Vehicle clutch control method, device, vehicle and medium

Abstract

Embodiments of the present invention disclose a vehicle clutch control method, device, vehicle, and medium. The method includes determining a clutch open-loop target transmission torque based on vehicle operating data and vehicle status data, and determining the clutch open-loop control torque at the current control moment based on a first coefficient and the clutch open-loop control torque at the previous control moment; determining a transmission input shaft target speed based on the current gear position, vehicle operating data, and vehicle status data; determining the clutch closed-loop control torque at the current control moment based on the current speed and target speed of the transmission input shaft included in the vehicle operating data; determining a clutch control target torque at the current control moment based on the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment, and controlling the vehicle clutch based on the clutch control target torque. The technical solution of the present invention can accurately control the vehicle clutch and ensure the safety of the creep process.

Description

Technical Field

[0001] The present invention relates to the field of clutches, and in particular to a method and device for controlling a vehicle clutch, a vehicle, and a medium. Background Art

[0002] In the daily operation of heavy commercial vehicles, creeping conditions are very common. For example, when moving vehicles into a warehouse, driving on narrow roads, and docking platforms / trailers, the vehicle needs to move slowly and steadily at an extremely low speed. The introduction of the creep function enables the vehicle to move smoothly at the speed desired by the driver without frequently stepping on the accelerator and brake pedals. At the same time, the key issue of creep control is the automatic control of the vehicle clutch.

[0003] However, the current method of controlling the vehicle clutch in creep mode results in inaccurate clutch position, which in turn leads to abnormal vehicle speed and low vehicle safety and comfort. Summary of the Invention

[0004] The present invention provides a method, device, vehicle and medium for controlling a vehicle clutch. Through the technical solutions of the embodiments of the present invention, the control accuracy of the clutch during creeping can be improved, thereby improving the safety and comfort of the vehicle.

[0005] In a first aspect, an embodiment of the present invention provides a method for controlling a vehicle clutch, comprising:

[0006] Acquiring vehicle operation data and vehicle status data of the vehicle in creep control mode;

[0007] determining a clutch open-loop target transfer torque based on the vehicle operating data and the vehicle state data, determining a first coefficient based on a current gear position and the clutch open-loop target transfer torque included in the vehicle state data, and determining a clutch open-loop control torque at a current control moment based on the first coefficient and the clutch open-loop control torque at a previous control moment;

[0008] determining a target speed of a transmission input shaft according to the current gear position, the vehicle operating data, and the vehicle state data, and determining a clutch closed-loop control torque at a current control moment according to the current speed of the transmission input shaft included in the vehicle operating data and the target speed;

[0009] A clutch control target torque at the current control moment is determined according to the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment, and the clutch of the vehicle is controlled according to the clutch control target torque.

[0010] In a second aspect, an embodiment of the present invention provides a vehicle clutch control device, comprising:

[0011] an acquisition module, for acquiring vehicle operation data and vehicle status data of the vehicle in the creep control mode;

[0012] a clutch open-loop control torque determination module, configured to determine a clutch open-loop target transfer torque based on the vehicle operating data and the vehicle status data, determine a first coefficient based on a current gear position and the clutch open-loop target transfer torque included in the vehicle status data, and determine the clutch open-loop control torque at a current control moment based on the first coefficient and the clutch open-loop control torque at a previous control moment;

[0013] a clutch closed-loop control torque determination module, configured to determine a target speed of the transmission input shaft based on the current gear position, the vehicle operating data, and the vehicle state data, and to determine the clutch closed-loop control torque at a current control moment based on the current speed of the transmission input shaft included in the vehicle operating data and the target speed;

[0014] The control module is used to determine the clutch control target torque at the current control moment according to the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment, and control the clutch of the vehicle according to the clutch control target torque.

[0015] In a third aspect, an embodiment of the present invention provides a vehicle, comprising:

[0016] at least one processor; and at least one sensor,

[0017] a memory communicatively connected to the at least one processor; wherein,

[0018] The at least one sensor is used to obtain the vehicle operation data and vehicle status data described in any one of the embodiments of the present invention; the memory stores a computer program that can be executed by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the vehicle clutch control method described in any one of the embodiments of the present invention.

[0019] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement any one of the vehicle clutch control methods of the embodiments of the present invention when executed.

[0020] An embodiment of the present invention provides a method, device, vehicle and medium for controlling a vehicle clutch, the method comprising: obtaining vehicle operation data and vehicle status data of the vehicle in a creep control mode; determining a clutch open-loop target transmission torque based on the vehicle operation data and vehicle status data, determining a first coefficient based on a current gear position and the clutch open-loop target transmission torque included in the vehicle status data, and determining the clutch open-loop control torque at the current control moment based on the first coefficient and the clutch open-loop control torque at the previous control moment; determining a target speed of a transmission input shaft based on the current gear position, the vehicle operation data and vehicle status data, and determining a clutch closed-loop control torque at the current control moment based on the current speed of the transmission input shaft and the target speed included in the vehicle operation data; determining a clutch control target torque at the current control moment based on the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment, and controlling the clutch of the vehicle based on the clutch control target torque. Specifically, the clutch open-loop control torque and the clutch closed-loop control torque can be determined through vehicle operation data and vehicle status data. The clutch open-loop control torque and the clutch closed-loop control torque can be used to accurately adjust the clutch position, thereby improving the control accuracy of the clutch during creeping, thereby improving the safety and comfort of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0022] Figure 1 This is a flow chart of a vehicle clutch control method provided in Example 1 of the present invention;

[0023] Figure 2 This is a flow chart of a vehicle clutch control method provided in a second embodiment of the present invention;

[0024] Figure 3 A schematic structural diagram of a vehicle clutch control device provided in a third embodiment of the present invention;

[0025] Figure 4 A schematic structural diagram of a vehicle provided according to a fourth embodiment of the present invention. DETAILED DESCRIPTION

[0026] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0027] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0028] It should be noted that the collection, storage, use, processing, transmission, provision and disclosure of user personal information involved in the technical solution of this disclosure are in compliance with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0029] Example 1

[0030] Figure 1 This is a flow chart of a vehicle clutch control method provided in Example 1 of the present invention. The method can be applied to situations where the clutch position is precisely controlled during vehicle creep. The method can be executed by a vehicle clutch control device, which can be implemented by software and / or hardware and configured in a vehicle control system.

[0031] like Figure 1 As shown, including:

[0032] Step 110: Acquire vehicle operation data and vehicle status data of the vehicle in the creep control mode.

[0033] Among them, the creep control mode is a speed control mode, and the vehicle's clutch controls the vehicle's speed according to a specific clutch opening and closing position. The vehicle operation data is the movement data of the vehicle during the creep process, which characterizes the movement of the vehicle and may include the vehicle's speed, acceleration, rear axle speed ratio and transmission gear ratio, etc. Among them, the rear axle speed ratio is the ratio of the input shaft speed to the output shaft speed in the rear axle main reducer of the vehicle, and the transmission gear ratio is the speed ratio between the transmission input shaft and the output shaft. The vehicle status data is the operating status of each component of the vehicle during the creep process, and may include the vehicle's current gear, the clutch's current position transmission torque, the current speed of the clutch input shaft, the engine speed, the handbrake status, the brake pedal pressure and the clutch temperature, etc. Among them, the vehicle operation data and the vehicle status data can be directly obtained or calculated through the output of specific sensors at each component of the vehicle, and there is no limitation here.

[0034] Optionally, the method for determining whether the vehicle enters the creep control mode includes:

[0035] If the current gear of the vehicle is the target gear corresponding to the creep control mode, the brake pedal pressure is greater than a preset pressure threshold and the clutch temperature is within a preset temperature range, it is determined that the vehicle enters the creep control mode.

[0036] Specifically, the vehicle needs to have a specific gear requirement, namely the target gear, to enter the creep control mode. If the current gear of the vehicle is the target gear corresponding to the creep control mode, and the brake pedal pressure is greater than the preset pressure threshold and the clutch temperature is in the preset temperature range, then it is determined that the vehicle enters the creep control mode.

[0037] Step 120: Determine the clutch open-loop target transfer torque based on the vehicle operation data and the vehicle status data; determine a first coefficient based on the current gear position and the clutch open-loop target transfer torque included in the vehicle status data; and determine the clutch open-loop control torque at the current control moment based on the first coefficient and the clutch open-loop control torque at the previous control moment.

[0038] The clutch open-loop target torque is determined based on vehicle operating and status data and is used to directly control the clutch engagement. The first coefficient is used to update the clutch open-loop control torque. The clutch open-loop control torque at the current control moment is determined using the first coefficient and the clutch open-loop control torque at the previous control moment. This ensures the clutch open-loop control torque adapts to real-time vehicle conditions and improves clutch control accuracy.

[0039] Step 130: Determine the target speed of the transmission input shaft based on the current gear position, the vehicle operating data, and the vehicle status data; and determine the clutch closed-loop control torque at the current control moment based on the current speed of the transmission input shaft included in the vehicle operating data and the target speed.

[0040] Specifically, the creep control mode allows the vehicle to travel at multiple target speeds, each corresponding to a target speed of the transmission input shaft. Therefore, the target speed of the transmission input shaft needs to be determined based on the current gear position, vehicle operating data, and vehicle status data. Furthermore, the current speed of the transmission input shaft needs to be continuously adjusted to the target speed, and the clutch closed-loop control torque corresponding to the target speed needs to be determined.

[0041] Step 140 : Determine a clutch control target torque at the current control moment based on the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment, and control the vehicle clutch based on the clutch control target torque.

[0042] Among them, the clutch control target torque is determined based on the clutch open-loop control torque and the clutch closed-loop control torque. It is the torque finally output by the clutch. The clutch position can be determined by the clutch control target torque, thereby completing the control of the vehicle speed.

[0043] Furthermore, in the creep control mode, speed errors or other safety issues may occur. Therefore, it is necessary to adjust the clutch control target torque accordingly or even exit the creep control mode to ensure the safety of the vehicle.

[0044] Optionally, the vehicle status data also includes: the clutch current position transmission torque, the current speed of the clutch input shaft, the engine speed and the brake pedal pressure; the vehicle operation data includes the vehicle speed.

[0045] The clutch slip speed is determined according to the engine speed of the vehicle and the current speed of the clutch input shaft; and the target vehicle speed is determined according to the current gear position and the brake pedal pressure.

[0046] The clutch slip speed refers to the relative speed difference between the clutch's active and passive plates during clutch power transmission. When the clutch is engaged, the two plates should theoretically rotate at the same speed. However, due to the sliding friction between the clutch plate and the pressure plate, the driven plate's speed is slightly lower than the active plate's. This speed difference is the clutch slip speed. The target speed is the desired speed maintained by the vehicle in creep control mode. It is calculated based on the vehicle's current gear position and brake pedal pressure. The calculation method is not restricted here.

[0047] If the clutch slip speed is greater than a first threshold, the clutch current position transmission torque is greater than a second threshold, and the vehicle speed is less than the target speed for a first preset time period, it is determined that the vehicle enters the first protection stage, and the clutch current position transmission torque is determined as the clutch control target torque.

[0048] The clutch current position transmission torque refers to the torque value that can be transmitted under the current clutch engagement degree.

[0049] Specifically, if the clutch slip speed exceeds a first threshold, the clutch's current position torque exceeds a second threshold, and the vehicle's speed is below the target speed, this indicates that the vehicle may be unable to maintain the target speed due to environmental factors, potentially posing a safety risk. Therefore, vehicle protection is activated, and the vehicle enters the first protection phase. At this point, the clutch's current position torque can be used as the clutch control target torque to test whether the vehicle can creep normally.

[0050] If the first protection stage lasts for a second preset time period, it is determined that the vehicle enters a second protection stage, the creep control mode is exited, and the clutch control target torque is controlled to a preset value.

[0051] Furthermore, if the first protection stage lasts for a second preset time period, it means that it is no longer possible to maintain a normal creeping state by controlling the target torque of the clutch. Therefore, it is necessary to stop the creeping process to ensure vehicle safety. Controlling the clutch control target torque to a preset value can be setting the clutch control target torque to zero.

[0052] Specifically, by establishing the first protection stage and the second protection stage during the creep process, it is possible to prevent the clutch from generating a large amount of heat due to excessively high slip speed, thereby preventing the clutch plate from being burned.

[0053] An embodiment of the present invention provides a method for controlling a vehicle clutch. The method includes: obtaining vehicle operating data and vehicle status data of a vehicle in a creep control mode; determining a clutch open-loop target transfer torque based on the vehicle operating data and vehicle status data; determining a first coefficient based on a current gear position and the clutch open-loop target transfer torque included in the vehicle status data; determining the clutch open-loop control torque at the current control moment based on the first coefficient and the clutch open-loop control torque at the previous control moment; determining a target speed of a transmission input shaft based on the current gear position, the vehicle operating data, and vehicle status data; determining a clutch closed-loop control torque at the current control moment based on the current speed of the transmission input shaft and the target speed included in the vehicle operating data; determining a clutch control target torque at the current control moment based on the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment; and controlling the vehicle clutch based on the clutch control target torque. Specifically, the clutch open-loop control torque and the clutch closed-loop control torque can be determined through vehicle operation data and vehicle status data. The clutch open-loop control torque and the clutch closed-loop control torque can be used to accurately adjust the clutch position, thereby improving the control accuracy of the clutch during creeping, thereby improving the safety and comfort of the vehicle.

[0054] Example 2

[0055] Figure 2 This is a flow chart of a vehicle clutch control method provided in the second embodiment of the present invention. Based on the above embodiments, this embodiment further defines a method for determining the clutch open-loop control torque and the clutch closed-loop control torque.

[0056] like Figure 2 As shown, including:

[0057] Step 201: Acquire vehicle operation data and vehicle status data of the vehicle in the creep control mode.

[0058] In addition to the parameters of the above embodiments, the vehicle operation data also includes vehicle speed, acceleration, rear axle speed ratio and transmission gear ratio; the vehicle status data also includes vehicle load.

[0059] Step 202: Determine the driving slope resistance, vehicle acceleration resistance, and vehicle rolling resistance of the vehicle according to the vehicle load and acceleration of the vehicle.

[0060] Vehicle load represents the total weight of the vehicle, including its own weight and the load it carries. Driving grade resistance represents the resistance generated by the gradient when the vehicle is driving on a slope, which must be overcome by vehicle power to maintain uphill or control downhill speed. Vehicle acceleration resistance represents the force required to overcome inertia when the vehicle accelerates. It is related to the vehicle's mass and acceleration. The greater the mass or the higher the acceleration, the greater the acceleration resistance that needs to be overcome. Vehicle rolling resistance represents the resistance generated between the tires and the ground when the vehicle is driving on the road.

[0061] Specifically, the vehicle's driving slope resistance, vehicle acceleration resistance, and vehicle rolling resistance can be calculated using the following formula:

[0062] Driving slope resistance: F i = mgsinα; Vehicle acceleration resistance: F j =ma; vehicle rolling resistance: F f =fmg. Where m is the vehicle load, g is the acceleration due to gravity, α is the slope, f is the rolling resistance coefficient, and a is the acceleration.

[0063] Step 203: Determine the wind resistance of the vehicle according to the speed of the vehicle.

[0064] Specifically, wind resistance F w =0.5*C D Aρv 2 ,C D is the air resistance coefficient, A is the frontal area of ​​the vehicle, ρ is the air density, and v is the vehicle speed.

[0065] Step 204 : Determine the open-loop target transmission torque of the vehicle based on the tire radius, driving slope resistance, vehicle acceleration resistance, vehicle rolling resistance, wind resistance, rear axle speed ratio, and transmission gear ratio of the vehicle.

[0066] Specifically, the open-loop target transmission torque is: Among them, r w is the tire radius, i r is the rear axle speed ratio, i c is the transmission gear ratio.

[0067] Step 205 : Query a preset coefficient table according to the current gear position and the clutch open-loop target transmission torque to determine a first coefficient, wherein the first coefficient represents the rate of increase of the clutch open-loop control torque with control time.

[0068] Specifically, the preset coefficient table includes first coefficients corresponding to different current gears and clutch open-loop target transmission torques, and the first coefficients represent the increasing rate of the clutch open-loop control torque with the control time.

[0069] Step 206 : Determine the clutch open-loop control torque at the current control moment according to the first coefficient and the clutch open-loop control torque at the previous control moment.

[0070] Specifically, the clutch open-loop control torque T at the current control moment clutch,k =T clutch,k-1 +Rate clutch , where T clutch,k-1 is the clutch open-loop control torque at the previous control moment, k is the control moment, and Rate clutch is the first coefficient, which can be a torque increase rate.

[0071] Specifically, the embodiment of the present invention fully considers the impact of resistance on the vehicle during creeping, and then determines the target transfer torque through driving slope resistance, vehicle acceleration resistance, vehicle rolling resistance and wind resistance, which can improve the accuracy of determining the target transfer torque, thereby improving the accuracy of determining the clutch open-loop control torque, and avoiding errors caused by resistance during driving.

[0072] Step 207 : Determine a target rotational speed of the transmission input shaft according to the target vehicle speed, tire radius, current gear, rear axle speed ratio, and transmission gear ratio.

[0073] Specifically, the target speed: n = i g *i0*v*60 / 2πr, where i g is the transmission gear ratio, i0 is the rear axle speed ratio, v is the target vehicle speed, and r is the tire radius.

[0074] Step 208: Input the target speed and current speed of the transmission input shaft into a proportional-integral-differential module, determine the speed difference between the target speed and the current speed as feedback of the proportional-integral-differential module, and obtain the clutch closed-loop control torque at the current control moment output by the proportional-integral-differential module.

[0075] Specifically, the PID module collects the current speed of the transmission input shaft in real time and compares it with the target speed. The resulting speed difference is then fed into the PID feedback loop as a feedback signal. Based on the proportional, integral, and differential components, the PID module dynamically compensates for the speed difference and ultimately outputs the clutch closed-loop control torque at the current control moment. This clutch closed-loop control torque ensures a balance between smooth power transmission and responsiveness.

[0076] Step 209 : Determine the clutch control target torque at the current control moment according to the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment.

[0077] Specifically, the sum of the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment can be determined as the total torque at the current control moment. Furthermore, to meet the driver's expectations for the vehicle quality for the creep control function, the comfort impact coefficient K can be calculated based on the four influencing factors of vehicle impact, clutch slip work, engine torque, and engine crankshaft angular acceleration. c , and then according to K c The clutch control target torque at the current control moment is determined by the total torque at the current control moment, and the target torque at the current control moment is determined by K c It can ensure the ultimate comfort during the crawling process.

[0078] Optionally, the clutch control target torque T at the current control moment k C =T C,k-1 +K c (TT C,k-1 , where T C,k-1 is the clutch control target torque at time k-1, and T is the total torque at the current control moment determined by the sum of the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment.

[0079] Step 210 : Determine a clutch control candidate position according to a preset torque-position relationship and the clutch control target torque.

[0080] The preset torque-position relationship represents the corresponding relationship between the clutch control target torque and the clutch control candidate position. The preset torque-position relationship can be represented by a T2P (Torque-to-Position) curve.

[0081] Step 211: Determine the clutch control target position according to the clutch control candidate position, the clutch temperature influence coefficient, the clutch friction influence coefficient, and the clutch control target torque, wherein the clutch temperature influence coefficient and the clutch friction influence coefficient represent the influence of temperature and friction on the clutch, respectively.

[0082] The clutch temperature influence coefficient can be determined based on the clutch operating temperature and the influence of the friction point on clutch control, and the clutch friction influence coefficient can be determined based on the clutch friction point and the zero torque clutch displacement point at the current temperature.

[0083] Specifically, to ensure the accuracy of clutch position control, the clutch control candidate position may be adjusted using the clutch temperature influence coefficient and the clutch friction influence coefficient to obtain the clutch control target position.

[0084] Optionally, the clutch controls the target position P tar =T(T f *Kt )*K d ,T() is the function represented by T2P curve, T f *K t is the independent variable of T(), T f is the clutch control target torque, K t is the clutch temperature influence coefficient, K d is the clutch friction coefficient.

[0085] Step 212: Control the clutch according to the clutch control target position.

[0086] Specifically, the clutch engagement position can be determined by controlling the clutch target position, thereby controlling the vehicle speed and achieving the goal of uniform vehicle creeping.

[0087] Furthermore, the vehicle clutch will generate heat due to slip and friction during the creep process, which will cause changes in the clutch temperature and the clutch friction contact point. Therefore, the clutch temperature influence coefficient and the clutch friction influence coefficient can be used to correct the clutch control candidate position determined by the T2P curve to ensure the accuracy of the torque transmitted during the clutch engagement process.

[0088] An embodiment of the present invention provides a vehicle clutch control method. This method calculates the vehicle's driving resistance by acquiring the vehicle's state (vehicle operating data and vehicle status data) during creep control, thereby determining the clutch's open-loop control torque. Simultaneously, the clutch's closed-loop control torque is derived based on brake pedal pressure and the current gear position, in conjunction with a proportional-integral-differential (PID) module. This method combines open-loop and closed-loop control to precisely control the clutch torque, achieving stable vehicle creep, improving clutch control accuracy, and ensuring driver comfort during creep control.

[0089] Example 3

[0090] Figure 3 This is a schematic diagram of the structure of a vehicle clutch control device provided by the third embodiment of the present invention. Figure 3 As shown, the device includes:

[0091] The acquisition module 310 is used to acquire vehicle operation data and vehicle status data of the vehicle in the creep control mode.

[0092] The clutch open-loop control torque determination module 320 is used to determine the clutch open-loop target transmission torque based on the vehicle operation data and the vehicle status data, determine a first coefficient based on the current gear position included in the vehicle status data and the clutch open-loop target transmission torque, and determine the clutch open-loop control torque at the current control moment based on the first coefficient and the clutch open-loop control torque at the previous control moment.

[0093] The clutch closed-loop control torque determination module 330 is used to determine the target speed of the transmission input shaft based on the current gear position, the vehicle operating data and the vehicle status data, and to determine the clutch closed-loop control torque at the current control moment based on the current speed of the transmission input shaft included in the vehicle operating data and the target speed.

[0094] The control module 340 is configured to determine a clutch control target torque at a current control moment based on the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment, and control the clutch of the vehicle based on the clutch control target torque.

[0095] An embodiment of the present invention provides a vehicle clutch control device, which comprises: obtaining vehicle operation data and vehicle status data of a vehicle in a creep control mode; determining a clutch open-loop target transfer torque based on the vehicle operation data and vehicle status data; determining a first coefficient based on a current gear position and the clutch open-loop target transfer torque included in the vehicle status data; and determining the clutch open-loop control torque at the current control moment based on the first coefficient and the clutch open-loop control torque at the previous control moment; determining a target speed of a transmission input shaft based on the current gear position, the vehicle operation data, and vehicle status data; and determining a clutch closed-loop control torque at the current control moment based on the current speed of the transmission input shaft and the target speed included in the vehicle operation data; determining a clutch control target torque at the current control moment based on the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment, and controlling the vehicle clutch based on the clutch control target torque. Specifically, the clutch open-loop control torque and the clutch closed-loop control torque can be determined through vehicle operation data and vehicle status data. The clutch open-loop control torque and the clutch closed-loop control torque can be used to accurately adjust the clutch position, thereby improving the control accuracy of the clutch during creeping, thereby improving the safety and comfort of the vehicle.

[0096] Optionally, the vehicle clutch control device further includes a protection module, including:

[0097] The calculation unit is configured to determine a clutch slip speed based on the engine speed of the vehicle and the current speed of the clutch input shaft, and to determine a target vehicle speed based on the current gear position and brake pedal pressure.

[0098] The first protection unit is used to determine that the vehicle enters the first protection stage if the clutch slip speed is greater than a first threshold, the clutch current position transmission torque is greater than a second threshold, and the vehicle speed is less than the target speed for a first preset time period, and determine the clutch current position transmission torque as the clutch control target torque control.

[0099] The second protection unit is configured to determine that the vehicle enters a second protection stage, exit the creep control mode, and control the clutch control target torque to a preset value if the first protection stage lasts for a second preset time period.

[0100] Optionally, the vehicle operation data also includes acceleration, rear axle speed ratio, and transmission gear ratio. The vehicle state data also includes vehicle load. The clutch open-loop control torque determination module 320 includes an open-loop target transfer torque determination unit and a clutch open-loop control torque determination unit, wherein the open-loop target transfer torque determination unit includes:

[0101] The first resistance determination subunit is configured to determine the driving slope resistance, vehicle acceleration resistance, and vehicle rolling resistance of the vehicle according to the vehicle load and acceleration of the vehicle.

[0102] The second resistance determination subunit is configured to determine the wind resistance of the vehicle according to the speed of the vehicle.

[0103] The calculation subunit is used to determine the open-loop target transmission torque of the vehicle based on the tire radius, driving slope resistance, vehicle acceleration resistance, vehicle rolling resistance, wind resistance, rear axle speed ratio and transmission gear ratio of the vehicle.

[0104] The clutch open-loop control torque determination unit includes:

[0105] The first coefficient determination subunit is configured to query a preset coefficient table according to the current gear position and the clutch open-loop target transmission torque to determine a first coefficient, wherein the first coefficient represents an increasing rate of the clutch open-loop control torque with control time.

[0106] An updating subunit is configured to determine the clutch open-loop control torque at a current control moment according to the first coefficient and the clutch open-loop control torque at a previous control moment.

[0107] Optionally, the clutch closed-loop control torque determination module 330 includes:

[0108] The target speed determination unit is used to determine the target speed of the transmission input shaft based on the target vehicle speed, tire radius, current gear, rear axle speed ratio and transmission gear ratio.

[0109] The proportional-integral-differential unit is used to input the target speed and current speed of the transmission input shaft into the proportional-integral-differential module, determine the speed difference between the target speed and the current speed as feedback of the proportional-integral-differential module, and obtain the clutch closed-loop control torque at the current control moment output by the proportional-integral-differential module.

[0110] Optionally, the control module 340 includes:

[0111] The clutch control target torque determination unit is used to determine the clutch control target torque of the clutch at the current control moment according to the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment.

[0112] The candidate position determining unit is configured to determine a clutch control candidate position according to a preset torque-position relationship and the clutch control target torque.

[0113] The clutch control target position determination unit is used to determine the clutch control target position based on the clutch control candidate position, the clutch temperature influence coefficient, the clutch friction influence coefficient and the clutch control target torque, wherein the clutch temperature influence coefficient and the clutch friction influence coefficient respectively represent the influence of temperature and friction on the clutch.

[0114] A control unit is used to control the clutch according to the clutch control target position.

[0115] Optionally, the vehicle status data also includes: handbrake status, brake pedal pressure and clutch temperature. The vehicle clutch control device also includes: a mode determination unit, which is used to determine that the vehicle enters the creep control mode if the current gear of the vehicle is the target gear corresponding to the creep control mode, the brake pedal pressure is greater than the preset pressure threshold and the clutch temperature is in a preset temperature range.

[0116] The vehicle clutch control device provided in the embodiment of the present invention can execute the vehicle clutch control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0117] Example 4

[0118] Figure 4 A schematic diagram of the structure of a vehicle that can be used to implement an embodiment of the present invention is shown. The vehicle includes an on-board control device 10 and at least one sensor 20. The on-board control device 10 includes: at least one processor 11; and a memory communicatively connected to the at least one processor 11. The at least one sensor 20 is used to obtain vehicle operation data and vehicle status data as described in any of the embodiments of the present invention. The memory stores a computer program executable by the at least one processor. The computer program is executed by the at least one processor to enable the at least one processor to perform the vehicle clutch control method as described in any of the embodiments of the present invention.

[0119] like Figure 4As shown, the in-vehicle control device 10 can represent an in-vehicle computer or other similar computing device. The in-vehicle control device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 and a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores a computer program executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the read-only memory (ROM) 12 or loaded from the storage unit 18 into the random access memory (RAM) 13. The RAM 13 can also store various programs and data required for the operation of the in-vehicle control device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0120] Multiple components in the in-vehicle control device 10 are connected to the I / O interface 15, including an input unit 16, such as a keyboard and mouse; an output unit 17, such as various types of displays and speakers; a storage unit 18, such as a magnetic disk and optical disk; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the in-vehicle control device 10 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0121] The processor 11 can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any other suitable processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as the vehicle clutch control method.

[0122] In some embodiments, the vehicle clutch control method can be implemented as a computer program that is tangibly contained in a computer-readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on the vehicle control device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the vehicle clutch control method described above can be performed. Alternatively, in other embodiments, the processor 11 can be configured to execute the vehicle clutch control method in any other appropriate manner (e.g., by means of firmware).

[0123] Various embodiments of the systems and techniques described above can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system-on-chip systems (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include being implemented in one or more computer programs that are executable and / or interpreted on a programmable system that includes at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0124] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer program is executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer program may be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0125] In the context of the present invention, computer-readable storage media can be tangible media that can contain or store a computer program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Computer-readable storage media can include but are not limited to electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, computer-readable storage media can be machine-readable signal media. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0126] To provide interaction with a user, the systems and techniques described herein can be implemented on an in-vehicle control device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the in-vehicle control device. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0127] The systems and techniques described herein can be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0128] A computing system may include clients and servers. The clients and servers are typically remote from each other and typically interact via a communication network. This client-server relationship arises through computer programs running on the respective computers, creating a client-server relationship. The server may be a cloud server, also known as a cloud computing server or cloud host. This server is a hosting product within the cloud computing service ecosystem that addresses the management difficulties and limited scalability of traditional physical hosting and VPS services.

[0129] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0130] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A method for controlling a vehicle clutch, characterized in that: include: Acquiring vehicle operation data and vehicle status data of the vehicle in creep control mode; determining a clutch open-loop target transfer torque based on the vehicle operating data and the vehicle status data, querying a preset coefficient table based on the current gear position and the clutch open-loop target transfer torque included in the vehicle status data to determine a first coefficient, and determining the clutch open-loop control torque at the current control moment based on the first coefficient and the clutch open-loop control torque at the previous control moment, wherein the first coefficient represents a rate of increase of the clutch open-loop control torque with respect to the control moment; determining a target speed of a transmission input shaft according to the vehicle operation data and the vehicle state data, and determining a clutch closed-loop control torque at a current control moment according to a current speed of the transmission input shaft included in the vehicle operation data and the target speed; A clutch control target torque at the current control moment is determined according to the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment, and the clutch of the vehicle is controlled according to the clutch control target torque.

2. The method according to claim 1, characterized in that The vehicle status data also includes: the clutch current position transmission torque, the current speed of the clutch input shaft, the engine speed and the brake pedal pressure; the vehicle operation data includes the vehicle speed; Before controlling the clutch of the vehicle according to the clutch control target torque, the method further includes: determining a clutch slip speed based on an engine speed of the vehicle and a current speed of a clutch input shaft; determining a target vehicle speed based on the current gear position and brake pedal pressure; If the clutch slip speed is greater than a first threshold, the clutch current position transmission torque is greater than a second threshold, and the vehicle speed is less than a target speed for a first preset time period, it is determined that the vehicle enters a first protection stage, and the clutch current position transmission torque is determined as a clutch control target torque control; If the first protection stage lasts for a second preset time period, it is determined that the vehicle enters a second protection stage, the creep control mode is exited, and the clutch control target torque is controlled to a preset value.

3. The method according to claim 2, characterized in that If the vehicle is not in the first protection stage or the second protection stage; The vehicle operation data also includes acceleration, rear axle speed ratio and transmission gear ratio; The vehicle status data also includes: vehicle load; Determining the clutch open-loop target transmission torque according to the vehicle operation data and the vehicle state data includes: determining a driving slope resistance, a vehicle acceleration resistance, and a vehicle rolling resistance of the vehicle according to a vehicle load and an acceleration of the vehicle; determining the wind resistance of the vehicle according to the speed of the vehicle; The open-loop target transmission torque of the vehicle is determined based on the tire radius, driving slope resistance, vehicle acceleration resistance, vehicle rolling resistance, wind resistance, rear axle speed ratio and transmission gear ratio of the vehicle.

4. The method according to claim 3, characterized in that The step of determining a target speed of the transmission input shaft according to the vehicle operation data and the vehicle state data, and determining a clutch closed-loop control torque at a current control moment according to a current speed of the transmission input shaft included in the vehicle operation data and the target speed, comprises: determining a target speed of the transmission input shaft according to the target vehicle speed, tire radius, current gear position, rear axle speed ratio, and transmission gear ratio; The target speed and current speed of the transmission input shaft are input into a proportional-integral-differential module, the speed difference between the target speed and the current speed is determined as feedback of the proportional-integral-differential module, and the clutch closed-loop control torque at the current control moment output by the proportional-integral-differential module is obtained.

5. The method according to claim 3, characterized in that Determining a clutch control target torque at a current control moment based on the clutch open-loop control torque and the clutch closed-loop control torque at a current control moment, and controlling the clutch of the vehicle based on the clutch control target torque includes: Determining a clutch control target torque at the current control moment of the clutch based on the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment; determining a clutch control candidate position according to a preset torque-position relationship and the clutch control target torque; determining a clutch control target position according to the clutch control candidate position, a clutch temperature influence coefficient, a clutch friction influence coefficient, and the clutch control target torque, wherein the clutch temperature influence coefficient and the clutch friction influence coefficient represent how the clutch is affected by temperature and friction, respectively; The clutch is controlled according to the clutch control target position.

6. The method according to claim 1, wherein The vehicle status data also includes: parking brake status, brake pedal pressure and clutch temperature; The method for determining that the vehicle enters the creep control mode includes: If the current gear of the vehicle is the target gear corresponding to the creep control mode, the brake pedal pressure is greater than a preset pressure threshold and the clutch temperature is within a preset temperature range, it is determined that the vehicle enters the creep control mode.

7. A vehicle clutch control device, characterized in that: include: an acquisition module, for acquiring vehicle operation data and vehicle status data of the vehicle in the creep control mode; a clutch open-loop control torque determination module, configured to determine a clutch open-loop target transfer torque based on the vehicle operating data and the vehicle status data, query a preset coefficient table based on the current gear position and the clutch open-loop target transfer torque included in the vehicle status data to determine a first coefficient, and determine the clutch open-loop control torque at a current control moment based on the first coefficient and the clutch open-loop control torque at a previous control moment, wherein the first coefficient represents a rate of increase of the clutch open-loop control torque with respect to the control moment; a clutch closed-loop control torque determination module, configured to determine a target speed of the transmission input shaft based on the vehicle operating data and the vehicle state data, and determine the clutch closed-loop control torque at a current control moment based on a current speed of the transmission input shaft included in the vehicle operating data and the target speed; The control module is used to determine the clutch control target torque at the current control moment according to the clutch open-loop control torque and the clutch closed-loop control torque at the current control moment, and control the clutch of the vehicle according to the clutch control target torque.

8. A vehicle, characterized in that: The vehicle comprises: at least one processor; and at least one sensor, a memory communicatively connected to the at least one processor; wherein, The at least one sensor is used to obtain the vehicle operation data and vehicle status data described in any one of claims 1-6; the memory stores a computer program that can be executed by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the vehicle clutch control method described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the vehicle clutch control method according to any one of claims 1 to 6 when executed.

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