the aforementioned technical problems.

[0004] In a first aspect, this application provides a method for determining the clutch slip point, the method comprising:

[0005] When the vehicle meets the preset slip point learning conditions, the vehicle clutch is controlled to disengage, and the disengagement slip point of the clutch is obtained accordingly.

[0006] The clutch is controlled to continue disengaging from the separation slip point until the clutch meets the preset disengagement conditions, and then the clutch is controlled to stop disengaging.

[0007] The clutch is controlled to engage from the stop disengagement position, and the engagement slip point of the clutch is obtained accordingly;

[0008] The slip point of the clutch is determined based on the separation slip point and the engagement slip point.

[0009] In one embodiment, controlling the disengagement of the vehicle clutch and correspondingly obtaining the disengagement slip point of the clutch includes:

[0010] The clutch is controlled to disengage from its initial position in one step length.

[0011] For each step of the clutch disengagement, the input shaft speed and input shaft acceleration of the clutch are obtained accordingly.

[0012] When the input shaft speed and the input shaft acceleration meet the preset separation conditions, the first current position of the clutch is obtained, and the first current position is determined as the separation slip point.

[0013] In one embodiment, controlling the clutch to continue disengaging from the separation slip point until the clutch meets a preset disengagement condition, and then controlling the clutch to stop disengaging, includes:

[0014] The clutch is controlled to continue disengaging from the separation slip point in a second step.

[0015] For each second step of clutch disengagement, the input shaft speed and input shaft acceleration of the clutch are obtained accordingly.

[0016] When the input shaft speed and the input shaft acceleration meet the preset separation conditions, the clutch is controlled to stop disengaging.

[0017] In one embodiment, controlling the clutch to engage from the stop disengagement position and correspondingly obtaining the clutch engagement slip point includes:

[0018] The clutch is controlled to engage from the stop disengagement position in a third step.

[0019] For each of the third steps when the clutch is engaged, the input shaft speed and input shaft acceleration of the clutch are obtained accordingly.

[0020] When the input shaft speed and the input shaft acceleration meet the preset engagement conditions, the second current position of the clutch is obtained, and the second current position is determined as the engagement slip point.

[0021] In one embodiment, determining the slip point of the clutch based on the separation slip point and the engagement slip point includes:

[0022] Based on the separation friction point and the combination friction point, determine whether the preset friction point calculation conditions are met, and obtain the calculation judgment result;

[0023] If the calculation result satisfies the preset slip point calculation conditions, the slip point of the clutch is determined based on the average of the separation slip point and the engagement slip point.

[0024] In one embodiment, the slip point learning condition includes a self-learning condition and a first-time excitation condition, and the method further includes:

[0025] Obtain vehicle operating status information;

[0026] Based on the operating status information, determine whether the vehicle meets the self-learning conditions, and obtain the self-learning judgment result;

[0027] If the self-learning judgment result is that the self-learning condition is met, the vehicle is judged to meet the first activation condition based on the operating status information to obtain the first activation judgment result; the first activation condition includes at least one of the first self-learning condition and the forced activation self-learning condition.

[0028] If the initial determination result satisfies at least one of the initial self-learning conditions and the forced activation self-learning conditions, the vehicle is determined to satisfy the slip point learning conditions.

[0029] In one embodiment, the method further includes:

[0030] If the vehicle does not meet the initial activation condition, control the clutch to engage to the maximum engagement position, and determine the maximum engagement point based on the maximum engagement position;

[0031] Based on the maximum contact point, determine whether the preset friction point update condition is met, and obtain the update judgment result;

[0032] If the update judgment result satisfies the preset slip point update condition, a new clutch slip point is determined based on the previously obtained clutch slip point and the maximum engagement point.

[0033] Secondly, this application provides a controller, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the clutch slip point determination method provided in any of the above embodiments.

[0034] Thirdly, this application provides a clutch control system, including: a controller and a clutch;

[0035] The controller is connected to the clutch. The controller is used to control the vehicle clutch to disengage when the vehicle meets the preset slip point learning conditions, and to obtain the corresponding disengagement slip point of the clutch; to control the clutch to continue disengaging from the disengagement slip point until the clutch meets the preset separation conditions, and to control the clutch to stop disengaging; to control the clutch to engage from the stopped disengagement position, and to obtain the corresponding engagement slip point of the clutch; and to determine the slip point of the clutch based on the disengagement slip point and the engagement slip point.

[0036] Fourthly, this application provides a vehicle including the clutch control system provided in any of the above embodiments.

[0037] In the aforementioned clutch slip point determination method, controller, clutch control system, and vehicle, by controlling the vehicle's clutch to disengage when the vehicle meets the preset slip point learning conditions, and correspondingly obtaining the clutch disengagement slip point, the clutch is controlled to continue disengaging from the disengagement slip point until the clutch meets the preset separation conditions, and then the clutch is controlled to stop disengaging. The clutch is then controlled to engage from the stopped disengagement position, and correspondingly obtaining the clutch engagement slip point. Furthermore, based on the disengagement slip point during the clutch disengagement process and the engagement slip point during the engagement process, the clutch slip point is determined, improving the accuracy of the final determined clutch slip point. In addition, only two processes—disengagement and engagement—are required, shortening the clutch slip point self-learning time. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 This is a flowchart illustrating a method for determining the clutch slip point in one embodiment;

[0040] Figure 2 This is a schematic diagram of a process for controlling the disengagement of a vehicle clutch and obtaining the disengagement slip point of the clutch in one embodiment.

[0041] Figure 3 This is a schematic diagram of a process in one embodiment to control the clutch to continue disengaging from the separation slip point until the clutch meets a preset disengagement condition, and then control the clutch to stop disengaging.

[0042] Figure 4 This is a schematic diagram of a process in one embodiment for controlling the clutch to engage from the stop disengagement position and correspondingly obtaining the clutch engagement slip point;

[0043] Figure 5 This is a flowchart illustrating the process of determining whether a vehicle meets the preset self-learning conditions for a slip point in one embodiment.

[0044] Figure 6 This is a flowchart illustrating the method for determining the clutch slip point in another embodiment;

[0045] Figure 7 This is a diagram of the internal structure of the controller in one embodiment;

[0046] Figure 8 This is a block diagram of the controller in one embodiment. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0048] In one exemplary embodiment, such as Figure 1 As shown, a method for determining the clutch slip point is provided, which can be applied to a controller, which can be a vehicle controller or a clutch controller, including steps 102-108.

[0049] Step 102: When the vehicle meets the preset slip point learning conditions, control the vehicle to disengage the clutch and obtain the clutch disengagement slip point accordingly.

[0050] The preset slip point learning conditions must be met, including the vehicle being stationary, the clutch, accelerator, handbrake, and other equipment functioning properly, and the engine starting. The separation slip point refers to the clutch position during the clutch disengagement process, specifically the position of the clutch when the driving and driven discs are about to separate. The controller first obtains information from various messages on the CAN bus to determine if the vehicle meets the preset slip point learning conditions. If the vehicle meets these conditions, the controller controls the clutch to disengage and obtains the corresponding clutch separation slip point.

[0051] Step 104: Control the clutch to continue disengaging from the separation slip point until the clutch meets the preset disengagement conditions, and then control the clutch to stop disengaging.

[0052] The preset separation condition is used to determine whether the clutch is fully disengaged. After obtaining the separation slip point, the controller can control the clutch to continue disengaging from the separation slip point until the preset separation condition is met. At this point, the clutch is fully disengaged, and the controller can control the clutch to stop disengaging.

[0053] Step 106: Control the clutch to engage from the stop disengagement position and obtain the clutch engagement slip point accordingly.

[0054] The engagement slip point is the position of the clutch during engagement, specifically when the driving and driven discs just begin to contact and transmit torque. The controller can control the clutch to engage from the stop disengagement position and obtain the engagement slip point.

[0055] Step 108: Determine the clutch slip point based on the separation slip point and the engagement slip point.

[0056] The controller can calculate the clutch slip point based on the separation slip point and the engagement slip point.

[0057] In this embodiment, when the vehicle meets the preset slip point learning conditions, the vehicle clutch is controlled to disengage, and the clutch disengagement slip point is obtained accordingly. The clutch is then controlled to continue disengaging from the disengagement slip point until the clutch meets the preset separation conditions, at which point the clutch stops disengaging. The clutch then begins to engage from the stopped disengagement position, and the clutch engagement slip point is obtained accordingly. Furthermore, based on the disengagement slip point during the clutch disengagement process and the engagement slip point during the engagement process, the clutch slip point is determined, improving the accuracy of the final determined clutch slip point. In addition, only two processes, disengagement and engagement, are required, shortening the self-learning time of the clutch slip point.

[0058] In one embodiment, such as Figure 2 As shown, the vehicle clutch is controlled to disengage, and the clutch disengagement slip point is obtained accordingly, including steps 202-206.

[0059] Step 202: Control the clutch to disengage from the initial position in one step length.

[0060] The initial position refers to the clutch position when the vehicle is powered on. The first step length can be set based on empirical rules.

[0061] Step 204: For each step of clutch disengagement, obtain the corresponding input shaft speed and input shaft acceleration of the clutch.

[0062] For each step of clutch disengagement, the controller needs to obtain the corresponding input shaft speed and input shaft acceleration.

[0063] Step 206: When the input shaft speed and input shaft acceleration meet the preset separation conditions, obtain the first current position of the clutch and determine the first current position as the separation slip point.

[0064] The preset separation condition is used to determine whether the driving and driven plates of the clutch are about to separate. For example, the preset separation condition can be: 0 < input shaft speed < preset speed v1, and the absolute value of the input shaft acceleration < preset acceleration a1. It can be understood that when the controller determines that the input shaft speed and input shaft acceleration meet the preset separation condition, it can add the corresponding number of first step lengths to the initial position of the clutch to obtain the first current position of the clutch, or directly obtain the first current position of the clutch through the corresponding sensor, and then determine the first current position as the separation slip point.

[0065] It should be noted that the first current position refers to the position of the clutch when the preset disengagement conditions are met during the clutch disengagement process; the second current position mentioned later refers to the position of the clutch when the preset engagement conditions are met during the clutch engagement process.

[0066] In this embodiment, the controller controls the clutch to disengage in steps from the initial position. For each step disengagement of the clutch, the input shaft speed and input shaft acceleration of the clutch are obtained. By determining whether the input shaft speed and input shaft acceleration meet the preset disengagement conditions, the disengagement slip point can be accurately determined.

[0067] In one embodiment, such as Figure 3 As shown, the clutch is controlled to continue disengaging from the separation slip point until the clutch meets the preset disengagement conditions, and the clutch is controlled to stop disengaging, including steps 302-306.

[0068] Step 302: Control the clutch to continue disengaging from the separation slip point in a second step.

[0069] The second step length can be set according to empirical rules, and the second step length can be greater than the first step length.

[0070] Step 304: For each second step of clutch disengagement, obtain the corresponding input shaft speed and input shaft acceleration of the clutch.

[0071] Each time the clutch disengages for a second step, the controller needs to obtain the corresponding input shaft speed and input shaft acceleration.

[0072] Step 306: When the input shaft speed and input shaft acceleration meet the preset separation conditions, control the clutch to stop disengaging.

[0073] The preset separation condition is used to determine whether the clutch is fully disengaged. For example, the preset separation condition can be that the input shaft speed is equal to 0 and the input shaft acceleration is equal to 0.

[0074] In this embodiment, the clutch is controlled to continue disengaging from the separation slip point in second steps. For each second step of clutch disengagement, the input shaft speed and input shaft acceleration of the clutch are obtained. When the input shaft speed and input shaft acceleration meet the preset separation conditions, the clutch is controlled to stop disengaging, in preparation for subsequent clutch engagement and obtaining the engagement slip point.

[0075] In one embodiment, such as Figure 4 As shown, the clutch is controlled to engage from the stop disengagement position, and the engagement slip point of the clutch is obtained accordingly, including steps 402-406.

[0076] Step 402: Control the clutch to engage from the stop disengagement position in a third step.

[0077] The stop disengagement position is the position where the clutch is fully disengaged. The third step length can be set based on empirical rules, and the third step length is less than the first step length. The controller can control the clutch to engage in increments of the third step length from the stop disengagement position.

[0078] Step 404: For each third step of clutch engagement, obtain the corresponding input shaft speed and input shaft acceleration of the clutch.

[0079] With each third step of clutch engagement, the controller can obtain the corresponding input shaft speed and input shaft acceleration.

[0080] Step 406: When the input shaft speed and input shaft acceleration meet the preset engagement conditions, obtain the second current position of the clutch and determine the second current position as the engagement slip point.

[0081] The preset engagement conditions are used to determine whether the driving and driven discs of the clutch are just making contact and torque transmission begins. For example, the preset engagement conditions can be: 0 < input shaft speed < preset speed v2, and the absolute value of the input shaft acceleration < preset acceleration a2. The preset speed v2 is less than the preset speed v1, and the preset acceleration a2 is less than the preset acceleration a1. The controller can determine the second current position of the clutch as the engagement slip point if the input shaft speed and input shaft acceleration meet the preset engagement conditions.

[0082] In one embodiment, determining the clutch slip point based on the separation slip point and the engagement slip point includes determining whether a preset slip point calculation condition is met based on the separation slip point and the engagement slip point, and obtaining a calculation judgment result; if the calculation judgment result is that the preset slip point calculation condition is met, determining the clutch slip point based on the average of the separation slip point and the engagement slip point.

[0083] The preset friction point calculation condition is used to determine whether the obtained separation friction point and joint friction point are accurate. For example, the preset friction point calculation condition can be that the absolute value of the difference between the separation friction point and the joint friction point is less than a first preset value. The first preset value should theoretically be zero, but in practical applications, a certain error can be allowed.

[0084] Specifically, the controller can first determine whether the absolute value of the difference between the separation slip point and the engagement slip point is less than a first preset value. If it is less than the first preset value, the controller calculates the average value of the separation slip point and the engagement slip point and determines the average value as the slip point of the clutch.

[0085] In one embodiment, the preset slip point learning conditions include self-learning conditions and initial activation conditions. Self-learning conditions are used to determine whether the vehicle has the capability for slip point self-learning and whether slip point self-learning is necessary. Exemplarily, satisfying self-learning conditions includes: engine start-up, vehicle being stationary, handbrake effective, accelerator not depressed, transmission in neutral, sufficient air pressure, clutch sensor functioning correctly, clutch intake and exhaust valves functioning correctly, and the vehicle not having undergone self-learning or having failed self-learning upon power-up. Initial activation conditions are used to determine whether the clutch slip point needs to be acquired. Initial activation conditions include at least one of initial self-learning conditions and forced activation self-learning conditions. A self-learning flag can be set, initially set to 1. If the vehicle completes slip point self-learning and determines the clutch slip point, the self-learning flag is set to 0. When the self-learning flag is set to 1, the controller considers the initial self-learning conditions satisfied. The controller can determine whether the forced activation self-learning conditions are satisfied based on messages sent by the diagnostic tool or the status of the set forced activation button.

[0086] Specifically, such as Figure 5 As shown, determining whether a vehicle meets the preset self-learning conditions for the slip point includes steps 502-508.

[0087] Step 502: Obtain the vehicle's operating status information.

[0088] Vehicle operating status information includes engine status, handbrake status, transmission status, throttle status, vehicle driving status, clutch exhaust valve status, and clutch sensor status. The controller can obtain vehicle operating status information via messages on the CAN bus.

[0089] Step 504: Determine whether the vehicle meets the self-learning conditions based on the operating status information, and obtain the self-learning judgment result.

[0090] The controller can determine whether the vehicle meets the self-learning conditions based on the operating status information, and obtain the self-learning judgment result. The self-learning judgment result includes whether the self-learning conditions are met or not.

[0091] Step 506: If the self-learning judgment result is that the self-learning conditions are met, determine whether the vehicle meets the first activation conditions based on the operating status information, and obtain the first activation judgment result.

[0092] If the self-learning judgment result indicates that the self-learning conditions are met, the controller can also determine whether the vehicle meets the initial activation conditions based on the operating status information, thus obtaining the initial activation judgment result. The initial activation judgment result includes meeting the initial self-learning conditions, meeting the mandatory self-learning conditions, or neither meeting the initial self-learning conditions nor the mandatory self-learning conditions.

[0093] Step 508: If the initial activation judgment result is that at least one of the initial self-learning conditions and the forced activation self-learning conditions is met, the vehicle is determined to meet the preset slip point learning conditions.

[0094] If the initial activation judgment result is that the first self-learning condition or the forced activation self-learning condition is met, the controller determines that the vehicle meets the preset slip point self-learning condition and can execute the above steps 102-108.

[0095] In one embodiment, the method for determining the clutch slip point further includes: when the vehicle does not meet the initial activation condition, controlling the clutch to engage to the maximum engagement position, and determining the maximum engagement point based on the maximum engagement position; determining whether the preset slip point update condition is met based on the maximum engagement point, and obtaining an update judgment result; if the update judgment result is that the preset slip point update condition is met, determining a new clutch slip point based on the previously obtained clutch slip point and maximum engagement point.

[0096] The preset slip point update condition is used to determine whether the vehicle needs to update the clutch slip point. Wear and tear during vehicle use causes the clutch slip point to shift, therefore, a preset slip point update condition needs to be set to promptly determine if an update is necessary. Specifically, if the vehicle does not meet the initial activation condition, the controller can fully open the clutch exhaust valve, engaging the clutch to its maximum engagement position, which is then defined as the maximum engagement point. The controller stores historical maximum engagement points. It compares the newly acquired maximum engagement point with these historical maximum engagement points. If the absolute value of the difference between the new and historical maximum engagement points is greater than a second preset value, the preset slip point update condition is considered met. The controller then determines a new clutch slip point based on the previously acquired clutch slip point and the new maximum engagement point. The new clutch slip point equals the previously acquired clutch slip point plus the difference between the new and historical maximum engagement points. The second preset value can be set based on empirical rules and can be a slip point offset that does not affect clutch control.

[0097] In this embodiment, if the vehicle does not meet the initial activation condition, a preset slip point update condition is set to determine whether the vehicle has experienced wear. A new clutch slip point is obtained based on the new maximum engagement point and the previously obtained clutch slip point. This fully considers the impact of vehicle wear on the clutch slip point and improves the accuracy of the obtained clutch slip point.

[0098] To better illustrate, such as Figure 6 As shown, a more specific embodiment is given to illustrate the clutch slip point determination method of this application, including the following steps:

[0099] Step 602: After the vehicle is powered on, first determine whether the vehicle meets the self-learning conditions. If the vehicle meets the self-learning conditions, proceed to step 604; otherwise, proceed directly to step 630.

[0100] Step 604: Determine whether the vehicle meets the first activation condition. If the vehicle meets the first activation condition, proceed to step 606; otherwise, proceed to step 624.

[0101] Step 606: Control the clutch to disengage from the current position by one step length, and obtain the input shaft speed and input shaft acceleration corresponding to the disengagement of one step length.

[0102] Step 608: If the input shaft speed and input shaft acceleration meet the preset separation conditions, the current position of the clutch is determined as the separation slip point Psfric1; if the input shaft speed and input shaft acceleration do not meet the preset separation conditions, repeat step 606 until the preset separation conditions are met.

[0103] Step 610: Control the clutch to disengage from the current position by a second step length, and obtain the input shaft speed and input shaft acceleration corresponding to the second step length of disengagement.

[0104] Step 612: If the input shaft speed and input shaft acceleration meet the preset separation conditions, proceed to step 614; if the preset separation conditions are not met, repeat step 610 until the preset separation conditions are met.

[0105] Step 614: Control the clutch to engage from the current position in a third step length, and obtain the input shaft speed and input shaft acceleration corresponding to the third step length engagement.

[0106] Step 616: If the input shaft speed and input shaft acceleration meet the preset engagement conditions, the current position of the clutch is determined as the engagement slip point Psfric2; if the preset engagement conditions are not met, step 614 is repeated until the preset engagement conditions are met.

[0107] Step 618: Determine whether the preset slip point calculation conditions are met based on the separation slip point Psfric1 and engagement slip point Psfric2; if the preset slip point calculation conditions are met, the clutch slip point Psfric = (Psfric1 + Psfric2) / 2; if the slip point calculation conditions are not met, proceed to step 630.

[0108] Step 620: Control the clutch exhaust valve to fully open, so that the clutch reaches the maximum engagement position. Then, control the exhaust valve to remain fully open for 2 seconds to obtain 50 clutch positions. Take the average of the 50 clutch positions to obtain the maximum engagement point Psmax.

[0109] Step 622: Store the maximum engagement point Psmax and the clutch slip point Psfric in EEPROM (Electrically Erasable Programmable Read-Only Memory).

[0110] Step 624: If the initial excitation condition is not met, control the clutch exhaust valve to fully open, so that the clutch reaches the maximum engagement position. Then, control the exhaust valve to remain fully open for 2 seconds to obtain 50 clutch positions. Take the average of the 50 clutch positions to obtain the maximum engagement point Pdmax.

[0111] Step 624: Determine whether the preset friction point update condition is met based on the maximum contact point Pdmax and the maximum contact point Psmax stored in the EEPROM.

[0112] Step 626: If the preset slip point update condition is met, recalculate the new clutch slip point as Pdfric = Psfric + Pdmax - psmax.

[0113] Step 628: Update the field recording the maximum engagement point in the EEPROM based on the maximum engagement point Pdmax, and update the field recording the clutch slip point in the EEPROM based on the new clutch slip point Pdfric.

[0114] Step 630: Fully open the clutch exhaust valve, and then close the exhaust valve directly after the clutch reaches its maximum engagement position.

[0115] It should be understood that although the steps in the flowcharts of the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0116] In one exemplary embodiment, a controller is provided, the internal structure of which can be shown in the following diagram. Figure 7As shown, the controller includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The controller's memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operating system and computer programs in the non-volatile storage media to run. The controller's database stores the maximum engagement point and clutch slip point. The controller's I / O interfaces are used for information exchange between the processor and external devices. The controller's communication interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements a method for determining the clutch slip point.

[0117] Those skilled in the art will understand that Figure 7 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the controller to which the present application is applied. A specific controller may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0118] In one exemplary embodiment, a controller is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the clutch slip point determination method provided in any of the above embodiments.

[0119] In one embodiment, such as Figure 8 As shown, the controller may include a signal acquisition module 802, a signal processing module 804, a decision-making module 806, a slip point self-learning module 808, a slip point correction module 810, and a storage module 812. The signal acquisition module 802 is used to acquire the vehicle's operating status information. The signal processing module 804 is used to calculate the clutch input shaft speed and input shaft acceleration based on the operating status information. The decision-making module 806 is used to determine whether the self-learning conditions are met based on the operating status information. The slip point self-learning module 808 is used to execute steps when the vehicle meets the initial activation condition. The slip point correction module 810 is used to execute steps when the vehicle meets the preset slip point update condition. The storage module 812 is used to store the maximum engagement point and the clutch slip point.

[0120] In one embodiment, this application also provides a clutch control system, including a controller and a clutch. The controller is connected to the clutch and is used to control the vehicle clutch to disengage when the vehicle meets preset slip point learning conditions, and correspondingly obtain the clutch disengagement slip point; control the clutch to continue disengaging from the disengagement slip point until the clutch meets preset separation conditions, and control the clutch to stop disengaging; control the clutch to engage from the stopped disengagement position, and correspondingly obtain the clutch engagement slip point; and determine the clutch slip point based on the disengagement slip point and the engagement slip point.

[0121] In one embodiment, this application also provides a vehicle including the clutch control system provided in any of the above embodiments.

[0122] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0123] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0124] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for determining the slip point of a clutch, characterized in that, The method includes: When the vehicle meets the preset slip point learning conditions, the clutch is controlled to disengage from the initial position in one step length. For each step of the clutch disengagement, the input shaft speed and input shaft acceleration of the clutch are obtained accordingly. When the input shaft speed and the input shaft acceleration meet the preset separation conditions, the first current position of the clutch is obtained and the first current position is determined as the separation slip point; the preset separation conditions include: 0 < input shaft speed < preset speed v1, and the absolute value of input shaft acceleration < preset acceleration a1. The clutch is controlled to continue disengaging from the separation slip point until the clutch meets the preset disengagement conditions, and then the clutch is controlled to stop disengaging. The clutch is controlled to engage from the stop disengagement position in a third step. For each of the third steps when the clutch is engaged, the input shaft speed and input shaft acceleration of the clutch are obtained accordingly. When the input shaft speed and the input shaft acceleration meet the preset engagement conditions, the second current position of the clutch is obtained, and the second current position is determined as the engagement slip point; the preset engagement conditions include: 0 < input shaft speed < preset speed v2, absolute value of input shaft acceleration < preset acceleration a2; preset speed v2 is less than preset speed v1, preset acceleration a2 is less than preset acceleration a1; Based on the separation friction point and the combination friction point, determine whether the preset friction point calculation conditions are met, and obtain the calculation judgment result; If the calculation result satisfies the preset slip point calculation conditions, the slip point of the clutch is determined based on the average of the separation slip point and the engagement slip point.

2. The method according to claim 1, characterized in that, The control of the clutch to continue disengaging from the separation slip point until the clutch meets a preset disengagement condition, and the control of the clutch to stop disengaging, includes: The clutch is controlled to continue disengaging from the separation slip point in a second step. For each second step of clutch disengagement, the input shaft speed and input shaft acceleration of the clutch are obtained accordingly. When the input shaft speed and the input shaft acceleration meet the preset separation conditions, the clutch is controlled to stop disengaging.

3. The method according to claim 1 or 2, characterized in that, The learning conditions for the slip point include self-learning conditions and initial excitation conditions, and the method further includes: Obtain vehicle operating status information; Based on the operating status information, determine whether the vehicle meets the self-learning conditions, and obtain the self-learning judgment result; If the self-learning judgment result is that the self-learning condition is met, the vehicle is judged to meet the first activation condition based on the operating status information to obtain the first activation judgment result; the first activation condition includes at least one of the first self-learning condition and the forced activation self-learning condition. If the initial determination result satisfies at least one of the initial self-learning conditions and the forced activation self-learning conditions, the vehicle is determined to satisfy the slip point learning conditions.

4. The method according to claim 3, characterized in that, The method further includes: If the vehicle does not meet the initial activation condition, control the clutch to engage to the maximum engagement position, and determine the maximum engagement point based on the maximum engagement position; Based on the maximum contact point, determine whether the preset friction point update condition is met, and obtain the update judgment result; If the update judgment result satisfies the preset slip point update condition, a new clutch slip point is determined based on the previously obtained clutch slip point and the maximum engagement point.

5. A controller comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 4.

6. A clutch control system, characterized in that, include: Controller and clutch; The controller is connected to the clutch, and the controller is used for: When the vehicle meets the preset slip point learning conditions, the clutch is controlled to disengage from the initial position in one step length. For each step of the clutch disengagement, the input shaft speed and input shaft acceleration of the clutch are obtained accordingly. When the input shaft speed and the input shaft acceleration meet the preset separation conditions, the first current position of the clutch is obtained, and the first current position is determined as the separation slip point; The preset separation conditions include: 0 < input shaft rotation speed < preset rotation speed v1, and absolute value of input shaft acceleration < preset acceleration a1; The clutch is controlled to continue disengaging from the separation slip point until the clutch meets the preset disengagement conditions, and then the clutch is controlled to stop disengaging. The clutch is controlled to engage from the stop disengagement position in a third step. For each of the third steps when the clutch is engaged, the input shaft speed and input shaft acceleration of the clutch are obtained accordingly. When the input shaft speed and the input shaft acceleration meet the preset engagement conditions, the second current position of the clutch is obtained, and the second current position is determined as the engagement slip point; the preset engagement conditions include: 0 < input shaft speed < preset speed v2, absolute value of input shaft acceleration < preset acceleration a2; preset speed v2 is less than preset speed v1, preset acceleration a2 is less than preset acceleration a1; Based on the separation friction point and the combination friction point, determine whether the preset friction point calculation conditions are met, and obtain the calculation judgment result; If the calculation result satisfies the preset slip point calculation conditions, the slip point of the clutch is determined based on the average of the separation slip point and the engagement slip point.

7. A vehicle, characterized in that, Includes the clutch control system as described in claim 6.

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