Clutch overpressure control method, device, vehicle and storage medium

Abstract

The present application provides a clutch overpressure control method, device, vehicle and storage medium, which is applied to the vehicle field, and includes: judging whether the clutch meets the preset overpressure control activation condition, and when the clutch meets the preset overpressure control activation condition, controlling the clutch to enter overpressure control, and after increasing the clutch torque to the target overpressure torque based on the preset rising slope, judging whether the clutch meets the preset overpressure control exit condition, and if the clutch meets the preset overpressure control exit condition, adjusting the clutch from the target overpressure torque to the preset micro-slip torque based on the preset torque adjustment strategy, and controlling the clutch to exit overpressure control. The method can optimize the torque management during the shifting process to ensure a smooth transition when activating overpressure control and exiting overpressure control, thereby improving the driving experience, improving the shifting quality, and maintaining the shifting accuracy and long-term stability of the system.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a clutch overpressure control method, device, vehicle and storage medium in the field of vehicles. Background Art

[0002] In modern cars, the clutch is an important component of the automatic transmission. Its control method has a direct impact on the vehicle's shifting quality, driving experience and fuel economy. Traditional clutch control methods mainly include slip control, overpressure control, micro-slip control and disconnection control.

[0003] In the related art, for the clutch control method when driving in a fixed gear, micro-slip control is usually adopted, that is, the difference between the engine speed and the input shaft speed is maintained at 10-20rpm.

[0004] However, the above method will always keep the clutch in micro-slip control, which will accelerate clutch wear, reduce the transmission efficiency and service life of the clutch, and also cause clutch pressure response lag, which urgently needs to be solved. Summary of the invention

[0005] The present application provides a clutch overpressure control method, device, vehicle and storage medium. The method can optimize the torque management during the gear shifting process to ensure a smooth transition when activating and exiting the overpressure control, thereby improving the driving experience, improving the gear shifting quality, and maintaining the gear shifting accuracy and long-term stability of the system.

[0006] In a first aspect, a clutch overpressure control method is provided, the method comprising: determining whether the clutch satisfies a preset overpressure control activation condition; if the clutch satisfies the preset overpressure control activation condition, controlling the clutch to enter overpressure control, and increasing the clutch torque to a target overpressure torque based on a preset rising slope, and then determining whether the clutch satisfies a preset overpressure control exit condition; if the clutch satisfies the preset overpressure control exit condition, adjusting the clutch from the target overpressure torque to a preset micro-slip torque based on a preset torque adjustment strategy, and controlling the clutch to exit overpressure control.

[0007] Through the above technical solution, by optimizing the torque management during the gear shifting process, a smooth transition can be ensured when activating and exiting overvoltage control, thereby improving the driving experience, improving the gear shifting quality, and maintaining the gear shifting accuracy and long-term stability of the system.

[0008] In combination with the first aspect, in some possible implementations, the determining whether the clutch satisfies the preset overpressure control activation condition includes: obtaining the vehicle's engine speed, the first cumulative time after the vehicle completes gear shifting, and the second cumulative time after the clutch exits overpressure control; determining whether the vehicle's engine speed is greater than the preset speed, and whether the first cumulative time is greater than the first preset calibration time, and whether the second cumulative time is greater than the second preset calibration time; if the vehicle's engine speed is greater than the preset speed, and the first cumulative time is greater than the first preset calibration time, and the second cumulative time is greater than the second preset calibration time, then it is determined that the clutch satisfies the preset overpressure control activation condition.

[0009] Through the above technical solution, it is possible to ensure that the clutch can enter the overpressure control state at the appropriate time to optimize the shifting quality, improve the driving experience, and protect the clutch and other related components.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in certain possible implementation methods, increasing the clutch torque to the clutch target overpressure torque based on a preset rising slope includes: obtaining the engine torque of the vehicle; determining the adjusted clutch torque according to the engine torque based on the preset rising slope, and determining the clutch target overpressure torque according to the engine torque and the preset torque value, and judging whether the adjusted clutch torque is greater than or equal to the clutch target overpressure torque; if the adjusted clutch torque is greater than or equal to the clutch target overpressure torque, it is determined that the clutch has completed overpressure control, otherwise, based on the preset rising slope, a new adjusted clutch torque is determined according to the adjusted clutch torque until the new adjusted clutch torque is greater than or equal to the clutch target overpressure torque.

[0011] Through the above technical solution, the clutch torque can be increased to the clutch target overpressure torque based on a preset rising slope to activate the overpressure, while ensuring that the increase in clutch torque is gradual, thereby avoiding the impact of sudden torque changes on driving experience and system stability.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the judgment of whether the clutch satisfies the preset over-pressure control exit condition includes: calculating the shifting time of the vehicle until the next gear shift; judging whether the shifting time is less than a third preset calibration time, and whether the vehicle has a gear shifting demand, and whether the vehicle has a clutch torque-pressure curve self-learning demand; if the shifting time is less than the third preset calibration time, and the vehicle has the gear shifting demand, and the vehicle has the clutch torque-pressure curve self-learning demand, then it is determined that the clutch satisfies the preset over-pressure control exit condition.

[0013] Through the above technical solution, after the clutch torque has reached the clutch target overpressure torque, it is necessary to decide whether to exit overpressure control based on the current driving conditions and vehicle status to ensure whether the clutch is suitable for exiting overpressure control, thereby determining the optimal torque management.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the judging whether the gear shifting duration is less than a third preset calibration duration includes: obtaining the vehicle speed change slope and the actual driving speed of the vehicle; based on the vehicle speed change slope, calculating the product of the vehicle speed change slope and the third preset calibration duration, and adding the product to the actual driving speed to obtain the estimated vehicle speed of the vehicle; judging whether the estimated vehicle speed is greater than the upshift speed under the vehicle's current driving condition, or whether the estimated vehicle speed is less than the downshift speed under the vehicle's current driving condition; if the estimated vehicle speed is greater than the upshift speed under the vehicle's current driving condition, or the estimated vehicle speed is less than the downshift speed under the vehicle's current driving condition, then it is judged that the gear shifting duration is less than the third preset calibration duration.

[0015] Through the above technical solution, it is possible to determine in advance when a gear shift will occur, so that appropriate control measures can be taken before the gear shift, thereby optimizing the gear shift quality and driving experience.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining whether the vehicle has the need for self-learning of the clutch torque-pressure curve includes: obtaining the engine torque of the vehicle, the time since the last clutch torque-pressure curve self-learning was completed, the actual gear of the vehicle, and the acceleration of the vehicle; determining whether the engine torque of the vehicle is greater than the preset torque, and whether the time since the last clutch torque-pressure curve self-learning was completed is greater than the preset completion time, and whether the actual gear of the vehicle is greater than the target gear, and whether the acceleration of the vehicle is less than the preset acceleration; if the engine torque of the vehicle is greater than the preset torque, and the time since the last clutch torque-pressure curve self-learning was completed is greater than the preset completion time, and the actual gear of the vehicle is greater than the target gear, and the acceleration of the vehicle is less than the preset acceleration, then it is determined that the vehicle has the need for self-learning of the clutch torque-pressure curve.

[0017] Through the above technical solution, it can be ensured that the system can perform self-learning at the appropriate time point to optimize the torque control accuracy of the clutch, extend the service life of the clutch, and maintain the long-term stability of the system.

[0018] In combination with the first aspect and the above implementation, in some possible implementations, the preset torque adjustment strategy is: clutch torque = engine torque - (engine inertia kg.m 2 *engine speed slope rpm / s)*π / 30+torque compensation.

[0019] Through the above technical solution, it can be ensured that the clutch torque can smoothly transition to an appropriate level when exiting overpressure control, thereby avoiding sudden torque changes from having a negative impact on driving experience and shifting quality.

[0020] In a second aspect, a clutch overpressure control device is provided, the device comprising:

[0021] A first judgment module, used to judge whether the clutch meets a preset overpressure control activation condition;

[0022] a second judgment module, configured to control the clutch to enter overpressure control if the clutch satisfies the preset overpressure control activation condition, and after increasing the clutch torque to a target overpressure torque based on a preset rising slope, judge whether the clutch satisfies a preset overpressure control exit condition;

[0023] A control module is used to adjust the clutch from the target overpressure torque to a preset micro-slip torque based on a preset torque adjustment strategy if the clutch meets the preset overpressure control exit condition, and control the clutch to exit overpressure control.

[0024] In conjunction with the second aspect, in some possible implementations, the first determination module includes:

[0025] A first acquisition unit is used to acquire the engine speed of the vehicle, a first accumulated time after the vehicle completes the gear shift, and a second accumulated time after the clutch exits the overpressure control;

[0026] a first judgment unit, configured to judge whether the engine speed of the vehicle is greater than a preset speed, whether the first accumulated time is greater than a first preset calibration time, and whether the second accumulated time is greater than a second preset calibration time;

[0027] The first determination unit is configured to determine that the clutch satisfies the preset overpressure control activation condition if the engine speed of the vehicle is greater than the preset speed, the first accumulated time is greater than the first preset calibration time, and the second accumulated time is greater than the second preset calibration time.

[0028] In combination with the second aspect and the foregoing implementation manner, in some possible implementation manners, the second determination module includes:

[0029] A second acquisition unit, used to acquire the engine torque of the vehicle;

[0030] a second judgment unit, configured to determine an adjusted clutch torque according to the engine torque based on a preset rising slope, determine the clutch target overpressure torque according to the engine torque and the preset torque value, and judge whether the adjusted clutch torque is greater than or equal to the clutch target overpressure torque;

[0031] The second determination unit is used to determine that the clutch has completed overpressure control if the adjusted clutch torque is greater than or equal to the clutch target overpressure torque; otherwise, based on the preset rising slope, a new adjusted clutch torque is determined according to the adjusted clutch torque until the new adjusted clutch torque is greater than or equal to the clutch target overpressure torque.

[0032] In combination with the second aspect and the foregoing implementation manner, in some possible implementation manners, the second determination module includes:

[0033] A calculation unit, used for calculating the gear shifting time until the next gear shift of the vehicle;

[0034] A third judgment unit is used to judge whether the gear shifting time is less than a third preset calibration time, whether the vehicle has a gear shifting demand, and whether the vehicle has a clutch torque-pressure curve self-learning demand;

[0035] The third determination unit is used to determine that the clutch satisfies the preset overpressure control exit condition if the gear shifting duration is less than the third preset calibration duration, the vehicle has the gear shifting requirement, and the vehicle has the clutch torque-pressure curve self-learning requirement.

[0036] In combination with the second aspect and the foregoing implementation manner, in some possible implementation manners, the third judgment unit includes:

[0037] A first acquisition subunit is used to acquire a speed change slope of the vehicle and an actual driving speed of the vehicle;

[0038] a calculation subunit, configured to calculate, based on the vehicle speed change slope, a product of the vehicle speed change slope and the third preset calibration time duration, and add the product to the actual driving speed to obtain an estimated vehicle speed of the vehicle;

[0039] A first judgment subunit is used to judge whether the estimated vehicle speed is greater than the upshift vehicle speed under the current driving condition of the vehicle, or whether the estimated vehicle speed is less than the downshift vehicle speed under the current driving condition of the vehicle;

[0040] The first determination subunit is used to determine that the gear shifting duration is less than the third preset calibration duration if the estimated vehicle speed is greater than the upshifting speed under the current driving condition of the vehicle, or the estimated vehicle speed is less than the downshifting speed under the current driving condition of the vehicle.

[0041] In combination with the second aspect and the foregoing implementation manner, in some possible implementation manners, the third judgment unit includes:

[0042] A second acquisition subunit is used to acquire the engine torque of the vehicle, the time since the last clutch torque-pressure curve self-learning of the vehicle was completed, the actual gear position of the vehicle, and the acceleration of the vehicle;

[0043] A second judgment subunit is used to judge whether the engine torque of the vehicle is greater than a preset torque, whether the time since the last clutch torque-pressure curve self-learning of the vehicle is completed is greater than a preset completion time, whether the actual gear position of the vehicle is greater than the target gear position, and whether the acceleration of the vehicle is less than a preset acceleration;

[0044] The second determination subunit is used to determine whether the vehicle has the need for self-learning of the clutch torque-pressure curve if the engine torque of the vehicle is greater than the preset torque, and the time since the last completion of self-learning of the clutch torque-pressure curve of the vehicle is greater than the preset completion time, and the actual gear of the vehicle is greater than the target gear, and the acceleration of the vehicle is less than the preset acceleration.

[0045] In combination with the second aspect and the above implementation, in some possible implementations, the preset torque adjustment strategy is:

[0046] Clutch torque = engine torque - (engine inertia kg.m 2 *engine speed slope rpm / s)*π / 30+torque compensation.

[0047] In a third aspect, a vehicle is provided, comprising the clutch overpressure control method described in the above embodiment.

[0048] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0049] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 A flow chart of a clutch overpressure control method provided in an embodiment of the present application;

[0051] Figure 2 This is an overall control flow chart of clutch overpressure control according to an embodiment of the present application;

[0052] Figure 3 A block diagram of a clutch overpressure control device provided in an embodiment of the present application;

[0053] Figure 4 A schematic diagram of the structure of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0054] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0055] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0056] In modern automobiles, the clutch is an important part of the automatic transmission. Its control method has a direct impact on the vehicle's shifting quality, driving experience and fuel economy. Traditional clutch control methods mainly include slip control, overpressure control, micro-slip control and disconnection control. Generally, the shifting process is slip control, the shift lever is in N gear, it is disconnection control, and micro-slip or overpressure control is used when driving in a fixed gear. Among them, if the clutch control method used in driving in a fixed gear is micro-slip control, that is, the difference between the engine speed and the input shaft speed is maintained at 10-20rpm, this method can ensure that the vehicle quickly establishes the desired slip state after the start of the shift, ensure good shifting quality, and can perform real-time clutch pressure-torque curve adaptation to optimize the torque control accuracy of the clutch throughout its life cycle. However, the clutch will always be in micro-slip control, which will accelerate clutch wear, reduce the transmission efficiency and service life of the clutch, and generate a power transmission lag of about 200ms when the driver steps on the accelerator to accelerate;

[0057] If the clutch control method used when driving in a fixed gear is overpressure control, then (1) after the clutch overpressure is activated, the torque will directly increase to the clutch overpressure torque. If the slip speed is large when the clutch overpressure is activated, the clutch overpressure will cause the vehicle to shake, affecting the driver's perception; (2) If the clutch overpressure control is always used in a constant gear, the clutch torque-pressure curve self-learning cannot be triggered. After the vehicle has run a certain mileage, the lack of torque-pressure curve self-learning will affect the clutch torque accuracy and the shifting quality will deteriorate; (3) The clutch overpressure control will not predict the next gear shift action. Each exit will start after the gear shift begins, which will increase the shifting time.

[0058] Therefore, based on the above-mentioned problems, the present application provides an improved clutch overpressure control method, which aims to improve the service life, transmission efficiency and sliding heat generation performance of the clutch without increasing the hardware cost, while not affecting the shifting time and driving experience.

[0059] Figure 1 It is a schematic flow chart of a clutch overpressure control method provided in an embodiment of the present application.

[0060] For example, Figure 1 As shown, the method includes:

[0061] In step S101 , it is determined whether the clutch satisfies a preset overpressure control activation condition.

[0062] Optionally, in one embodiment of the present application, determining whether the clutch meets the preset overpressure control activation condition includes: obtaining the vehicle's engine speed, a first cumulative time after the vehicle's gear shift is completed, and a second cumulative time after the clutch exits overpressure control; determining whether the vehicle's engine speed is greater than the preset speed, and whether the first cumulative time is greater than the first preset calibration time, and whether the second cumulative time is greater than the second preset calibration time; if the vehicle's engine speed is greater than the preset speed, and the first cumulative time is greater than the first preset calibration time, and the second cumulative time is greater than the second preset calibration time, then it is determined that the clutch meets the preset overpressure control activation condition.

[0063] Among them, the preset overvoltage control activation condition, preset speed, first preset calibration duration and second preset calibration duration can all be set by technical personnel in this field according to actual test requirements, or can be obtained through a limited number of computer simulations, and are not specifically limited here.

[0064] Specifically, in order to solve the problem in the clutch overpressure control method in the related art that when the clutch is always in micro-slip control, the clutch wear will be accelerated, the transmission efficiency and service life of the clutch will be reduced, and when the driver steps on the accelerator to accelerate, a power transmission lag of about 200ms will be generated, thereby affecting the driver's driving experience. Therefore, based on the above-mentioned problems, the embodiment of the present application optimizes the torque management during the shifting process to ensure a smooth transition when activating overpressure control and exiting overpressure control, thereby improving the driving experience, improving the shifting quality, and maintaining the shifting accuracy and long-term stability of the system. Among them, the embodiment of the present application uses a clutch driven by a hydraulic or electronic pump, and the application products include but are not limited to DCT (Dual Clutch Transmission) / AT (Automatic Transmission).

[0065] Specifically, if Figure 2 As shown, in the embodiment of the present application, it mainly includes the preset overpressure control activation condition of the clutch, overpressure control activation, preset overpressure control exit condition of the clutch and torque regulation of the clutch. Through the above steps, the clutch can smoothly transition when activating overpressure control and exiting overpressure control. Therefore, it is first necessary to determine whether the clutch meets the preset overpressure control activation condition. In the process of determining the preset overpressure control activation condition, first, after the vehicle gear shift is completed (that is, when it is in a constant gear), the gear calibration switch is turned on to obtain the engine speed of the vehicle, the first cumulative time after the vehicle gear shift is completed, and the second cumulative time after the clutch exits overpressure control; secondly, it is determined whether the engine speed of the vehicle is greater than the preset speed, and whether the first cumulative time is greater than the first preset calibration time (that is, calibration time 1), and whether the second cumulative time is greater than the second preset calibration time. duration (i.e., calibration time 2) to determine whether the vehicle's engine speed can ensure that the engine has sufficient power output, whether the clutch slip can reach a stable state after the gear shift is completed, and whether there is repeated entry and exit of overvoltage in a short time; finally, if the vehicle's engine speed is greater than the preset speed, and the first cumulative time is greater than the first preset calibration time, and the second cumulative time is greater than the second preset calibration time, it is determined that the clutch meets the preset overvoltage control activation condition. At this time, it means that the vehicle's engine speed can ensure that the engine has sufficient power output to support the torque transmission demand under the clutch overvoltage control, and the clutch slip can reach a stable state after the gear shift is completed, so as to prevent overvoltage control from being performed when the gear shift is not completely stable, thereby causing vehicle instability, and avoid frequent and repeated entry and exit of the overvoltage state in a short time, causing unnecessary pressure on the system.

[0066] Furthermore, if one of the above determination conditions is not met, it is determined that the clutch does not meet the preset overpressure control activation condition. At this time, the determination step of the preset overpressure control activation condition is re-executed when the vehicle is in a constant gear. To avoid redundancy, it is not described in detail.

[0067] In step S102, if the clutch meets the preset overpressure control activation condition, the clutch is controlled to enter overpressure control, and after the clutch torque is increased to the target overpressure torque based on the preset rising slope, it is determined whether the clutch meets the preset overpressure control exit condition.

[0068] Optionally, in one embodiment of the present application, the clutch torque is increased to a clutch target overvoltage torque based on a preset rising slope, including: obtaining the engine torque of the vehicle; determining an adjusted clutch torque according to the engine torque based on the preset rising slope, and determining the clutch target overvoltage torque according to the engine torque and the preset torque value, and judging whether the adjusted clutch torque is greater than or equal to the clutch target overvoltage torque; if the adjusted clutch torque is greater than or equal to the clutch target overvoltage torque, it is determined that the clutch has completed overvoltage control, otherwise, based on the preset rising slope, a new adjusted clutch torque is determined according to the adjusted clutch torque until the new adjusted clutch torque is greater than or equal to the clutch target overvoltage torque.

[0069] Among them, the preset rising slope, preset torque value and preset overvoltage control exit condition can be set by technical personnel in this field according to actual test requirements, or can be obtained through a limited number of computer simulations, and are not specifically limited here.

[0070] Specifically, based on the judgment of the above conditions, when the clutch meets the preset overpressure control activation conditions, the clutch is controlled to enter overpressure control, and the clutch torque is increased to the clutch target overpressure torque based on the preset rising slope to activate the overpressure, while ensuring that the increase in clutch torque is gradual, thereby avoiding the impact of sudden torque changes on driving experience and system stability.

[0071] Specifically, if Figure 2As shown, first, the engine torque of the vehicle is obtained, which is a basic value. Then, based on the engine torque, the clutch torque is continuously adjusted using a preset rising slope, so that the adjusted clutch torque can be determined, wherein the adjustment by the preset rising slope can ensure that the increase in the clutch torque is gradual rather than instantaneous, thereby helping to reduce gear shift shock and tremor, providing a smoother driving experience, and avoiding excessive wear or damage to the clutch; secondly, the clutch target overpressure torque is determined based on the engine torque and the preset torque value, wherein the preset torque value can be 50Nm, that is, when the sum of the engine torque and the preset torque value is the engine torque + 50Nm, the clutch target overpressure torque can be obtained at this time; finally, The size of the adjusted clutch torque and the clutch target overvoltage torque is determined. If the adjusted clutch torque is greater than or equal to the clutch target overvoltage torque, that is, the adjusted clutch torque ≥ engine torque + 50Nm, it is determined that the clutch has completed overvoltage control. At this time, the overvoltage is activated, and the subsequent clutch overvoltage control exit condition can be determined. Otherwise, when the adjusted clutch torque is less than the clutch target overvoltage torque, it means that the clutch is still in an overvoltage state, and will continue to determine the new adjusted clutch torque based on the preset rising slope according to the adjusted clutch torque until the new adjusted clutch torque is greater than or equal to the clutch target overvoltage torque. The specific judgment conditions have been described above and will not be described in detail here to avoid redundancy.

[0072] Optionally, in one embodiment of the present application, determining whether the clutch satisfies a preset overpressure control exit condition includes: calculating the shifting time until the next gear shift of the vehicle; determining whether the shifting time is less than a third preset calibration time, and whether the vehicle has a gear shifting requirement, and whether the vehicle has a clutch torque-pressure curve self-learning requirement; if the shifting time is less than the third preset calibration time, and the vehicle has a gear shifting requirement, and the vehicle has a clutch torque-pressure curve self-learning requirement, then it is determined that the clutch satisfies the preset overpressure control exit condition.

[0073] Optionally, in one embodiment of the present application, determining whether the gear shifting duration is less than a third preset calibration duration includes: obtaining the vehicle speed change slope and the actual driving speed of the vehicle; based on the vehicle speed change slope, calculating the product of the vehicle speed change slope and the third preset calibration duration, and adding the product to the actual driving speed to obtain an estimated vehicle speed; determining whether the estimated vehicle speed is greater than the upshift speed under the vehicle's current driving condition, or whether the estimated vehicle speed is less than the downshift speed under the vehicle's current driving condition; if the estimated vehicle speed is greater than the upshift speed under the vehicle's current driving condition, or the estimated vehicle speed is less than the downshift speed under the vehicle's current driving condition, then determining that the gear shifting duration is less than the third preset calibration duration.

[0074] Optionally, in one embodiment of the present application, determining whether the vehicle has a need for self-learning of the clutch torque-pressure curve includes: obtaining the vehicle's engine torque, the time it has taken for the vehicle to complete the last self-learning of the clutch torque-pressure curve, the vehicle's actual gear, and the vehicle's acceleration; determining whether the vehicle's engine torque is greater than a preset torque, and whether the time it has taken for the vehicle to complete the last self-learning of the clutch torque-pressure curve is greater than the preset completion time, and whether the vehicle's actual gear is greater than a target gear, and whether the vehicle's acceleration is less than a preset acceleration; if the vehicle's engine torque is greater than the preset torque, and the time it has taken for the vehicle to complete the last self-learning of the clutch torque-pressure curve is greater than the preset completion time, and the vehicle's actual gear is greater than the target gear, and the vehicle's acceleration is less than the preset acceleration, then it is determined that the vehicle has a need for self-learning of the clutch torque-pressure curve.

[0075] Among them, the third preset calibration time, preset torque, preset completion time, target gear and preset acceleration can all be set by technical personnel in this field according to actual test requirements, or can be obtained through a limited number of computer simulations, and are not specifically limited here.

[0076] Specifically, in an embodiment of the present application, after the clutch completes over-pressure control, at this time, the clutch torque has reached the clutch target over-pressure torque, and the system still needs to decide whether to exit over-pressure control based on the current driving conditions and vehicle status to ensure whether the clutch is suitable for exiting over-pressure control, thereby determining the optimal torque management. Therefore, it is necessary to further determine whether the clutch meets the preset over-pressure control exit conditions.

[0077] Specifically, if Figure 2As shown, first, the shifting time from the vehicle to the next gear shift is calculated. The shifting time from the vehicle to the next gear shift mainly refers to the time interval from the current moment to the next gear shift (upshift or downshift) of the vehicle, so as to judge in advance when the gear shift will occur, so as to take appropriate control measures before the gear shift, so as to optimize the shifting quality and driving experience. It is mainly related to the vehicle's speed change slope, the third preset calibration time (i.e., calibration time 3) and the vehicle's actual driving speed. Based on the speed change slope, the product of the speed change slope and the third preset calibration time is calculated, and the product is added to the actual driving speed. The speed change trend in the next few seconds can be predicted, so as to obtain an estimated vehicle speed, which can be expressed as: estimated vehicle speed = vehicle speed change slope * third preset calibration time + vehicle actual driving speed; secondly, the estimated vehicle speed is added to the vehicle speed under the current driving condition. The upshift speed or downshift speed is compared to determine whether a gear shift is about to occur, that is, to determine whether the estimated vehicle speed is greater than the upshift speed under the vehicle's current driving condition, or whether the estimated vehicle speed is less than the downshift speed under the vehicle's current driving condition. If the estimated vehicle speed is greater than the upshift speed under the vehicle's current driving condition, it is considered that the vehicle is about to upshift, and the formula can be expressed as: (vehicle speed change slope * the third preset calibration duration) + the vehicle's actual driving speed > the vehicle's upshift speed under the vehicle's current driving condition. If the estimated vehicle speed is less than the vehicle's downshift speed under the vehicle's current driving condition, it is considered that the vehicle is about to downshift, and the formula can be expressed as: (vehicle speed change slope * the third preset calibration duration) + the vehicle's actual driving speed < the vehicle's downshift speed under the vehicle's current driving condition. If one of the above conditions is met, it can be determined that the gear shift duration is less than the third preset calibration duration, and the gear shift timing can be predicted in advance.

[0078] For example, if the vehicle speed change slope is 4km / h / s, the third preset calibration duration is 3s, the vehicle's actual driving speed is 80km / h, and the upshift speed under the vehicle's current driving condition is 90km / h, then the estimated vehicle speed is: (4km / h / s*3s)+80km / h=92km / h, at this time, 92km / h>90km / h, thus it can be determined that the time to the next upshift is less than 3s; conversely, if the vehicle speed change slope is -3km / h / s, the third preset calibration duration is 3s, the vehicle's actual driving speed is 60km / h, and the downshift speed under the vehicle's current driving condition is 50km / h, then the estimated vehicle speed is: (-3km / h / s*3s)+60km / h=51km / h, at this time, 51km / h>50km / h, thus it can be determined that the time to the next downshift is greater than 3s.

[0079] Furthermore, in the process of determining whether the clutch meets the preset overpressure control exit conditions, it is also necessary to determine whether the vehicle has a need for self-learning of the clutch torque-pressure curve, thereby ensuring that the system can perform self-learning at the appropriate time to optimize the clutch torque control accuracy, extend the clutch service life, and maintain the long-term stability of the system.

[0080] Specifically, if Figure 2 As shown, first, the engine torque of the vehicle, the time since the vehicle last completed the self-learning of the clutch torque-pressure curve, the actual gear position of the vehicle, and the acceleration of the vehicle are obtained; secondly, it is determined whether the engine torque of the vehicle is greater than the preset torque. When the engine torque is large, the torque borne by the clutch is also large, which helps to establish the clutch torque-pressure curve more accurately, and whether the time since the vehicle last completed the self-learning of the clutch torque-pressure curve is greater than the preset completion time. By setting a minimum time interval, it can be ensured that each self-learning is performed under different driving conditions, so as to obtain more data samples and improve the accuracy of self-learning. In addition, whether the actual gear position of the vehicle is greater than the target gear position, in a high gear, the speed of the vehicle is relatively stable and the engine speed is relatively low, which helps to reduce the influence of external factors (such as acceleration, deceleration, climbing, etc.) on self-learning, and whether the acceleration of the vehicle is less than the preset acceleration. When the vehicle is in dynamic changes such as acceleration, deceleration or climbing, the clutch torque-pressure curve may be affected by external factors, resulting in inaccurate self-learning results. Therefore, the system will only trigger self-learning when the vehicle is in a stable driving state to ensure the reliability of the data.

[0081] Finally, if the engine torque of the vehicle is greater than the preset torque (for example, the engine torque is 50Nm and the preset torque is 30Nm), it can be ensured that the vehicle is under sufficient load conditions to accurately measure the clutch torque-pressure curve relationship, and the vehicle is longer than the preset completion time since the last self-learning of the clutch torque-pressure curve (for example, the completion time is 30min and the preset completion time is 20min), thereby preventing self-learning from being too frequent and reducing the burden on the system, and ensuring that each self-learning is performed under different driving conditions, and that the actual gear of the vehicle is greater than the target gear (for example, the actual gear is 5th gear and the target gear is 4th gear), thereby ensuring that the vehicle is in a higher gear so that self-learning can be performed under relatively stable driving conditions, and the acceleration of the vehicle is less than the preset acceleration (for example, the acceleration is 0.1m / s 2 , the preset acceleration is 0.2m / s 2), so as to ensure that the vehicle is in a stable driving state during the self-learning process to avoid the accuracy of self-learning affected by dynamic changes such as acceleration, deceleration, and climbing. That is to say, when the vehicle's engine torque is greater than 30Nm, and the time from the last clutch torque-pressure curve self-learning to completion is greater than 20min, and the vehicle's actual gear is greater than 4th gear, and the vehicle's acceleration is less than 0.2m / s 2 At this time, it can be determined that the vehicle has a need for self-learning of the clutch torque-pressure curve, so that self-learning can be triggered at the appropriate time point to optimize the torque control accuracy of the clutch, extend the service life of the clutch, and maintain the long-term stability and accuracy of the system.

[0082] Therefore, based on the above description, when the vehicle is in a situation where there is a need to shift gears, and the shifting time is less than the third preset calibration time, and the vehicle has a need for self-learning of the clutch torque-pressure curve, it can be determined that the clutch meets the preset over-pressure control exit condition. At this time, it means that the clutch is suitable for exiting over-pressure control, thereby controlling the clutch to exit over-pressure control. Otherwise, if one of the above conditions is not met, it means that the clutch does not meet the preset over-pressure control exit condition and is not suitable for exiting over-pressure control. At this time, the clutch is still in over-pressure control.

[0083] In step S103, if the clutch meets the preset overpressure control exit condition, the clutch is adjusted from the target overpressure torque to the preset micro-slip torque based on the preset torque adjustment strategy, and the clutch is controlled to exit the overpressure control.

[0084] Optionally, in one embodiment of the present application, the preset torque adjustment strategy is: clutch torque = engine torque - (engine inertia kg.m 2 *engine speed slope rpm / s)*π / 30+torque compensation.

[0085] Among them, the preset torque adjustment strategy and the preset micro-slip torque can be set by technical personnel in this field according to actual test requirements, and are not specifically limited here.

[0086] Specifically, after the clutch meets the preset overpressure control exit condition, the target overpressure torque of the clutch needs to be gradually reduced from a higher overpressure state to a normal working state. In order to ensure that the target overpressure of the clutch can smoothly transition to an appropriate level when the clutch exits the overpressure control, so as to avoid the sudden torque change from having a negative impact on the driving experience and the shifting quality, the target overpressure torque of the clutch needs to be initialized at this time, that is, the target overpressure torque of the clutch needs to be adjusted based on the preset torque adjustment strategy. The formula can be expressed as:

[0087] Clutch torque = engine torque - (engine inertia kg.m 2*engine speed slope rpm / s)*π / 30+torque compensation;

[0088] Among them, the engine torque is the basis of the clutch torque and reflects the current power output of the engine; the product of the engine inertia and the engine speed slope reflects the impact of engine speed changes on the clutch torque. When the engine speed changes rapidly, the clutch needs to withstand greater torque fluctuations. Therefore, this part of the impact is subtracted from the formula to ensure that the clutch torque can transition smoothly; π / 30 is the conversion factor, which ensures the consistency of the units, so that the product of the engine inertia and the engine speed slope can be added to or subtracted from the engine torque; torque compensation is a correction term used to compensate for other factors that may affect torque transmission to ensure that the calculation of the clutch torque is more accurate.

[0089] Furthermore, after the target overpressure torque of the clutch is adjusted based on the preset torque adjustment strategy, the clutch can be adjusted from the target overpressure torque to the preset micro-slip torque, that is, the clutch torque shown in the above formula. At this time, the clutch torque = the preset micro-slip torque, and the clutch is controlled to exit the overpressure control at the same time. When exiting the overpressure control, if the exit duration of the overpressure control is greater than the fourth preset calibration duration (that is, calibration time 2), the preset overpressure control activation condition is re-executed when the vehicle is in a constant gear. Otherwise, the clutch is still in the overpressure exit state.

[0090] Therefore, based on the detailed description of the above specific embodiments, the present application can achieve the following beneficial effects:

[0091] (1) Improve shifting quality and efficiency: By gradually increasing or decreasing the clutch torque based on a preset rising slope, sudden torque changes are avoided, the impact and tremor during shifting are reduced, and a smoother driving experience is provided. By predicting the trend of vehicle speed changes, it is possible to determine in advance when a gear shift will occur and exit overvoltage control in time before the gear shift, ensuring the smoothness and response speed of the gear shift process. At the same time, the clutch torque can be quickly increased to the target value in a short time, ensuring that the gear shift process is completed quickly and shortening the gear shift time.

[0092] (2) Optimized driving experience: When the clutch is activated or overpressure control is exited, progressive torque adjustment ensures that there are no sudden torque fluctuations during driving, improving driving comfort. At the same time, the control strategy can be dynamically adjusted according to current vehicle speed, engine speed, gear status, acceleration and other parameters to ensure optimal torque management under various driving conditions to meet different driving needs.

[0093] In summary, according to the clutch overpressure control method of the embodiment of the present application, it is determined whether the clutch meets the preset overpressure control activation condition. When the clutch meets the preset overpressure control activation condition, the clutch is controlled to enter overpressure control, and after the clutch torque is increased to the target overpressure torque based on the preset rising slope, it is determined whether the clutch meets the preset overpressure control exit condition. If the clutch meets the preset overpressure control exit condition, the clutch is adjusted from the target overpressure torque to the preset micro-slip torque based on the preset torque adjustment strategy, and the clutch is controlled to exit overpressure control. This method can optimize the torque management during the shifting process to ensure a smooth transition when activating and exiting overpressure control, thereby improving the driving experience, improving the shifting quality, and maintaining the shifting accuracy and long-term stability of the system.

[0094] Figure 3 It is a structural schematic diagram of a clutch overpressure control device provided in an embodiment of the present application.

[0095] For example, Figure 3 As shown, the device may include: a first judgment module 100 , a second judgment module 200 and a control module 300 .

[0096] The first judgment module 100 is used to judge whether the clutch meets the preset overpressure control activation condition;

[0097] A second judgment module 200 is used to control the clutch to enter overpressure control if the clutch meets the preset overpressure control activation condition, and after increasing the clutch torque to the target overpressure torque based on a preset rising slope, judge whether the clutch meets the preset overpressure control exit condition;

[0098] The control module 300 is used to adjust the clutch from the target overpressure torque to the preset micro-slip torque based on the preset torque adjustment strategy if the clutch meets the preset overpressure control exit condition, and control the clutch to exit the overpressure control.

[0099] Optionally, in one embodiment of the present application, the first determination module 100 includes:

[0100] A first acquisition unit is used to acquire the engine speed of the vehicle, a first accumulated time after the vehicle shifts gears, and a second accumulated time after the clutch exits the overpressure control;

[0101] A first judgment unit, used to judge whether the engine speed of the vehicle is greater than a preset speed, whether the first accumulated time is greater than a first preset calibration time, and whether the second accumulated time is greater than a second preset calibration time;

[0102] The first determination unit is used to determine that the clutch meets a preset overpressure control activation condition if the engine speed of the vehicle is greater than a preset speed, the first accumulated time is greater than a first preset calibration time, and the second accumulated time is greater than a second preset calibration time.

[0103] Optionally, in one embodiment of the present application, the second determination module 200 includes:

[0104] A second acquisition unit, used to acquire the engine torque of the vehicle;

[0105] a second judgment unit, configured to determine an adjusted clutch torque according to the engine torque based on a preset rising slope, determine a clutch target overpressure torque according to the engine torque and a preset torque value, and judge whether the adjusted clutch torque is greater than or equal to the clutch target overpressure torque;

[0106] The second determination unit is used to determine that the clutch completes overpressure control if the adjusted clutch torque is greater than or equal to the clutch target overpressure torque; otherwise, based on a preset rising slope, a new adjusted clutch torque is determined according to the adjusted clutch torque until the new adjusted clutch torque is greater than or equal to the clutch target overpressure torque.

[0107] Optionally, in one embodiment of the present application, the second determination module 200 includes:

[0108] A calculation unit, used for calculating the gear shifting time until the next gear shift of the vehicle;

[0109] A third judgment unit is used to judge whether the gear shifting time is less than a third preset calibration time, whether the vehicle has a gear shifting demand, and whether the vehicle has a clutch torque-pressure curve self-learning demand;

[0110] The third determination unit is used to determine whether the clutch meets the preset overpressure control exit condition if the gear shifting time is less than a third preset calibration time, the vehicle has a gear shifting demand, and the vehicle has a clutch torque-pressure curve self-learning demand.

[0111] Optionally, in one embodiment of the present application, the third judgment unit includes:

[0112] A first acquisition subunit is used to acquire a speed change slope of the vehicle and an actual driving speed of the vehicle;

[0113] a calculation subunit, configured to calculate, based on the vehicle speed change slope, a product of the vehicle speed change slope and a third preset calibration time duration, and add the product to the actual driving speed to obtain an estimated vehicle speed;

[0114] A first judgment subunit is used to judge whether the estimated vehicle speed is greater than the upshift vehicle speed under the current driving condition of the vehicle, or whether the estimated vehicle speed is less than the downshift vehicle speed under the current driving condition of the vehicle;

[0115] The first determination subunit is used to determine that the gear shifting duration is less than a third preset calibration duration if the estimated vehicle speed is greater than the upshifting speed under the current driving condition of the vehicle, or the estimated vehicle speed is less than the downshifting speed under the current driving condition of the vehicle.

[0116] Optionally, in one embodiment of the present application, the third judgment unit includes:

[0117] The second acquisition subunit is used to acquire the engine torque of the vehicle, the time since the last clutch torque-pressure curve self-learning was completed, the actual gear position of the vehicle, and the acceleration of the vehicle;

[0118] The second judgment subunit is used to judge whether the engine torque of the vehicle is greater than the preset torque, whether the time since the last clutch torque-pressure curve self-learning of the vehicle is greater than the preset completion time, whether the actual gear position of the vehicle is greater than the target gear position, and whether the acceleration of the vehicle is less than the preset acceleration;

[0119] The second determination subunit is used to determine whether the vehicle has a need for self-learning of the clutch torque-pressure curve if the engine torque of the vehicle is greater than the preset torque, and the time since the last completion of self-learning of the clutch torque-pressure curve of the vehicle is greater than the preset completion time, and the actual gear of the vehicle is greater than the target gear, and the acceleration of the vehicle is less than the preset acceleration.

[0120] Optionally, in one embodiment of the present application, the preset torque adjustment strategy is:

[0121] Clutch torque = engine torque - (engine inertia kg.m 2 *engine speed slope rpm / s)*π / 30+torque compensation.

[0122] In summary, according to the clutch overpressure control device of the embodiment of the present application, it is determined whether the clutch meets the preset overpressure control activation condition. When the clutch meets the preset overpressure control activation condition, the clutch is controlled to enter overpressure control, and after the clutch torque is increased to the target overpressure torque based on the preset rising slope, it is determined whether the clutch meets the preset overpressure control exit condition. If the clutch meets the preset overpressure control exit condition, the clutch is adjusted from the target overpressure torque to the preset micro-slip torque based on the preset torque adjustment strategy, and the clutch is controlled to exit overpressure control. This method can optimize the torque management during the shifting process to ensure a smooth transition when activating and exiting overpressure control, thereby improving the driving experience, improving the shifting quality, and maintaining the shifting accuracy and long-term stability of the system.

[0123] Figure 4 A schematic structural diagram of a vehicle provided in an embodiment of the present application.

[0124] It should be understood that the above-described method can be applied to Figure 4 In a vehicle of the structure shown.

[0125] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute the clutch overpressure control method provided in the embodiment of the present application.

[0126] Furthermore, the device also includes: a communication interface 403 for communication between the memory 401 and the processor 402 .

[0127] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0128] It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0129] It should be understood that the device provided in this embodiment is used to execute the above-mentioned clutch overpressure control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0130] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing mutual program codes, etc.

[0131] The processing module may be a processor 402 or a controller, which may implement or execute various exemplary logic blocks, modules and circuits disclosed in the present application. The processor 402 may also be a combination that implements a computing function, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory 401.

[0132] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor 402 and a memory 401; wherein the memory 401 is used to store instructions, and when the processor calls and executes the instructions, the chip can execute the clutch overpressure control method provided in the above embodiments.

[0133] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a clutch overpressure control method provided in the above embodiment.

[0134] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement a clutch overpressure control method provided in the above embodiment.

[0135] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0136] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0137] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0138] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A clutch overpressure control method, characterized in that: The method comprises: Determining whether the clutch meets a preset overpressure control activation condition; If the clutch satisfies the preset overpressure control activation condition, the clutch is controlled to enter overpressure control, and after the clutch torque is increased to a target overpressure torque based on a preset rising slope, it is determined whether the clutch satisfies the preset overpressure control exit condition; If the clutch meets the preset overpressure control exit condition, the clutch is adjusted from the target overpressure torque to the preset micro-slip torque based on the preset torque adjustment strategy, and the clutch is controlled to exit the overpressure control.

2. The method according to claim 1, characterized in that The determining whether the clutch satisfies the preset overpressure control activation condition includes: Acquire the engine speed of the vehicle, the first accumulated time after the vehicle shifts gears, and the second accumulated time after the clutch exits overpressure control; Determining whether the engine speed of the vehicle is greater than a preset speed, whether the first accumulated time is greater than a first preset calibration time, and whether the second accumulated time is greater than a second preset calibration time; If the engine speed of the vehicle is greater than the preset speed, and the first accumulated time is greater than the first preset calibration time, and the second accumulated time is greater than the second preset calibration time, it is determined that the clutch meets the preset overpressure control activation condition.

3. The method according to claim 1, characterized in that The step of increasing the clutch torque to a clutch target overpressure torque based on a preset rising slope comprises: Obtaining the vehicle's engine torque; Based on a preset rising slope, determining an adjusted clutch torque according to the engine torque, determining the clutch target overpressure torque according to the engine torque and the preset torque value, and judging whether the adjusted clutch torque is greater than or equal to the clutch target overpressure torque; If the adjusted clutch torque is greater than or equal to the clutch target overpressure torque, it is determined that the clutch has completed overpressure control; otherwise, based on the preset rising slope, a new adjusted clutch torque is determined according to the adjusted clutch torque until the new adjusted clutch torque is greater than or equal to the clutch target overpressure torque.

4. The method according to claim 1, characterized in that: The determining whether the clutch satisfies a preset overpressure control exit condition includes: Calculate the gear shifting time until the next gear shift of the vehicle; Determining whether the gear shifting duration is less than a third preset calibration duration, whether the vehicle has a gear shifting requirement, and whether the vehicle has a clutch torque-pressure curve self-learning requirement; If the gear shifting duration is less than the third preset calibration duration, the vehicle has the gear shifting requirement, and the vehicle has the clutch torque-pressure curve self-learning requirement, it is determined that the clutch meets the preset overpressure control exit condition.

5. The method according to claim 4, characterized in that The determining whether the gear shifting duration is less than a third preset calibration duration includes: Obtaining a speed change slope of the vehicle and an actual driving speed of the vehicle; Based on the vehicle speed change slope, calculating the product of the vehicle speed change slope and the third preset calibration time duration, and adding the product to the actual driving speed to obtain the estimated vehicle speed; Determining whether the estimated vehicle speed is greater than an upshift vehicle speed under the current driving condition of the vehicle, or whether the estimated vehicle speed is less than a downshift vehicle speed under the current driving condition of the vehicle; If the estimated vehicle speed is greater than the upshift vehicle speed under the current driving condition of the vehicle, or the estimated vehicle speed is less than the downshift vehicle speed under the current driving condition of the vehicle, it is determined that the gear shift duration is less than the third preset calibration duration.

6. The method according to claim 4, characterized in that Determining whether the vehicle has a clutch torque-pressure curve self-learning requirement includes: Obtaining the engine torque of the vehicle, the time since the last clutch torque-pressure curve self-learning of the vehicle was completed, the actual gear position of the vehicle, and the acceleration of the vehicle; Determine whether the engine torque of the vehicle is greater than a preset torque, whether the time since the last clutch torque-pressure curve self-learning of the vehicle is completed is greater than a preset completion time, whether the actual gear position of the vehicle is greater than the target gear position, and whether the acceleration of the vehicle is less than a preset acceleration; If the engine torque of the vehicle is greater than the preset torque, and the time since the last clutch torque-pressure curve self-learning of the vehicle is greater than the preset completion time, and the actual gear of the vehicle is greater than the target gear, and the acceleration of the vehicle is less than the preset acceleration, it is determined that the vehicle has the clutch torque-pressure curve self-learning requirement.

7. The method according to claim 1, characterized in that The preset torque adjustment strategy is: Clutch torque = engine torque - (engine inertia kg.m 2 *engine speed slope rpm / s)*π / 30+torque compensation.

8. A clutch overpressure control device, characterized in that: The device comprises: A first judgment module, used to judge whether the clutch meets a preset overpressure control activation condition; a second judgment module, configured to control the clutch to enter overpressure control if the clutch satisfies the preset overpressure control activation condition, and after increasing the clutch torque to a target overpressure torque based on a preset rising slope, judge whether the clutch satisfies a preset overpressure control exit condition; A control module is used to adjust the clutch from the target overpressure torque to a preset micro-slip torque based on a preset torque adjustment strategy if the clutch meets the preset overpressure control exit condition, and control the clutch to exit overpressure control.

9. A vehicle, characterized in that: The vehicle comprises: a clutch overpressure control method as described in any one of claims 1-7 above.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

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