Control method of clutch oil pump, computer readable storage medium and vehicle

Abstract

The invention provides a clutch oil pump control method, a computer readable storage medium and a vehicle, the control method is used for controlling a clutch oil pump of the vehicle, the vehicle further comprises a power unit and a clutch, the power unit is in transmission connection with the clutch, and the clutch is provided with a hydraulic cavity; the clutch oil pump is connected to the hydraulic cavity and used for supplying oil to the hydraulic cavity. The control method comprises the following steps that when the hydraulic cavity is in an oil charging state, the total output torque of the power unit is obtained; controlling the rotating speed of a clutch oil pump in response to the change of the total output torque, and reducing the rotating speed of the clutch oil pump if the total output torque is increased; and if the total output torque is reduced, increasing the rotating speed of the clutch oil pump. According to the method, the rotating speed of the clutch oil pump is adjusted according to the torque of the power unit, so that the pressure in the hydraulic cavity of the clutch is adjusted, pressure fluctuation is reduced, the risk of abnormal engagement of the clutch is reduced, and the driving comfort of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobiles, and particularly to a control method for a clutch oil pump, a computer-readable storage medium, and a vehicle. Background Art

[0002] With the development of the automotive industry, consumers have put forward higher and higher requirements for the performance and driving experience of automobiles. Among them, driving comfort has become one of the important indicators for measuring the quality of automobiles. In the power transmission system of a vehicle, the clutch undertakes the important function of connecting and disconnecting power transmission, and its working state directly affects the driving performance and riding experience of the vehicle. The fluctuation of the total output torque of the power unit of an automobile is likely to cause the condition of the clutch to fluctuate, resulting in abnormal engagement of the clutch, causing impact, and further affecting the driving comfort of the vehicle. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a control method for a clutch oil pump, which is beneficial to reducing the risk of abnormal engagement of the clutch, thereby improving the driving comfort of the vehicle.

[0004] The present invention also provides a computer-readable storage medium and a vehicle.

[0005] According to the control method for a clutch oil pump according to an embodiment of the first aspect of the present invention, it is used to control the clutch oil pump of a vehicle. The vehicle further includes a power unit and a clutch. The power unit is in transmission connection with the clutch. The power unit is used to drive the vehicle to travel. The clutch has a hydraulic chamber. The clutch oil pump is connected to the hydraulic chamber and is used to supply oil to the hydraulic chamber. The control method includes the following steps: when the hydraulic chamber is in an oil filling state, obtain the total output torque of the power unit; control the rotation speed of the clutch oil pump in response to the change of the total output torque. If the total output torque increases, reduce the rotation speed of the clutch oil pump; if the total output torque decreases, increase the rotation speed of the clutch oil pump.

[0006] The control method for a clutch oil pump according to an embodiment of the first aspect of the present invention has at least the following beneficial effects: In the process of increasing the total output torque of the power unit, the pressure of the hydraulic chamber of the clutch will gradually increase. The pressure of the hydraulic chamber can be reduced by reducing the speed of the clutch oil pump. Therefore, while the total output torque of the power unit increases and the pressure of the hydraulic chamber increases, the pressure of the hydraulic chamber is reduced by reducing the speed of the clutch oil pump, thereby offsetting at least a part of the increased pressure, thereby reducing the pressure fluctuation of the hydraulic chamber and reducing the risk of abnormal engagement of the clutch. Similarly, while the total output torque of the power unit decreases and the pressure of the hydraulic chamber decreases, the pressure of the hydraulic chamber can be increased by increasing the speed of the clutch oil pump, thereby reducing the pressure fluctuation of the hydraulic chamber and reducing the risk of abnormal engagement of the clutch.

[0007] The total output torque of the power unit will affect the pressure in the hydraulic chamber of the clutch. The control method adjusts the speed of the clutch oil pump according to the total output torque of the power unit, thereby adjusting the pressure in the hydraulic chamber of the clutch and reducing the pressure fluctuation of the hydraulic chamber, thereby reducing the risk of abnormal engagement of the clutch and improving the driving comfort of the vehicle.

[0008] According to some embodiments of the present invention, the power unit includes an engine and a motor, both of which are used to drive the vehicle, and obtaining the total output torque of the power unit includes: obtaining a first output torque of the motor and a second output torque of the engine; controlling the speed of the clutch oil pump in response to changes in the total output torque includes: adjusting the speed of the clutch oil pump according to the first output torque and / or the second output torque.

[0009] According to some embodiments of the present invention, a change in the first output torque causes a change in the total output torque, and controlling the rotational speed of the clutch oil pump in response to the change in the total output torque includes: adjusting the rotational speed of the clutch oil pump according to the first output torque.

[0010] According to some embodiments of the present invention, the vehicle also includes a first shaft, a second shaft, a first bevel gear and a second bevel gear, the first bevel gear is installed on the first shaft, the second bevel gear and the clutch are installed on the second shaft, the first bevel gear and the second bevel gear are meshed, either the engine or the motor can drive the first shaft to rotate, when the clutch is in a linkage state, the second bevel gear and the second shaft are connected through the clutch transmission; regulating the speed of the clutch oil pump according to the first output torque includes: determining the state deviation degree of the clutch according to the first output torque and the current angular acceleration of the second bevel gear, the state deviation degree is the deviation of the current state of the clutch relative to the ideal state of the clutch; regulating the speed of the clutch oil pump according to the state deviation degree so that the state of the clutch gradually approaches the ideal state.

[0011] According to some embodiments of the present invention, determining the state deviation degree of the clutch based on the first output torque and the current angular acceleration of the second bevel gear includes: obtaining the current angular acceleration of the second bevel gear; determining the ideal angular acceleration of the first bevel gear when no-load based on the first output torque; determining the angular acceleration difference, the angular velocity difference being the difference between the ideal angular acceleration and the current angular acceleration, the angular acceleration difference being used to characterize the state deviation degree; adjusting the speed of the clutch oil pump based on the state deviation degree includes: determining the target speed of the clutch oil pump based on the angular velocity difference, and adjusting the speed of the clutch oil pump based on the target speed.

[0012] According to some embodiments of the present invention, the ideal angular acceleration is determined by the following formula: W1=T1 / (J1+J2); wherein W1 is the ideal angular acceleration, T is the first output torque, J1 is the moment of inertia of the first bevel gear, and J2 is the moment of inertia of the rotor of the motor.

[0013] According to some embodiments of the present invention, determining the target speed of the clutch oil pump according to the angular velocity difference includes: determining the target speed according to the angular velocity difference and a preset data table, wherein the data table contains a correspondence between the angular velocity difference and the target speed.

[0014] According to some embodiments of the present invention, the power unit includes an engine, which is used to drive the vehicle, and the total output torque of the power unit is the second output torque of the engine; adjusting the speed of the clutch oil pump according to the total output torque includes: adjusting the speed of the clutch oil pump according to the second output torque.

[0015] According to a computer-readable storage medium of an embodiment of the second aspect of the present invention, computer-executable instructions are stored, and the computer-executable instructions are used to execute the control method as described in the embodiment of the first aspect.

[0016] According to the third aspect of the present invention, the vehicle comprises a power unit, a clutch, a clutch oil pump and a controller, wherein the power unit is transmission-connected to the clutch, the power unit is used to drive the vehicle, the clutch has a hydraulic chamber, the clutch oil pump is connected to the hydraulic chamber and is used to supply oil to the hydraulic chamber; the controller is configured to: obtain the total output torque of the power unit when the hydraulic chamber is in an oil-filled state; control the speed of the clutch oil pump in response to changes in the total output torque, if the total output torque increases, reduce the speed of the clutch oil pump; if the total output torque decreases, increase the speed of the clutch oil pump.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The present invention will be further described below in conjunction with the drawings and embodiments, where: Figure 1 is a partial schematic view of a transmission for an embodiment of the present invention; Figure 2 is a schematic view of a control method for an embodiment of the present invention; Figure 3 is a schematic view of the specific steps of step S21 and step S22.

[0019] Reference numerals: 101 - first helical gear, 102 - first shaft, 103 - friction plate, 104 - housing, 105 - second helical gear, 106 - hydraulic chamber, 107 - second shaft. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] Embodiments of the present invention will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for explaining the present invention and should not be construed as limiting the present invention.

[0021] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by terms such as up, down, front, back, left, right, etc. is based on the orientation or positional relationship shown in the drawings, and is only for facilitating the description of the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.

[0022] In the description of the present invention, the meaning of several is more than one, the meaning of multiple is more than two, greater than, less than, exceeding, etc. are understood not to include the number itself, and above, below, within, etc. are understood to include the number itself. If there is a description of first and second, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features or implicitly indicating the sequence relationship of the indicated technical features.

[0023] In the description of the present invention, unless otherwise clearly defined, words such as setting, installing, connecting, etc. should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above words in the present invention in combination with the specific content of the technical solution.

[0024] Figure 1The figure shows a part of a vehicle in one embodiment of the present invention, and the vehicle includes a first shaft 102, a second shaft 107, a first bevel gear 101, a second bevel gear 105, and a clutch. The clutch is a wet multi-plate clutch, and the clutch includes a housing 104 and a plurality of friction plates 103, and the friction plates 103 are sleeved inside the second bevel gear 105. The clutch directly or indirectly drives the friction plates 103 inside the housing 104 to move through the hydraulic pressure of the clutch oil, thereby switching the state of the clutch. The first shaft 102 and the second shaft 107 are parallel to each other, the first bevel gear 101 is mounted on the first shaft 102, and the second bevel gear 105 and the clutch are both mounted on the second shaft 107. The second shaft 107 can be directly used as the wheel axle of the vehicle, and wheels are mounted at both ends of the wheel axle. When the second shaft 107 rotates, the vehicle can travel; or, the second shaft 107 is not used as the wheel axle, and the power of the second shaft 107 is transmitted to the wheels through other transmission mechanisms not shown.

[0025] The vehicle also includes a power unit not shown in the figure, which is connected to the clutch in a transmission manner, and the power unit is used to drive the vehicle to travel. The vehicle of this embodiment is a hybrid vehicle, so the power unit includes an engine and a motor, and both the engine and the motor can drive the vehicle to travel. The motor can be a P1 motor, that is, the motor is installed at the end of the crankshaft of the engine, the crankshaft of the engine is connected to the first shaft 102, and the motor is located between the first bevel gear 101 and the engine. The engine and the motor can drive the first shaft 102 to rotate, thereby rotating the first bevel gear 101. It should be noted that the driving mode of the first shaft 102 is different in different operating modes. For example, when the vehicle is in a hybrid mode, the engine and the motor both output power, thereby jointly driving the first shaft 102 to rotate; when the vehicle is in a pure electric mode, only the motor outputs power and drives the first shaft 102 to rotate; when the vehicle is in a pure oil mode, only the engine outputs power and drives the first shaft 102 to rotate.

[0026] Since the first bevel gear 101 and the second bevel gear 105 are meshed with each other, when the first shaft 102 and the first bevel gear 101 rotate, the second bevel gear 105 will also rotate. When the second bevel gear 105 rotates, if the clutch is in a linkage state, the second bevel gear 105 is connected to the second shaft 107 through the clutch transmission, the power of the second bevel gear 105 can be transmitted to the second shaft 107, and the second shaft 107 can rotate. When the second bevel gear 105 rotates, if the clutch is in a disengaged state, the second shaft 107 does not rotate. More specifically, the clutch may include a plurality of friction plates 103, wherein a portion of the friction plates 103 are active plates, and another portion of the friction plates 103 are driven plates, the active plates are connected to the second bevel gear 105 and the two can rotate synchronously, and the driven plates are connected to the second shaft 107 and the two can rotate synchronously. The vehicle also includes a clutch oil pump not shown in the figure, the clutch has a hydraulic chamber 106, the clutch oil pump is connected to the hydraulic chamber 106 (for example, connected by a pipeline), and the clutch oil injected into the hydraulic chamber 106 can drive the active plate to move. When the driving plate and the driven plate are in contact, the clutch is in a joint state, the driving plate and the driven plate rotate together, and the power of the second bevel gear 105 can be transmitted to the second shaft 107, thereby rotating the second shaft 107. On the contrary, if the driving plate and the driven plate are spaced apart from each other, the clutch is in a disengaged state, and the second shaft 107 does not rotate. The vehicle also includes a controller not shown in the figure, which is used to control the speed of the clutch oil pump, and the specific control method will be described below.

[0027] As described above, the clutch oil pump is used to deliver clutch oil to the hydraulic chamber 106. The pressure in the hydraulic chamber 106 (i.e., the pressure of the clutch oil in the hydraulic chamber 106) is related to the tightness of the connection between the active plate and the driven plate. The greater the hydraulic pressure, the tighter the connection between the active plate and the driven plate. The speed of the clutch oil pump is related to the pressure in the hydraulic chamber 106. The higher the speed, the greater the pressure in the hydraulic chamber 106.

[0028] In the prior art, the speed of the clutch oil pump is usually constant. For example, when the hydraulic chamber 106 is in an oil-filled state (that is, the amount of clutch oil in the hydraulic chamber 106 meets the preset oil filling amount), the speed of the clutch oil pump is kept constant. When other factors remain unchanged, the pressure in the hydraulic chamber 106 is basically constant. However, during the driving of the vehicle, the driver may step on the accelerator pedal (that is, the gas pedal) of the vehicle to accelerate. At this time, if the total output torque of the power unit increases, the axial force exerted on the first bevel gear 101 and the second bevel gear 105 increases, which will cause the first bevel gear 101 and the second bevel gear 105 to move axially. The axial movement of the second bevel gear 105 will cause the hydraulic chamber 106 to be compressed, thereby causing the pressure in the hydraulic chamber 106 to increase, and then causing the coupling force between the friction plates 103 of the clutch to increase rapidly. For example, withFigure 1 For example, the first helical gear 101 will move to the right, resulting in the reduction of the hydraulic chamber 106. This causes the clutch to be prone to abnormal engagement, generating an impact on the vehicle and thus affecting the driving comfort of the vehicle. Similarly, if the total output torque of the power unit decreases, the pressure in the hydraulic chamber 106 decreases, and the pressure in the hydraulic chamber 106 will also fluctuate, thereby affecting the engagement of the clutch.

[0029] To solve the above problems, the present invention proposes a control method for a clutch oil pump (hereinafter referred to as the control method), as Figure 2 shown, which includes the following steps: S1: When the hydraulic chamber 106 is in the oil filling state, obtain the total output torque of the power unit; S2: Adjust the rotational speed of the clutch oil pump in response to the change in the total output torque of the power unit. If the output torque increases, reduce the rotational speed of the clutch oil pump; if the output torque decreases, increase the rotational speed of the clutch oil pump.

[0030] For step S1, the total output torque of the power unit refers to the current output torque of the power unit. In the case where the power unit includes an engine and an electric motor, the total output torque of the power unit includes the first output torque of the electric motor and the second output torque of the engine. For example, the total output torque of the power unit can be the sum of the first output torque and the second output torque; considering the losses in actual transmission, the total output torque of the power unit can also be the sum of a part of the first output torque and a part of the second output torque. As described above, when the electric motor is installed at the end of the crankshaft of the engine, the total output torque of the power unit can be the torque at the end of the crankshaft of the engine. Obtaining the total output torque of the power unit not only includes obtaining the total output torque itself, but also includes obtaining the first output torque and the second output torque.

[0031] The total output torque of the power unit affects the pressure in the hydraulic chamber 106 of the clutch. This control method adjusts the rotational speed of the clutch oil pump according to the current output torque of the electric motor, thereby adjusting the pressure in the hydraulic chamber 106 of the clutch, and further reducing the risk of abnormal engagement of the clutch and improving the driving comfort of the vehicle.

[0032] For step S2, if the output torque of the power unit at the current moment is greater than the torque of the power unit at the previous moment, the total output torque of the power unit increases; if the output torque of the power unit at the current moment is less than the torque of the power unit at the previous moment, the total output torque of the power unit decreases.

[0033] During the process of increasing the total output torque of the power unit, the second helical gear 105 will move, resulting in a gradual increase in the pressure of the hydraulic chamber 106. By reducing the rotational speed of the clutch oil pump, the pressure of the hydraulic chamber 106 can be reduced. Therefore, while the increase in the total output torque of the power unit causes an increase in the pressure of the hydraulic chamber 106, the pressure of the hydraulic chamber 106 is reduced by reducing the rotational speed of the clutch oil pump, thereby offsetting at least a portion of the increased pressure, and further reducing the pressure fluctuation of the hydraulic chamber 106 and the risk of abnormal engagement of the clutch. Similarly, while the decrease in the total output torque of the power unit causes a decrease in the pressure of the hydraulic chamber 106, the pressure of the hydraulic chamber 106 can be increased by increasing the rotational speed of the clutch oil pump, thereby reducing the pressure fluctuation of the hydraulic chamber 106 and the risk of abnormal engagement of the clutch.

[0034] In some embodiments, "adjusting the rotational speed of the clutch oil pump according to the total output torque of the power unit" in the above step S2 includes: adjusting the rotational speed of the clutch oil pump according to the first output torque. This setting is applicable to the situation where the total output torque of the power unit changes due to the change in the first output torque of the motor. This setting does not require considering the second output torque of the engine to adjust the rotational speed of the clutch oil pump, thereby facilitating the simplification of the control complexity and control difficulty. In other embodiments, if the total output torque of the power unit changes only due to the change in the second output torque of the engine, then the rotational speed of the clutch oil pump can also be adjusted according to the second output torque. Or, if both the first output torque and the second output torque change, the rotational speed of the clutch oil pump can also be adjusted according to both the first output torque and the second output torque.

[0035] The method of adjusting the rotational speed of the clutch oil pump according to the first output torque is introduced below. In some embodiments, "adjusting the rotational speed of the clutch oil pump according to the first output torque includes: S21: Determine the state deviation degree of the clutch according to the first output torque and the current angular acceleration of the second helical gear 105; S22: Adjust the rotational speed of the clutch oil pump according to the state deviation degree so that the state of the clutch gradually approaches the ideal state.

[0036] Regarding step S21, the state deviation degree refers to the deviation of the current state of the clutch from the ideal state of the clutch. The clutch being in the ideal state means that the degree of tightness of the engagement between the friction plates 103 of the clutch is within a preset standard. In the ideal state, the clutch can transmit power smoothly and efficiently, the vehicle travels relatively smoothly, and the driving comfort of the vehicle is relatively high. The state deviation degree can be characterized by the pressure between the friction plates 103 or by the angular velocity difference introduced below.

[0037] In some embodiments, such as Figure 3 shown, step S21 specifically includes the following steps: S211: Determine the ideal angular acceleration ω1 of the first helical gear 101 under no-load according to the first output torque; S212: Obtain the current angular acceleration ω2 of the second helical gear 105; S213: Determine the angular acceleration difference ω err , and the angular velocity difference ω err is the difference between the ideal angular acceleration ω1 and the current angular acceleration ω2 (i.e., ω err = ω1 - ω2).

[0038] The angular acceleration difference ω err is used to characterize the state deviation degree of the clutch. The larger the angular acceleration difference ω err , the greater the state deviation degree of the clutch. When the clutch is in an ideal state, ω err = 0. In this embodiment, the state deviation degree of the clutch is measured based on the difference between ω1 and ω2, which can more accurately and conveniently evaluate the state deviation degree of the clutch. It should be noted that the order of step S211 and step S212 can also be interchanged, or step S211 and step S212 can also be carried out synchronously.

[0039] Correspondingly, as Figure 3 shown, step S22 includes: determining the target speed N of the clutch oil pump according to the angular velocity difference ω err , and adjusting the speed of the clutch oil pump according to the target speed N. The target speed N is a speed that the clutch oil pump needs to reach. "Adjusting the speed of the clutch oil pump according to the target speed N" means gradually adjusting the speed of the clutch oil pump from the current value to the target speed.

[0040] For step S212, the ideal angular acceleration ω1 of the first helical gear 101 can be determined by the following formula: ω1 = T / (J1 + J2). Wherein, T is the current output torque of the motor, J1 is the moment of inertia of the first helical gear 101, and J2 is the moment of inertia of the rotor of the motor. The moment of inertia is used to describe the inertia of an object in rotational motion. The moment of inertia is the sum of the moments of inertia of all the mass points contained in the object. The rotation J of an object can be calculated by the formula J = ∫r 2 dm, where r is the distance from the mass point to the axis of rotation of the object, and dm is the mass element.

[0041] For step S211, the current angular acceleration W2 of the second helical gear 105 is the derivative of the angular velocity of the second helical gear 105. The angular velocity of the second helical gear 105 can be directly measured by an angular velocity sensor (not shown), and W2 can be determined by the following formula: W2 = ΔW / Δt. Where, ΔW is the change in the angular velocity of the second helical gear 105, and Δt is the change in time.

[0042] In some embodiments, "determining the target speed N of the clutch oil pump according to the angular acceleration difference W" err may include: determining the target speed N according to the angular velocity difference W err and a preset data table. The data table contains the correspondence between the angular velocity difference W err and the target speed N. That is, after determining the angular acceleration difference W err , the target speed N of the clutch oil pump can be quickly determined by looking up the table, without the need to calculate the target speed of the clutch oil pump through other complex calculation methods. The correspondence between the target speed N of the clutch oil pump and the angular acceleration difference W err can be determined during the calibration process of the vehicle, and this correspondence can be pre-stored in the vehicle's memory. The data table containing the correspondence between the angular velocity difference W err and the target speed N can be as shown in Table 1. If the angular velocity difference W err = a1, the speed N of the clutch oil pump can be determined as N1; if the angular velocity difference W err = a2, the speed N of the clutch oil pump can be determined as N2, and so on.

[0043]

[0044] Table 1 In the embodiments described above, the speed of the clutch oil pump is adjusted only according to the first output torque of the motor. However, as described above, the crankshaft of the engine is connected to the first shaft 102. Even if there is no motor, the change in the second output torque of the engine may also cause fluctuations in the pressure of the hydraulic chamber 106 of the clutch. Therefore, in some other embodiments, when the vehicle is an oil vehicle (i.e., the power unit includes an engine but not a motor), the second output torque of the engine is the total output torque of the power unit. "Adjusting the speed of the clutch oil pump according to the total output torque of the power unit" includes: adjusting the speed of the clutch oil pump according to the second output torque. The present invention also provides a computer-readable storage medium storing computer-executable instructions for executing the control method as described in any one of the above. The aforementioned storage medium may include: various media capable of storing programs such as USB flash drives, mobile hard disks, read-only memories (ROM), random access memories (RAM), magnetic disks, or optical discs.

[0045] In the description of the present invention, the descriptions with reference to the terms "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

Claims

1. A control method for a clutch oil pump, characterized in that, A clutch oil pump for controlling a vehicle, the vehicle further comprising a power unit and a clutch, the power unit being drivingly connected to the clutch, the power unit being configured to drive the vehicle to travel, the clutch having a hydraulic chamber, the clutch oil pump being connected to the hydraulic chamber and configured to supply oil to the hydraulic chamber; The control method includes the following steps: When the hydraulic chamber is in an oil filling state, obtain the total output torque of the power unit; Control the rotational speed of the clutch oil pump in response to a change in the total output torque. If the total output torque increases, decrease the rotational speed of the clutch oil pump; if the total output torque decreases, increase the rotational speed of the clutch oil pump.

2. The control method according to claim 1, wherein The power unit includes an engine and an electric motor, both the engine and the electric motor being configured to drive the vehicle to travel. Obtaining the total output torque of the power unit includes: obtaining a first output torque of the electric motor and a second output torque of the engine; Controlling the rotational speed of the clutch oil pump in response to a change in the total output torque includes: adjusting the rotational speed of the clutch oil pump according to the first output torque and / or the second output torque.

3. The control method according to claim 2, characterized in that, A change in the first output torque causes a change in the total output torque. Controlling the rotational speed of the clutch oil pump in response to a change in the total output torque includes: adjusting the rotational speed of the clutch oil pump according to the first output torque.

4. The control method according to claim 3, wherein The vehicle further includes a first shaft, a second shaft, a first helical gear, and a second helical gear. The first helical gear is mounted on the first shaft, the second helical gear and the clutch are mounted on the second shaft, the first helical gear and the second helical gear are meshed, and either the engine or the electric motor is capable of driving the first shaft to rotate. When the clutch is in a linked state, the second helical gear is drivingly connected to the second shaft through the clutch; Adjusting the rotational speed of the clutch oil pump according to the first output torque includes: Determine the state deviation degree of the clutch according to the first output torque and the current angular acceleration of the second helical gear. The state deviation degree is the deviation of the current state of the clutch from the ideal state of the clutch; Adjust the rotational speed of the clutch oil pump according to the state deviation degree so that the state of the clutch gradually approaches the ideal state.

5. The control method according to claim 4, characterized in that, Determining the state deviation degree of the clutch according to the first output torque and the current angular acceleration of the second helical gear includes: Obtain the current angular acceleration of the second helical gear; Determine the ideal angular acceleration of the first helical gear at no load according to the first output torque; Determine an angular acceleration difference, the angular velocity difference being the difference between the ideal angular acceleration and the current angular acceleration, and the angular acceleration difference being used to characterize the state deviation degree; Adjusting the rotational speed of the clutch oil pump according to the state deviation degree includes: determining the target rotational speed of the clutch oil pump according to the angular velocity difference and adjusting the rotational speed of the clutch oil pump according to the target rotational speed.

6. The control method according to claim 5, wherein The ideal angular acceleration is determined by the following formula: W1 = T1 / (J1 + J2); Wherein, W1 is the ideal angular acceleration, T is the first output torque, J1 is the moment of inertia of the first bevel gear, and J2 is the moment of inertia of the rotor of the motor.

7. The control method according to claim 5, wherein Determining the target speed of the clutch oil pump according to the angular velocity difference includes: The target rotational speed is determined according to the angular velocity difference and a preset data table, wherein the data table contains a corresponding relationship between the angular velocity difference and the target rotational speed.

8. The control method according to claim 1, characterized in that The power unit comprises an engine, the engine is used to drive the vehicle, and the total output torque of the power unit is the second output torque of the engine; The adjusting the rotation speed of the clutch oil pump according to the total output torque includes: adjusting the rotation speed of the clutch oil pump according to the second output torque.

9. A computer-readable storage medium, characterized in that, Computer executable instructions are stored, and the computer executable instructions are used to execute the control method according to any one of claims 1 to 8.

10. A vehicle, characterized in that, It comprises a power unit, a clutch, a clutch oil pump and a controller, wherein the power unit is connected to the clutch in a transmission manner, the power unit is used to drive the vehicle, the clutch has a hydraulic chamber, and the clutch oil pump is connected to the hydraulic chamber and is used to supply oil to the hydraulic chamber; The controller is configured to: When the hydraulic chamber is in an oil-filled state, obtaining a total output torque of the power unit; The rotation speed of the clutch oil pump is controlled in response to the change of the total output torque. If the total output torque increases, the rotation speed of the clutch oil pump is reduced; if the total output torque decreases, the rotation speed of the clutch oil pump is increased.

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