Method for automatically determining oil charging time and slip friction point pressure of wet clutch

Abstract

The invention discloses a method for automatically determining oil charging time and slip friction point pressure of a wet clutch, which can solve the problems that when a whole vehicle is static and has no load, by setting different rotating speeds, one clutch is kept in a long combination state at the rotating speed point, the other clutch is continuously charged with oil until the rotating speed is reduced, and when the oil charging is finished, the slip friction point pressure of the wet clutch is reduced. The oil charging duration is an FT value; one clutch is kept in a long combination state, the pressure of the other clutch is slowly increased, and when the rotating speed begins to change, it can be considered that the value is the KP value at the moment. No matter in the off-line process or in the whole vehicle environment, the method can quickly and efficiently obtain the key parameter FT value and the key parameter KP value of the clutch, can quickly improve the gear shifting quality and improve the comfort of the whole vehicle, and can greatly save time and cost compared with original manual calibration. And more accurate and stable FT value and KP value of the clutch are automatically obtained, the gear shifting comfort and reliability of the vehicle are improved, and the on-site requirements of offline and customers are better met.

Description

Technical Field

[0001] The invention belongs to vehicle automatic control technology, and in particular relates to a method for automatically determining the oil filling time and the sliding point pressure of a wet clutch. Background Art

[0002] The shift comfort of a wet clutch is one of the key indicators for customers to evaluate gearboxes. During mass use, due to differences in the mechanical consistency of clutch components, basic calibration data cannot guarantee good shift quality for all gears, and it is impossible to have one calibration for each vehicle during mass use. Therefore, key clutch parameters need to be obtained during the off-line process or in the whole vehicle environment: filling time (abbreviated as: FT) and slip point pressure (abbreviated as: KP). The factory clutch has shift shock caused by mechanical dispersion, and at the same time, it is necessary to quickly obtain FT and KP values ​​in the whole vehicle environment to improve the shift shock and thus improve the comfort of the whole vehicle. Therefore, there is an urgent need for a method that can reasonably determine the filling time and slip point pressure of a wet clutch under static conditions. Summary of the invention

[0003] The purpose of the present invention is to provide a method for automatically determining the oil filling time and the sliding point pressure of a wet clutch under static conditions, which method can be applied to both the whole vehicle and the off-line. The FT and KP data obtained by this method can further ensure the good clutch shifting quality and improve the comfort of the whole vehicle.

[0004] In order to achieve the above technical tasks, the present invention adopts the following technical solutions:

[0005] A method for automatically determining the oil filling time and the sliding point pressure of a wet clutch, the method comprising the following steps:

[0006] S1, determining the initial state requirement of the transmission for the engine TSC1 speed control;

[0007] S2: The clutch is divided into six control stages from opening to engaging, which are:

[0008] FILL1 stage: fast oil filling stage, quickly filling the clutch cavity;

[0009] FILL2 stage: slow oil filling stage, ensuring that the clutch cavity is filled with oil;

[0010] KP stage: clutch slip point pressure stage, which stabilizes the clutch pressure point and prepares for subsequent control;

[0011] TP stage: torque transfer stage, ensuring the stability of clutch torque transfer;

[0012] SPON stage: speed regulation stage, which synchronizes the speed of the clutch input and output ends;

[0013] LU stage: In the clamping stage, the pressure rises rapidly, causing the clutch control pressure to reach the maximum value;

[0014] S3: Determine the FT value and KP value corresponding to the clutch by detecting the change in input shaft speed.

[0015] Furthermore, the FT step in step S3 is determined as follows:

[0016] 1) Select two clutches corresponding to a certain gear as the control objects, keep one of the clutches engaged, and use the other clutch as the clutch to be tested;

[0017] 2) According to the engine speed range, N speed points for FT determination are set for the M clutches in sequence;

[0018] 3) Fix the height P1 of the clutch to be tested in FILL1 stage f and time T1 f , FILL2 stage height P2 f , set the initial time to the threshold T f , threshold T f It is the timeout period for detecting the speed change during the FILL2 process;

[0019] 4) When the clutch to be tested is at T f When the input shaft speed decreases within the time, the FT value corresponding to the clutch under test is obtained;

[0020] 5) Repeat steps 3) to 4) until N speed points of M clutches are traversed, and determine the corresponding FT values ​​in turn.

[0021] Furthermore, the steps of determining the KP value in step S3 are as follows:

[0022] a) Select two clutches corresponding to a certain gear as the control objects, keep one of the clutches engaged, and the other clutch as the clutch to be tested;

[0023] b) according to the engine speed range, sequentially setting N speed points for the M clutches when KP is determined;

[0024] c) Fix the height P1 of the clutch to be tested in FILL1 stage f , time T1 f and the height P2 of the clutch to be tested in the FILL2 stage f and time T2 f ; Set the initial value KP of the KP pressure of the clutch to be tested s , pressure step step, step holding time Δt s and timeout T k ;

[0025] d) When the clutch to be tested is at T k When the input shaft speed decreases within the time, the KP value corresponding to the clutch under test is obtained;

[0026] e) Repeat steps c) to e) until the corresponding KP values ​​for the N speed points of the M clutches are determined in sequence.

[0027] In particular, in step 4), when the clutch to be tested is at T f When the input shaft speed decreases within a certain period of time, the FT corresponding to the clutch under test is obtained. The specific process is as follows:

[0028] Record the input shaft speed and FILL1 oil filling time of the tested clutch when it enters FILL2 stage and starts to change speed. When the difference between the input shaft speed after entering FILL2 stage and the input shaft speed at the beginning of oil filling is greater than the threshold value ΔN f When the clutch cavity is full of oil, record the time and subtract the FILL1 oil filling time from this time to get the FT corresponding to FILL2; or

[0029] The input shaft speed of the clutch under test enters the FILL2 stage and deceleration changes. When the deceleration is less than the deceleration at the previous moment and the deceleration is less than the threshold Δa, and after N consecutive cycles, this moment is the FT value corresponding to the clutch under test.

[0030] Regarding step d) when the clutch to be tested is at T k When the input shaft speed decreases within a certain period of time, the KP value corresponding to the clutch under test is obtained. The specific process is as follows:

[0031] Record the input shaft speed of the tested clutch when it enters the initial stage of FILL1 oil filling. When the KP value starts to change speed as the pressure step increases, the difference between the input shaft speed at this moment and the input shaft speed recorded at the initial stage of oil filling is greater than the threshold ΔN k When , it is the KP value corresponding to the clutch being tested; or

[0032] As the KP value of the clutch under test increases, the input shaft speed changes at a deceleration rate. When the deceleration is less than the deceleration at the previous moment and the deceleration is less than the threshold Δa, and after N consecutive cycles, the KP value at this moment is the KP value corresponding to the clutch under test.

[0033] According to another aspect of the present application, a computer-readable storage medium is provided, which includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to execute the method for automatically determining the overall wet clutch oil filling time and sliding point pressure of the present application.

[0034] According to another aspect of the present application, a processor is provided, which is used to run a program, wherein when the program is run, the method for automatically determining the oil filling time and the sliding point pressure of the overall wet clutch of the present application is executed.

[0035] Compared with the prior art, this application has the following technical advantages:

[0036] The mechanical inconsistency of wet clutch components will lead to large differences in shifting quality. At the same time, the basic data is a version and it is impossible to achieve single calibration on site. It can solve the problem of wet clutch when the whole vehicle is stationary and unloaded. By setting different speeds, one clutch is kept in a long-engaged state at this speed point, and the other clutch is continuously filled with oil until the speed is pulled down. When the oil filling is completed, the filling time is the FT value; keep one clutch in a long-engaged state, and the pressure of the other clutch rises slowly. When the speed begins to change, it can be considered as the KP value. Whether in the offline process or in the vehicle environment, this method can quickly and efficiently obtain the FT value and KP value of the key parameters of the clutch, which can quickly improve the shifting quality and improve the comfort of the whole vehicle. Compared with the original manual calibration, it can greatly save time and cost. Automatically obtain more accurate and stable clutch FT value and KP value to ensure the improvement of vehicle shifting comfort and reliability, and better meet the offline and customer on-site needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The drawings constituting part of the present application are used to provide a further understanding of the present application. The illustrative embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0038] Figure 1 The transmission of the present invention controls the initial state of the engine TSC1 speed;

[0039] Figure 2 It is a schematic diagram of the control stage of the clutch from the open state to the engaged state of the present invention;

[0040] Figure 3a It is a principle diagram of the speed difference speed change detection method of the present invention; Figure 3b It is a principle diagram of the deceleration and speed change detection method of the present invention;

[0041] Figure 4 Automatically determine a timing diagram for the clutch of the present invention;

[0042] Figure 5 It is a diagram showing the overall results of the FT and KP timing tests of an embodiment of the present invention;

[0043] Figure 6a It is a partial enlarged diagram of the timing test result of FT of the embodiment of the present invention; Figure 6bIt is a partial enlarged diagram of the timing test result of Example KP of the present invention.

[0044] Figure 7 Schematic diagram of the structure of a computer device in an embodiment of the present invention. DETAILED DESCRIPTION

[0045] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0046] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present application.

[0047] See also Figure 1 The present invention provides a method for automatically determining the oil filling time and the sliding point pressure of a wet clutch, the method comprising the following steps:

[0048] Step S1, determining the transmission's initial state requirement for engine TSC1 speed control.

[0049] During normal driving, the upshift point and the downshift point are approximately between the engine idle speed and the rated speed point. Therefore, the automatic determination method of the present invention must cover the speed points within this range, that is, different speed points (N1, N2, N3, N4...) are taken between the idle speed and the rated speed point, and the value is based on the engine speed range.

[0050] During the automatic determination process, the engine speed needs to be controlled at different speed points, so the engine can respond to the TSC1 speed control command. When the transmission sends the TSC1 speed control, the AEPT (SPN 513) should respond within 75ms and the engine speed should change within 250ms. Figure 1 As shown, the time for the engine speed to reach the control speed is Δt. When the speed difference between the control speed and the actual speed is within 100rpm, it takes 1.5s to reach a stable speed. When the speed difference is 100-200rpm, it takes 2.5s to reach a stable speed. When the speed difference is greater than 200rpm, it takes 3s to reach a stable speed. The stable speed should be within + / -10rpm of the target speed and cannot fluctuate. Δt represents the time difference from the lowest point when the clutch is engaged to the time when the engine speed returns to the initial state.

[0051] Step S2, dividing the clutch from the open state to the engaged state into six control stages, see Figure 2 :

[0052] FILL1 stage: fast oil filling stage, quickly filling the clutch cavity;

[0053] FILL2 stage: slow oil filling stage, ensuring that the clutch cavity is filled with oil;

[0054] KP stage: clutch slip point pressure stage, which stabilizes the clutch pressure point and prepares for subsequent control;

[0055] TP stage: torque transfer stage, ensuring the stability of clutch torque transfer;

[0056] SPON stage: speed regulation stage, which synchronizes the speed of the clutch input and output ends;

[0057] LU stage: In the clamping stage, the pressure rises rapidly, causing the clutch control pressure to reach its maximum value.

[0058] Step S3: Determine the FT value and KP value corresponding to the clutch by detecting the change in input shaft speed.

[0059] The specific idea involved is: select two clutches corresponding to a certain gear as the control object, and one gear is controlled by two clutches, Clutch1 (referred to as C1) and Clutch2 (referred to as C2). In the process of automatic determination, in the process of wet clutch control, keep one of the clutches engaged and the other clutch as the clutch to be tested; keep one clutch engaged, and when the clutch to be tested is separated, as the pressure of the engaged clutch gradually increases, the purpose of speed change will be achieved. By changing the input shaft speed when the clutch to be tested is engaged, the oil filling FT value is continuously detected, and the KP value is detected by the change in input shaft speed caused by the step-by-step increase in pressure.

[0060] The FT step in step S3 is as follows:

[0061] 1) Select two clutches corresponding to a certain gear as the control objects, keep one of the clutches engaged, and use the other clutch as the clutch to be tested;

[0062] 2) According to the engine speed range, N speed points for FT determination are set for the M clutches in sequence;

[0063] 3) Fix the height P1 of the clutch to be tested in FILL1 stage f and time T1 f , FILL2 stage height P2 f , set the initial time to the threshold T f , threshold Tf It is the timeout period for detecting the speed change during the FILL2 process;

[0064] 4) When the clutch to be tested is at T f When the input shaft speed decreases within the time, the FT value corresponding to the clutch under test is obtained;

[0065] 5) Repeat steps 3) to 4) until N speed points of M clutches are traversed, and determine the corresponding FT values ​​in turn.

[0066] The steps for determining the KP time in step S3 are as follows:

[0067] a) Select two clutches corresponding to a certain gear as the control objects, keep one of the clutches engaged, and the other clutch as the clutch to be tested;

[0068] b) according to the engine speed range, sequentially setting N speed points for the M clutches when KP is determined;

[0069] c) Fix the height P1 of the clutch to be tested in FILL1 stage f , time T1 f and the height P2 of the clutch to be tested in the FILL2 stage f and time T2 f ; Set the initial value KP of the KP pressure of the clutch to be tested s , pressure step step, step holding time Δt s and timeout T k ;

[0070] d) When the clutch to be tested is at T k When the input shaft speed decreases within the time, the KP value corresponding to the clutch under test is obtained;

[0071] e) Repeat steps c) to e) until the corresponding KP values ​​for the N speed points of the M clutches are determined in sequence.

[0072] The present invention continuously detects the oil filling FT value by changing the input shaft speed when the clutch to be tested is engaged, and detects the KP value by changing the input shaft speed caused by a step-by-step increase in pressure.

[0073] Referring to FIG3 , there are two methods for detecting speed changes: the first is the speed difference judgment method. When the clutch to be tested is at T f When the input shaft speed decreases within a certain period of time, the FT value corresponding to the clutch under test is obtained and the judgment process is as follows:

[0074] Record the input shaft speed and FILL1 oil filling time of the tested clutch when it enters FILL2 stage and starts to change speed. When the difference between the input shaft speed after entering FILL2 stage and the input shaft speed at the beginning of oil filling is greater than the threshold value ΔN f When the clutch cavity is filled with oil, record the time at this moment and subtract the FILL1 oil filling time from this time to get the FT value corresponding to FILL2.

[0075] When the clutch to be tested is at T k When the input shaft speed decreases within a certain period of time, the KP value corresponding to the clutch under test is obtained. The specific process is as follows:

[0076] Record the input shaft speed of the tested clutch when it enters the initial stage of FILL1 oil filling. When the KP value starts to change speed as the pressure step increases, the difference between the input shaft speed at this moment and the input shaft speed recorded at the initial stage of oil filling is greater than the threshold ΔN k When , it is the KP value corresponding to the clutch being tested.

[0077] The second method is the deceleration judgment method. When the clutch to be tested is at T f When the input shaft speed decreases within the time period, the FT value corresponding to the clutch under test is obtained. The judgment process is as follows: when the clutch under test enters the FILL2 stage, the input shaft speed changes at a deceleration rate. When the deceleration is less than the deceleration at the previous moment and the deceleration is less than the threshold Δa, and after N consecutive cycles, this moment is the FT value corresponding to the clutch under test.

[0078] When the clutch to be tested is at T k When the input shaft speed decreases within the time period, the KP value corresponding to the clutch under test is obtained. The specific process is as follows: the input shaft speed of the clutch under test enters the FILL2 stage and the deceleration changes. When the deceleration is less than the deceleration at the previous moment and the deceleration is less than the threshold Δa, and after N consecutive cycles, the KP value at this moment is the KP value corresponding to the clutch under test.

[0079] In actual application, for automatic confirmation of FT value, it is usually more suitable to select the deceleration judgment method, which has higher stability and accuracy; for automatic confirmation of KP, it is more suitable to select the speed difference method, which is suitable for large-scale use.

[0080] See also Figure 4 The timing diagram is automatically determined for the clutch of the present invention.

[0081] After the engine is ignited, select the two clutches corresponding to a certain gear as the control object, keep one of the clutches engaged, and the other clutch as the clutch to be tested; according to the engine speed range, set N speed points for the M clutches in turn, and determine the corresponding FT value and KP value one by one. According to the accuracy and reliability goals, adjust the detection frequency and waiting Δt of determining the FT value or KP value l , and obtain the clutch automatic timing rule.

[0082] Example

[0083] The vehicle environment is equipped with a gas engine and a 6-speed AT automatic transmission. The automatic determination process of the clutch oil filling time and the slip point pressure is as follows:

[0084] 1. Park the vehicle on a level surface, pull up the handbrake, step on the footbrake, the automatic transmission oil temperature reaches normal temperature, and the engine is started to idle. Select the two clutches corresponding to a certain gear as the control object, keep one of the clutches engaged, and the other clutch as the clutch to be tested.

[0085] 2. According to the engine speed range, N speed points (i.e., N1, N2, N3, etc.) are set for the M clutches respectively when FT is determined;

[0086] 3. Set the neutral waiting time Δt l。

[0087] 4. Set FT value to determine parameters

[0088]

[0089] 5. Set KP value to determine parameters

[0090]

[0091] 6. When the parameter setting is completed, the simulated gear position first keeps one clutch engaged and starts the automatic determination command.

[0092] 7. When the automatic determination command is issued, the engine speed is controlled at the N1 speed point.

[0093] 8. The clutch to be tested is filled with oil in the FILL1 stage, and then filled with oil in the FILL2 stage. The FILL2 stage is filled with oil at T f The input shaft deceleration change is detected in real time within the time. When the set value Δa is reached and N cycles are traversed continuously, the clutch is released immediately and the time is recorded.

[0094] 9. Wait for Δt l After 8 seconds, repeat step 8. At this time, two clutch filling time learning values ​​are recorded and the average value is the final clutch filling time FT.

[0095] 10. After learning two FTs, wait for Δt l The clutch performs FILL1 and FILL2 second-stage oil filling, and then enters KP. KP is set from the initial value KP s Start to increase continuously, pressure step step, step time Δt s , real-time detection of input shaft speed difference changes during KP accumulation. When the speed difference change is greater than ΔN k When the clutch pressure is released, it is immediately released and the pressure at this moment can be considered as the KP value.

[0096] 11. Wait for Δt l After a certain time, repeat 10 times. At this time, two clutch KP values ​​are recorded and the average value is taken as the final KP value.

[0097] 12. Repeat the above steps 1-11 for the M clutches in sequence until N speed points of the M clutches are obtained, and determine the corresponding FT values ​​and KP values ​​in sequence.

[0098] See also Figure 5 This is the actual test effect diagram in the whole vehicle environment. Figure 6a It is a partial enlarged diagram of the timing test result of FT of the embodiment of the present invention; Figure 6b This is a partial enlarged diagram of the timing test result of KP of the embodiment of the present invention. The FT value and KP obtained by the final test of this method are more accurate and reliable than those of the traditional test method.

[0099] Based on the same technical concept, the present application also provides a computer device, such as Figure 7 As shown, the computer device includes a transceiver, a processor and a memory, wherein the memory stores computer-readable instructions. When the computer-readable instructions are executed by the processor, the processor executes the method for automatically determining the wet clutch oil filling time and the sliding point pressure in the above-mentioned embodiments.

[0100] Based on the same technical concept, the present application also provides a storage medium storing computer-readable instructions. When the computer-readable instructions are executed by one or more processors, one or more processors execute the method for automatically determining the wet clutch filling time and sliding point pressure described in the above-mentioned embodiments.

[0101] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium such as (ROM / RAM), and includes a number of instructions for a terminal (which can be a mobile phone, a computer, a server or a network device, etc.) to execute the methods described in each embodiment of the present application.

Claims

1. A method for automatically determining the oil filling time and the sliding point pressure of a wet clutch, characterized by: The method comprises the following steps: S1, determining the initial state requirement of the transmission for the engine TSC1 speed control; S2: The clutch is divided into six control stages from opening to engaging, which are: FILL1 stage: fast oil filling stage, quickly filling the clutch cavity; FILL2 stage: slow oil filling stage, ensuring that the clutch cavity is filled with oil; KP stage: clutch slip point pressure stage, which stabilizes the clutch pressure point and prepares for subsequent control; TP stage: torque transfer stage, ensuring the stability of clutch torque transfer; SPON stage: speed regulation stage, which synchronizes the speed of the clutch input and output ends; LU stage: In the clamping stage, the pressure rises rapidly, causing the clutch control pressure to reach the maximum value; S3: Determine the FT value and KP value corresponding to the clutch by detecting the change in input shaft speed.

2. The method for automatically determining the oil filling time and the sliding point pressure of a wet clutch according to claim 1, characterized in that: The FT step in step S3 is as follows: 1) Select two clutches corresponding to a certain gear as the control objects, keep one of the clutches engaged, and use the other clutch as the clutch to be tested; 2) According to the engine speed range, N speed points for FT determination are set for the M clutches in sequence; 3) Fix the height P1 of the clutch to be tested in FILL1 stage f and time T1 f , FILL2 stage height P2 f , set the initial time to the threshold T f , threshold T f It is the timeout period for detecting the speed change during the FILL2 process; 4) When the clutch to be tested is at T f When the input shaft speed decreases within the time, the FT value corresponding to the clutch under test is obtained; 5) Repeat steps 3) to 4) until N speed points of M clutches are traversed, and determine the corresponding FT values ​​in turn.

3. The method for automatically determining the oil filling time and the sliding point pressure of a wet clutch according to claim 1, characterized in that: The steps for determining the KP time in step S3 are as follows: a) Select two clutches corresponding to a certain gear as the control objects, keep one of the clutches engaged, and the other clutch as the clutch to be tested; b) according to the engine speed range, sequentially setting N speed points for the M clutches when KP is determined; c) Fix the height P1 of the clutch to be tested in FILL1 stage f , time T1 f and the height P2 of the clutch to be tested in the FILL2 stage f and time T2 f ; Set the initial value KP of the KP pressure of the clutch to be tested s , pressure step step, step holding time Δt s and timeout T k ; d) When the clutch to be tested is at T k When the input shaft speed decreases within the time, the KP value corresponding to the clutch under test is obtained; e) Repeat steps c) to e) until the corresponding KP values ​​for the N speed points of the M clutches are determined in sequence.

4. The method for automatically determining the oil filling time and the sliding point pressure of a wet clutch as claimed in claim 2, characterized in that: Step 4) When the clutch to be tested is at T f When the input shaft speed decreases within a certain period of time, the FT value corresponding to the clutch under test is obtained. The specific process is as follows: Record the input shaft speed and FILL1 oil filling time of the tested clutch when it enters FILL2 stage and starts to shift speed. When the difference between the input shaft speed and the input shaft speed at the beginning of oil filling is greater than the threshold value ΔN f When the clutch cavity is full of oil, record the time and subtract the FILL1 oil filling time from this time to get the FT value corresponding to FILL2; or The input shaft speed of the clutch under test enters the FILL2 stage and deceleration changes. When the deceleration is less than the deceleration at the previous moment and the deceleration is less than the threshold Δa, and after N consecutive cycles, this moment is the FT value corresponding to the clutch under test.

5. The method for automatically determining the oil filling time and the sliding point pressure of a wet clutch as claimed in claim 3, characterized in that: In step d), when the clutch to be tested is at T k When the input shaft speed decreases within a certain period of time, the KP value corresponding to the clutch under test is obtained. The specific process is as follows: Record the input shaft speed of the tested clutch when it enters the initial stage of FILL1 oil filling. When the KP value starts to change speed as the pressure step increases, the difference between the input shaft speed at this moment and the input shaft speed recorded at the initial stage of oil filling is greater than the threshold ΔN k When , it is the KP value corresponding to the clutch being tested; or As the KP value continues to increase, the input shaft speed changes at a deceleration rate. When the deceleration is less than the deceleration at the previous moment and the deceleration is less than the threshold Δa, and after N consecutive cycles, the KP value at this moment is the KP value corresponding to the clutch being tested.

6. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to execute the method for automatically determining the oil filling time and the sliding point pressure of the wet clutch as described in any one of claims 1 to 5.

7. A processor, characterized in that: The processor is used to run a program, wherein the program, when running, executes the method for automatically determining the oil filling time and the sliding point pressure of the wet clutch as described in any one of claims 1 to 5.

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