Clutch control method, device, vehicle, and computer-readable storage medium

Abstract

The disclosed embodiments relate to a clutch control method, apparatus, vehicle, and computer-readable storage medium, wherein the method includes: during a vehicle shift to a target gear, identifying whether the clutch corresponding to the shift is currently in a preset clutch control phase; while in the preset clutch control phase, identifying whether the clutch satisfies a preset dynamic closed-loop control condition based on a preset identification cycle; when the preset dynamic closed-loop control condition is satisfied in the current identification cycle, determining the current input shaft speed and the current shift remaining time in the current identification cycle; determining the current torque control value of the clutch based on the current input shaft speed and the current shift remaining time; obtaining a historical torque control value of the clutch determined in a previous preset identification cycle, and controlling the clutch torque based on the sum of the historical torque control value and the current torque control value. This technical solution improves shift quality and avoids the problem of input shaft speed overshoot.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular to a clutch control method, device, vehicle, and computer-readable storage medium. Background Art

[0002] During the gear shifting process of an automatic transmission, clutch lockup control generally requires input shaft speed change, wherein the speed change effect of the input shaft speed change stage directly affects the gear shifting quality.

[0003] In the related art, during the input shaft speed change stage, a closed-loop control (Proportional-Integral, PI) strategy is executed based on the deviation between the current actual speed of the input shaft and the target speed. During PI control, after the deviation between the current actual speed of the input shaft and the target speed is 0, the PI feedback control will also be 0. However, due to the inertia or delay of the control system, when the actual speed of the input shaft reaches the target speed, the control pressure of the clutch may still rise, causing the actual speed of the input shaft to exceed the target speed, resulting in an overshoot. Once overshoot occurs, the direction of the error between the actual speed and the target speed is reversed, and the PI control needs time to correct this new error. Due to the existence of the integral term, i.e., the I term, in the PI control, the control system may have a lag effect, making the callback process not timely enough, thereby affecting the shifting quality. Summary of the Invention

[0004] In order to solve the above technical problems or at least partially solve the above technical problems, the present disclosure provides a clutch control method, a device, a vehicle, and a computer-readable storage medium.

[0005] An embodiment of the present disclosure provides a clutch control method, wherein the vehicle in which the clutch is located includes an automatic transmission, and the method includes: during the process of shifting the vehicle to a target gear, identifying whether the clutch corresponding to the shift is currently in a preset clutch control stage, wherein the preset clutch control stage is between the torque exchange oil pressure control stage and the input shaft speed change oil pressure control stage; when in the preset clutch control stage, identifying whether the clutch meets a preset dynamic closed-loop control condition according to a preset identification cycle; when the preset dynamic closed-loop control condition is met in the current identification cycle, determining the current input shaft speed and the current shift remaining time in the current identification cycle; determining the current torque control amount of the clutch according to the current input shaft speed and the current shift remaining time; obtaining the historical torque control amount of the clutch determined in the previous preset identification cycle, and controlling the torque of the clutch according to the sum of the historical torque control amount and the current torque control amount.

[0006] An embodiment of the present disclosure also provides a clutch control device, wherein the vehicle in which the clutch is located includes an automatic transmission, and the device includes: a first identification module, used to identify whether the clutch corresponding to the shift is currently in a preset clutch control stage during the vehicle shifting to a target gear, wherein the preset clutch control stage is between the torque exchange oil pressure control stage and the input shaft speed change oil pressure control stage; a second identification module, used to identify whether the clutch meets a preset dynamic closed-loop control condition according to a preset identification cycle when in the preset clutch control stage; a first determination module, used to determine the current input shaft speed and the current shift remaining time in the current identification cycle when the current identification cycle meets the preset dynamic closed-loop control condition; a second determination module, used to determine the current torque control amount of the clutch based on the current input shaft speed and the current shift remaining time; a control module, used to obtain the historical torque control amount of the clutch determined in the previous preset identification cycle, and control the torque of the clutch according to the sum of the historical torque control amount and the current torque control amount.

[0007] An embodiment of the present disclosure also provides a vehicle, comprising: a processor; a memory for storing executable instructions of the processor; the processor for reading the executable instructions from the memory and executing the instructions to implement the clutch control method provided in the embodiment of the present disclosure.

[0008] An embodiment of the present disclosure further provides a computer-readable storage medium, wherein the storage medium stores a computer program, and the computer program is used to execute the clutch control method provided by the embodiment of the present disclosure.

[0009] The technical solution provided by the embodiments of the present disclosure has the following advantages over the prior art:

[0010] The clutch control scheme provided by the disclosed embodiments identifies whether the clutch corresponding to the gear shift is currently in a preset clutch control phase during a vehicle shift to a target gear. The preset clutch control phase is between the torque exchange oil pressure control phase and the input shaft speed change oil pressure control phase. While in the preset clutch control phase, the scheme determines whether the clutch satisfies a preset dynamic closed-loop control condition based on a preset identification cycle. If the preset dynamic closed-loop control condition is satisfied during the current identification cycle, the scheme determines the current input shaft speed and the current shift remaining time during the current identification cycle. Furthermore, the scheme determines the current torque control value of the clutch based on the current input shaft speed and the current shift remaining time. The scheme obtains a historical torque control value of the clutch determined during the previous preset identification cycle, and controls the clutch torque based on the sum of the historical torque control value and the current torque control value. This technical solution ensures that the current torque control value is updated and determined promptly after dynamic closed-loop adjustment. The current torque control value is calculated based on the current input shaft speed, ensuring real-time tracking of the current torque control value, ensuring shift quality, and avoiding input shaft speed overshoot. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The above and other features, advantages, and aspects of the various embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and that the originals and elements are not necessarily drawn to scale.

[0012] Figure 1 A schematic flow chart of a clutch control method provided in an embodiment of the present disclosure;

[0013] Figure 2 A schematic flow chart of another clutch control method provided in an embodiment of the present disclosure;

[0014] Figure 3 A schematic structural diagram of a clutch control device provided in an embodiment of the present disclosure;

[0015] Figure 4 A schematic structural diagram of a vehicle provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0016] The following describes embodiments of the present disclosure in more detail with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for illustrative purposes only and are not intended to limit the scope of protection of the present disclosure.

[0017] It should be understood that the various steps described in the method embodiments of the present disclosure may be performed in different orders and / or in parallel. In addition, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present disclosure is not limited in this respect.

[0018] As used herein, the term "including" and its variations are open-ended, i.e., "including but not limited to." The term "based on" means "based, at least in part, on." The term "one embodiment" means "at least one embodiment," the term "another embodiment" means "at least one additional embodiment," and the term "some embodiments" means "at least some embodiments." Other terms are defined in the following description.

[0019] It should be noted that the concepts of "first" and "second" mentioned in this disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0020] It should be noted that the modifications of "one" and "multiple" mentioned in the present disclosure are illustrative rather than restrictive, and those skilled in the art should understand that unless otherwise clearly indicated in the context, they should be understood as "one or more".

[0021] The names of the messages or information exchanged between multiple devices in the embodiments of the present disclosure are only used for illustrative purposes and are not used to limit the scope of these messages or information.

[0022] In order to solve the above problems, an embodiment of the present disclosure provides a clutch control method, which is introduced below in conjunction with specific embodiments.

[0023] Figure 1 This is a flow chart illustrating a clutch control method according to an embodiment of the present disclosure. This method can be performed by a clutch control device, which can be implemented using software and / or hardware and is typically integrated into a vehicle, wherein the vehicle in which the clutch is located includes an automatic transmission. In this clutch control method, a determination is made as to whether a PI control reset strategy is triggered. When the PI control reset strategy is triggered, the target speed of the input shaft is promptly updated to ensure better followability of the input shaft speed and thus guarantee shift quality.

[0024] like Figure 1 As shown, the method includes:

[0025] Step 101 , during a vehicle shift to a target gear, identifying whether the clutch corresponding to the shift is currently in a preset clutch control stage, wherein the preset clutch control stage is between a torque exchange oil pressure control stage and an input shaft speed change oil pressure control stage.

[0026] The target gear is the gear that the current vehicle shift operation wants to reach. The target gear can be an upshift process or a downshift process relative to the current gear.

[0027] In vehicles with automatic transmissions, the clutch typically transitions from open to closed through the following stages: oil filling, KP point pressure control, torque exchange oil pressure control, clutch input shaft speed change oil pressure control, and clutch lockup pressure control. The predefined clutch control stage in the disclosed embodiments falls between the torque exchange oil pressure control and input shaft speed change oil pressure control stages. In the disclosed embodiments, PI dynamic control is determined for this stage. This stage, located after the torque exchange oil pressure control stage and before the input shaft speed change oil pressure control, ensures the timeliness and effectiveness of PI control.

[0028] Step 102 : When in the preset clutch control phase, identify whether the clutch satisfies a preset dynamic closed-loop control condition according to a preset identification cycle.

[0029] In an embodiment of the present disclosure, during a preset clutch control phase, the clutch is identified based on a preset identification cycle to determine whether it meets preset dynamic closed-loop control conditions. The preset dynamic closed-loop control can be understood as a PI control reset. During the PI control reset, the target input shaft speed, etc., for the current identification cycle are updated. When the preset dynamic closed-loop control conditions are met, dynamic closed-loop control is deemed necessary, and subsequent dynamic closed-loop control operations are executed. In one embodiment of the present disclosure, when the preset dynamic closed-loop control conditions are not met, the clutch is controlled based on a default control method, which includes, for example, PI control.

[0030] It should be emphasized that in the embodiments of the present disclosure, whether the preset dynamic closed-loop control conditions are met is determined based on a preset recognition period. That is, control is performed at the time granularity of the preset recognition period, achieving dynamic control, further improving clutch control, and ensuring shift quality. The duration of the preset recognition period can be set according to the scenario, for example, 10ms.

[0031] Step 103 : When the current identification cycle satisfies the preset dynamic closed-loop control condition, the current input shaft speed and the current shift remaining time in the current identification cycle are determined.

[0032] In an embodiment of the present disclosure, when the current identification cycle meets the preset dynamic closed-loop control conditions, the current input shaft speed and the current gear shift remaining time in the current identification cycle are determined, wherein the current input shaft speed is the actual speed of the input shaft collected in real time during the current identification cycle, and the current gear shift remaining time refers to the process of shifting to the target gear, and the preset clutch control stage needs to be completed within the current gear shift remaining time.

[0033] In different application scenarios, the method for determining the remaining time of the current gear shift is different, as shown in the following examples:

[0034] In some possible embodiments, the total duration required for the preset clutch control phase for each gear shift is pre-calibrated, and then the duration of entering the preset clutch control phase is determined, the time difference between the total duration and the duration of entering the preset clutch control phase is calculated, and the time difference is determined to be the remaining time of the current gear shift.

[0035] In some possible embodiments, the current gear shift remaining time tm_TgtTmFrzn=(1-(current gear shift progress / 100))×the calibrated target time of the preset clutch control phase, wherein the calibrated target time of the preset clutch control phase can be obtained by querying a preset table, wherein the preset table can be shown in Table 1 below. That is, after obtaining the current input shaft speed of the current identification cycle, the calibrated target time of the preset clutch control phase can be obtained by querying Table 1. When querying Table 1, if there is no speed that is the same as the current input shaft speed in Table 1, then the time corresponding to the speed closest to the current input shaft speed in Table 1 is determined as the target time. Therefore, in the embodiments of the present disclosure, real-time tracking of the target time is also achieved, further ensuring the gear shifting effect:

[0036] Table 1

[0037]

[0038] Among them, the current gear shifting process in this embodiment is in the form of a percentage. In the embodiment of the present disclosure, the gear shifting process corresponding to the preset clutch control stage can be taken as 100%, and the current gear shifting process is the gear shifting progress executed in the preset clutch control stage. Multiple gear shifting progress nodes of the current gear shifting process can be pre-calibrated, wherein the node attributes of each gear shifting progress node include the gear shifting progress and the working parameters of the clutch (including the control pressure value of the clutch, the temperature of the clutch, etc.), and the real-time working parameters of the current clutch are matched with the working parameters of each gear shifting progress node, and the progress corresponding to the successfully matched gear shifting progress node is determined to be the current gear shifting process; in the embodiment of the present disclosure, other methods can also be used to determine the remaining time of the current gear shift, which are not listed here one by one.

[0039] Step 104 : Determine the current torque control amount of the clutch according to the current input shaft speed and the current remaining shift time.

[0040] In an embodiment of the present disclosure, the current torque control amount of the clutch is determined based on the current input shaft speed and the current remaining time of the gear shift, wherein, after calculating the current input shaft speed, the target input shaft speed corresponding to the target gear can be updated based on the current input shaft speed, the speed ratio of the target gear and the current driving parameters of the vehicle. The update here can be understood as a PI reset of the target input shaft speed, wherein the current driving parameters are related to the software algorithm adopted by the vehicle, including but not limited to the speed ratio of the current gear, the throttle opening, etc. In the prior art, the target input shaft speed can be recalculated based on the current input shaft speed, the speed ratio of the target gear and the current driving parameters of the vehicle, which will not be repeated here.

[0041] In one embodiment of the present disclosure, after the target input shaft speed corresponding to the target gear is calculated, the target input shaft speed corresponding to the target gear can be saved and frozen so that the control system in the vehicle can control the clutch based on the target input shaft speed corresponding to the target gear.

[0042] In an embodiment of the present disclosure, the input shaft speed increase is determined based on the updated target input shaft speed, the current remaining shift time, and the current input shaft speed. The input shaft speed increase may be the input shaft speed increase per unit time, etc. Since the increase in input shaft speed is associated with the increase in clutch torque, the current torque control amount corresponding to the input shaft speed increase can be directly determined in an embodiment of the present disclosure. For example, in some possible embodiments, a preset corresponding relationship can be queried based on the input shaft speed increase to determine the current torque control amount. For another example, in some possible embodiments, the input shaft speed increase is input into a preset deep learning model to obtain the current torque control amount output by the deep learning model, wherein the deep learning model pre-learns to obtain the torque control amount corresponding to the output of the input input shaft speed increase.

[0043] Step 105 : Acquire a historical torque control value of the clutch determined in a previous preset identification cycle, and control the torque of the clutch according to the sum of the historical torque control value and the current torque control value.

[0044] It should be understood that the current torque control value calculated during the current identification cycle is merely an adjustment of the current torque control value calculated during the current PI control phase and is a relative value. Therefore, to ensure consistency between torque and pressure, the clutch's historical torque control value determined during the previous preset identification cycle is obtained, and the clutch torque is controlled based on the sum of the historical torque control value and the current torque control value. This ensures that the current torque control value is superimposed on the torque adjusted during the previous preset identification cycle.

[0045] In summary, the clutch control method of the disclosed embodiment, during a vehicle shift to a target gear, identifies whether the clutch corresponding to the shift is currently in a preset clutch control phase, wherein the preset clutch control phase is between the torque exchange oil pressure control phase and the input shaft speed change oil pressure control phase. While in the preset clutch control phase, the method determines whether the clutch satisfies a preset dynamic closed-loop control condition based on a preset identification cycle. If the preset dynamic closed-loop control condition is satisfied in the current identification cycle, the method determines the current input shaft speed and the current shift remaining time in the current identification cycle. Furthermore, the method determines the current torque control value of the clutch based on the current input shaft speed and the current shift remaining time. The method obtains a historical torque control value of the clutch determined in the previous preset identification cycle, and controls the clutch torque based on the sum of the historical torque control value and the current torque control value. This technical solution ensures that the current torque control value is updated and determined promptly after dynamic closed-loop adjustment. The current torque control value is calculated based on the current input shaft speed, ensuring real-time tracking of the current torque control value, ensuring shift quality, and avoiding overshoot of the input shaft speed.

[0046] It should be noted that the above preset dynamic closed-loop control conditions are different in different application scenarios. The following is an exemplary description in conjunction with specific embodiments, as follows:

[0047] In one embodiment of the present disclosure, Figure 2 As shown, the clutch is identified according to the preset identification cycle to determine whether it meets the preset dynamic closed-loop control conditions, including:

[0048] Step 201: Identify whether the clutch supports dynamic closed-loop control.

[0049] In this embodiment, it is identified whether the clutch supports dynamic closed-loop control.

[0050] For example, in some possible embodiments, preset shifting modes that can support dynamic closed-loop control are predefined in the vehicle, wherein the preset shifting modes may include at least one of the following: upshifting with power (i.e., the current gear position to the target gear position is an upshift, and the user performs operations such as stepping on the accelerator to provide shifting power), upshifting without power (i.e., the current gear position to the target gear position is an upshift, and the user does not perform operations such as stepping on the accelerator, and no shifting power is provided), downshifting with power (i.e., the current gear position to the target gear position is a downshift, and the user performs operations such as stepping on the accelerator to provide shifting power), downshifting without power (i.e., the current gear position to the target gear position is a downshift, and the user performs operations such as stepping on the accelerator to provide shifting power).

[0051] In an embodiment of the present disclosure, it is determined whether the current gear is a preset shift mode. In some possible embodiments, a corresponding flag bit may be set in advance for each shift mode. For example, the flag bit for upshifting with power is flg_C1PIDDynResetUPPNEn, the flag bit for upshifting without power is flg_C1PIDDynResetUPPFEn, the flag bit for downshifting with power is flg_C1PIDDynResetDNPNEn, and the flag bit for downshifting without power is flg_C1PIDDynResetDNPFEn. When the corresponding flag bit is 1, it indicates that the corresponding shift mode is a preset shift mode that supports dynamic closed-loop control.

[0052] In this embodiment, when the current shift mode is a preset shift mode, a determination is made as to whether the current identification cycle is the first preset identification cycle of the preset clutch control phase, i.e., whether it is the first cycle entering the preset clutch control phase. If it is the first identification cycle, dynamic closed-loop control is disabled to prevent erroneous triggering of dynamic closed-loop control and to avoid affecting the normal calculation of PI control. Specifically, in this embodiment, upon entering the preset clutch control phase, normal PI control is executed by default. Only after dynamic closed-loop control is enabled is the target input shaft speed reset, etc., performed in this embodiment. Upon entering the first cycle, normal PI control (i.e., closed-loop control is performed based on the difference between the target input shaft speed and the current input shaft speed) is first performed. Dynamic PI control is not performed in this first cycle to provide a buffer period for dynamic closed-loop control and ensure the accuracy of subsequent dynamic closed-loop control. Specifically, in this embodiment, upon entering the first identification cycle, the current input shaft speed, target input shaft speed, etc. are frozen to disable dynamic closed-loop control. If the current cycle is not the first preset identification cycle, it is determined that the clutch supports dynamic closed-loop control.

[0053] Step 202 : When dynamic closed-loop control is supported, a target input shaft speed corresponding to the target gear position in the current identification cycle is obtained.

[0054] When supporting dynamic closed-loop control, in an embodiment of the present disclosure, the target input shaft speed corresponding to the target gear in the current identification cycle is obtained. When the current identification cycle is the second preset identification cycle of the preset clutch control stage, the target input shaft speed is the target input shaft speed frozen in the first identification cycle. When the current identification cycle is the third and subsequent preset identification cycles, the target input shaft speed may be the target input shaft speed calculated in the previous preset identification cycle, and so on.

[0055] Step 203 : When the current input shaft speed is greater than the target input shaft speed, it is identified whether the clutch meets a preset forward closed-loop regulation condition.

[0056] In an embodiment of the present disclosure, when the current input shaft speed is greater than the target input shaft speed, it is identified whether the clutch meets a preset forward closed-loop regulation condition.

[0057] In an embodiment of the present disclosure, a current speed difference between the current input shaft speed and the target input shaft speed for the current identification cycle may be calculated. For example, the current speed difference may be represented as n_ShiftPIDSpdErr. A historical speed difference for the previous preset identification cycle may be determined. This historical speed difference may be represented as n_ShiftPIDSpdErrZ1. The historical speed difference for the previous preset identification cycle is the difference between the input shaft speed at the time the previous preset identification cycle entered and the target input shaft speed. In this embodiment, a maximum value between the current speed difference and the historical speed differences is determined. In this embodiment, the maximum value may be represented as n_ShiftPIDSpdErrMax. In this embodiment, a first difference between the maximum value and the current speed difference is calculated. This first difference is represented as n_ShiftPIDSpdDynMaxErr.

[0058] In this embodiment, a determination is made as to whether the first difference n_ShiftPIDSpdDynMaxErr is greater than a first preset threshold. The first preset threshold can be calibrated based on the scenario, for example, 10 rpm. If the first difference n_ShiftPIDSpdDynMaxErr is greater than the first preset threshold, it indicates that the actual input shaft speed of the clutch is narrowing the gap with the corresponding target input shaft speed after PI regulation based on the first difference, indicating that the PI regulation effect is good. As the PI regulation progresses, the actual input shaft speed gradually decreases toward the corresponding target input shaft speed, thus arguing that dynamic closed-loop regulation can continue. Conversely, if the first difference n_ShiftPIDSpdDynMaxErr is less than or equal to the first preset threshold, it is determined that the PI regulation effect is poor, dynamic closed-loop regulation is no longer necessary, and dynamic closed-loop regulation is of little significance.

[0059] In an embodiment of the present disclosure, when the current speed difference is greater than a first preset threshold, a determination is made as to whether the current speed difference is less than a second preset threshold. The second preset threshold can be set according to the needs of the scenario, for example, the second preset threshold is 300 rpm. When the current speed difference is greater than 0 and less than the second preset threshold, the clutch is determined to meet the preset positive closed-loop adjustment condition. That is, in this embodiment, it is also necessary to ensure that the current speed difference is not too large. Within a certain controllable range, if the current speed difference is too large, the fluctuation between the pressure for dynamic closed-loop control and the pressure for non-dynamic closed-loop control will not significantly affect the quality of the shift. In this embodiment, the current speed difference is ensured to be greater than 0 to ensure that the calculated current torque control amount is further guaranteed to be positively adjusted to prevent negative adjustment from affecting the shift quality.

[0060] Step 204 : When the current input shaft speed is less than the target input shaft speed, it is determined whether the clutch satisfies a preset negative closed-loop adjustment condition. If the clutch satisfies a preset positive closed-loop adjustment condition or a preset negative closed-loop adjustment condition, it is determined that the clutch satisfies a preset dynamic closed-loop control condition.

[0061] In an embodiment of the present disclosure, when the current input shaft speed is less than the target input shaft speed, it is identified whether the clutch meets a preset negative closed-loop regulation condition.

[0062] In one embodiment of the present disclosure, identifying whether a clutch satisfies a preset negative closed-loop regulation condition includes calculating a current speed difference between a current input shaft speed and a target input shaft speed for a current identification cycle, obtaining a historical speed difference for a previous preset identification cycle, determining a minimum between the current speed difference and the historical speed differences. In this embodiment, the minimum may be defined as n_ShiftPIDSpdErrMin, calculating a second difference between the minimum and the current speed difference, the second difference may be defined as n_ShiftPIDSpdDynMinErr, and determining whether the second difference is greater than a third preset threshold. The third preset threshold may be set based on the scenario, for example, -10 rpm.

[0063] In this embodiment, when the second difference is greater than the second preset threshold, it indicates that the actual input shaft speed of the clutch is narrowing the gap with the corresponding target input shaft speed after PI regulation based on the second difference, indicating that the PI regulation effect is good. As the PI regulation progresses, the actual input shaft speed gradually increases and approaches the corresponding target input shaft speed. Therefore, it is considered that dynamic closed-loop regulation can continue. Conversely, when the second difference is greater than or equal to the first preset threshold, it is considered that the PI regulation effect is poor, dynamic closed-loop regulation is no longer necessary, and dynamic closed-loop regulation is of little significance.

[0064] When the second speed difference is greater than the third preset threshold, a determination is made as to whether the current speed difference is greater than a fourth preset threshold, wherein the fourth preset threshold is less than the third preset threshold. The fourth preset threshold can be set based on the scenario, for example, -300 rpm. In this embodiment, to prevent an excessive difference between the current input shaft speed and the target input shaft speed, within a certain controllable range, if the current speed difference is too large, the fluctuation between the pressure for dynamic closed-loop control and the pressure for non-dynamic closed-loop control will not significantly affect shift quality. In this embodiment, the current speed difference is ensured to be less than 0 to ensure that the calculated current torque control amount is negatively adjusted (for example, in negative adjustment, the calculated current torque control amount is a negative value), thereby preventing positive adjustment from affecting shift quality.

[0065] In summary, the clutch control method of the embodiment of the present disclosure determines whether to trigger dynamic closed-loop control by identifying the changes in the difference between the current input shaft speed and the target input shaft speed, and whether it is within a certain range, thereby ensuring that the dynamic closed-loop control timely updates the target input shaft speed value of the input shaft adjustment, ensuring better followability of the input shaft speed, and improving the gear shifting quality.

[0066] In order to implement the above embodiments, the present disclosure also proposes a clutch control device.

[0067] Figure 3 This is a schematic diagram of the structure of a clutch control device provided by an embodiment of the present disclosure. The device can be implemented by software and / or hardware and can generally be integrated into a vehicle. The vehicle where the clutch is located includes an automatic transmission. Figure 3 As shown, the device includes: a first identification module 310, a second identification module 320, a first determination module 330, a second determination module 340, and a control module 350, wherein:

[0068] A first identification module 310 is configured to identify, during a vehicle shift to a target gear, whether a clutch corresponding to the gear shift is currently in a preset clutch control phase, wherein the preset clutch control phase is between a torque exchange oil pressure control phase and an input shaft speed change oil pressure control phase;

[0069] A second identification module 320 is configured to identify whether the clutch satisfies a preset dynamic closed-loop control condition according to a preset identification period when in the preset clutch control stage;

[0070] A first determination module 330 is configured to determine a current input shaft speed and a current shift remaining time in the current identification cycle when the current identification cycle satisfies a preset dynamic closed-loop control condition;

[0071] A second determination module 340 is configured to determine a current torque control amount of the clutch according to a current input shaft speed and a current remaining shift time;

[0072] The control module 350 is configured to obtain a historical torque control value of the clutch determined in a previous preset identification cycle, and control the torque of the clutch according to the sum of the historical torque control value and the current torque control value.

[0073] The clutch control device provided in the embodiments of the present disclosure can execute the clutch control method provided in any embodiment of the present disclosure, and has the corresponding functional modules and beneficial effects of the execution method.

[0074] In order to implement the above embodiments, the present disclosure further proposes a computer program product, including a computer program / instruction, which implements the clutch control method in the above embodiments when executed by a processor.

[0075] Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of the present disclosure. For example, Figure 4 As shown, the vehicle 400 includes a memory 401 and a processor 402, wherein the memory is used to store the processor-executable instructions 4011, and the processor is used to read the executable instructions 4011 from the memory and execute the executable instructions to implement the above method.

[0076] This embodiment can divide the vehicle into functional modules based on the above-described method example. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods may be used.

[0077] When the functional modules are divided according to their functions, the vehicle may include a detection module, a determination module, a control module, etc. It should be noted that all relevant contents of the various steps involved in the above method embodiment can be referred to the functional description of the corresponding functional modules and will not be repeated here.

[0078] The vehicle provided in this embodiment is used to execute the above-mentioned clutch control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0079] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of program codes and data.

[0080] The processing module may be a processor or a controller that implements or executes various exemplary logic blocks, modules, and circuits described herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0081] This embodiment further provides a computer-readable storage medium (including but not limited to a magnetic disk storage, CD-ROM, optical storage, etc.) storing computer program code. When the computer program code is executed on a computer, the computer executes the above-mentioned method steps to implement a clutch control method provided in the above embodiment. The beneficial effects of the above embodiment can be referred to the beneficial effects of the corresponding method provided above and will not be repeated here.

[0082] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0083] In the embodiments provided in this disclosure, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division into modules or units is merely a logical functional division. In actual implementation, other divisions may be employed, such as combining or integrating multiple units or components into another device, or omitting or disabling certain features. Furthermore, the coupling or direct coupling or communication connection shown or discussed between devices or units may be through interfaces, or indirect coupling or communication connection between devices or units, which may be electrical, mechanical, or other forms. The above description is merely a preferred embodiment of this disclosure and an illustration of the underlying technical principles. Those skilled in the art should understand that the scope of this disclosure is not limited to technical solutions formed by specific combinations of the aforementioned technical features, but also encompasses other technical solutions formed by any combination of the aforementioned technical features or their equivalents, without departing from the scope of this disclosure. For example, technical solutions formed by replacing the aforementioned features with (but not limited to) technical features with similar functions disclosed in this disclosure.

[0084] In addition, although each operation is described in a specific order, this should not be understood as requiring these operations to be performed in the specific order shown or in a sequential order. Under certain circumstances, multitasking and parallel processing may be advantageous. Similarly, although some specific implementation details have been included in the above discussion, these should not be interpreted as limiting the scope of the present disclosure. Some features described in the context of a separate embodiment can also be implemented in a single embodiment in combination. On the contrary, the various features described in the context of a single embodiment can also be implemented in multiple embodiments individually or in any suitable sub-combination mode.

[0085] Although the subject matter has been described in language specific to structural features and / or methodological logical acts, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are merely example forms of implementing the claims.

Claims

1. A clutch control method, characterized in that: The vehicle in which the clutch is located includes an automatic transmission, and the method includes: During a vehicle shift to a target gear, identifying whether a clutch corresponding to the shift is currently in a preset clutch control stage, wherein the preset clutch control stage is between a torque exchange oil pressure control stage and an input shaft speed change oil pressure control stage; When in the preset clutch control stage, identifying whether the clutch meets a preset dynamic closed-loop control condition according to a preset identification period; When the current identification cycle satisfies the preset dynamic closed-loop control condition, determining the current input shaft speed and the current shift remaining time in the current identification cycle; determining a current torque control amount of the clutch according to the current input shaft speed and the current remaining shift time; A historical torque control amount of the clutch determined in a previous preset identification cycle is acquired, and the torque of the clutch is controlled according to the sum of the historical torque control amount and the current torque control amount.

2. The method according to claim 1, wherein The step of identifying whether the clutch satisfies a preset dynamic closed-loop control condition according to a preset identification period includes: Identifying whether the clutch supports dynamic closed-loop control; When the dynamic closed-loop control is supported, obtaining a target input shaft speed corresponding to the target gear position in the current identification cycle; When the current input shaft speed is greater than the target input shaft speed, identifying whether the clutch meets a preset forward closed-loop adjustment condition; When the current input shaft speed is less than the target input shaft speed, identifying whether the clutch meets a preset negative closed-loop adjustment condition; When the preset positive closed-loop regulation condition or the preset negative closed-loop regulation condition is met, it is determined that the clutch meets the preset dynamic closed-loop control condition.

3. The method according to claim 2, wherein The identifying whether the clutch supports dynamic closed-loop control includes: identifying whether a current shift mode of the vehicle is a preset shift mode; When the preset shift mode is selected, determining whether the current identification cycle is the first preset identification cycle of the preset clutch control stage; When it is not the first preset identification cycle, it is determined that the clutch supports the dynamic closed-loop control.

4. The method according to claim 2, wherein The identifying whether the clutch satisfies a preset positive closed-loop regulation condition includes: calculating a current speed difference between the current input shaft speed and the target input shaft speed of the current identification cycle; Get the historical speed difference of the last preset identification cycle; Determining a maximum value between the current speed difference and the historical speed difference, and calculating a first difference between the maximum value and the current speed difference; determining whether the first difference is greater than a first preset threshold; When the current rotation speed difference is greater than the first preset threshold, determining whether the current rotation speed difference is less than a second preset threshold, wherein the second preset threshold is greater than the first preset threshold; When the current speed difference is greater than 0 and less than the second preset threshold, it is determined that the clutch meets the preset forward closed-loop regulation condition.

5. The method according to claim 2, wherein The identifying whether the clutch satisfies a preset negative closed-loop regulation condition includes: calculating a current speed difference between the current input shaft speed and the target input shaft speed of the current identification cycle; Get the historical speed difference of the last preset identification cycle; Determining a minimum value between the current speed difference and the historical speed difference, and calculating a second difference between the minimum value and the current speed difference; determining whether the second difference is greater than a third preset threshold; When the current rotation speed difference is greater than the third preset threshold, determining whether the current rotation speed difference is greater than a fourth preset threshold, wherein the fourth preset threshold is less than the third preset threshold; Wherein, when the current speed difference is less than 0 and greater than the fourth preset threshold, it is determined that the clutch meets the preset negative closed-loop regulation condition.

6. The method according to claim 1, wherein The determining the current torque control amount of the clutch according to the current input shaft speed and the current remaining shift time includes: updating a target input shaft speed corresponding to the target gear according to the current input shaft speed, the speed ratio of the target gear, and current driving parameters of the vehicle; determining an input shaft speed increase amount according to the updated target input shaft speed, the current shift remaining time, and the current input shaft speed; The current torque control amount corresponding to the input shaft speed increase amount is determined.

7. The method according to claim 6, wherein The determining the current torque control amount corresponding to the input shaft speed increase includes: A preset corresponding relationship is queried according to the input shaft speed increase to determine the current torque control amount.

8. A clutch control device, characterized in that: The vehicle in which the clutch is located includes an automatic transmission, and the device includes: a first identification module configured to identify, during a vehicle shift to a target gear, whether a clutch corresponding to the shift is currently in a preset clutch control phase, wherein the preset clutch control phase is between a torque exchange oil pressure control phase and an input shaft speed change oil pressure control phase; a second identification module, configured to identify whether the clutch satisfies a preset dynamic closed-loop control condition according to a preset identification period when in the preset clutch control stage; a first determining module, configured to determine a current input shaft speed and a current shift remaining time in a current identification period when the current identification period satisfies the preset dynamic closed-loop control condition; a second determining module, configured to determine a current torque control amount of the clutch according to the current input shaft speed and the current remaining shift time; The control module is configured to obtain a historical torque control amount of the clutch determined in a previous preset identification cycle, and control the torque of the clutch according to a sum of the historical torque control amount and the current torque control amount.

9. A vehicle, characterized in that: The vehicle comprises: processor; a memory for storing instructions executable by the processor; The processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the clutch control method described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and the computer program is used to execute the clutch control method according to any one of claims 1 to 7.

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