Clutch torque control method and device, electronic equipment and storage medium
By controlling the clutch torque in three stages, the problem of inaccurate clutch torque control is solved, the reliability and stability of the starting point are achieved, and the wear of the transmission components is reduced.
Patent Information
- Application Number
- CN202510576947.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-06
- Publication Date
- 2025-08-05
AI Technical Summary
In the prior art, the clutch torque control is not accurate enough, which may lead to engine shutdown or vehicle start-up impact during heavy load start-up, increasing wear of transmission components.
The three-stage control method is adopted to increase the first torque change rate from zero to transmit torque, and the target torque is determined based on the starting torque and environmental parameters, and the clutch torque is accurately controlled at different stages using the bounded torque and torque change rate.
Accurate control of clutch torque is achieved, avoiding engine stalling and vehicle start-up impact, and extending the life of transmission components.
Smart Images
Figure CN120426327A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of clutch control, and in particular to a clutch torque control method, device, electronic equipment and storage medium. Background Art
[0002] An automated mechanical transmission (AMT) consists primarily of three components: a controller, actuators, and sensors. During operation, the controller collects and analyzes vehicle status information. Based on information such as engine speed and accelerator pedal position, the controller software processes components like the clutch and shift selector actuator to achieve automated gear shifting.
[0003] Currently, clutch torque is fixed. When starting a heavy vehicle, insufficient clutch torque can prevent the vehicle from starting and even cause the engine to stall. Excessive clutch torque can cause shock during starting and accelerate wear of transmission components. Accurate clutch control is a pressing issue. Summary of the Invention
[0004] The present invention provides a clutch torque control method, device, electronic device and storage medium to solve the problem of insufficient clutch control precision in current heavy-load scenarios.
[0005] According to one aspect of the present invention, a clutch torque control method is provided, comprising:
[0006] In the first stage, the clutch torque is increased from zero to the transmission torque T1 according to the first torque change rate;
[0007] In the second stage, a target torque is determined based on the starting torque and environmental parameters; a split torque is determined based on the transfer torque and the target torque; a second torque change rate is determined based on the split torque; and the torque is increased from the transfer torque to the target torque based on the second torque change rate.
[0008] In the third phase, the clutch torque is controlled according to a third torque change rate.
[0009] According to another aspect of the present invention, there is provided a clutch torque control device comprising:
[0010] a first torque control module configured to increase the clutch torque from zero to a transmission torque according to a first torque change rate in a first stage;
[0011] a second torque control module configured to, in a second stage, determine a target torque based on a starting torque and environmental parameters; determine a split torque based on the transfer torque and the target torque; determine a second torque change rate based on the split torque; and increase the torque from the transfer torque to the target torque based on the second torque change rate;
[0012] The third torque control module is configured to control the clutch torque according to a third torque change rate in a third phase.
[0013] According to another aspect of the present invention, an electronic device is provided, comprising:
[0014] at least one processor; and
[0015] a memory communicatively connected to the at least one processor; wherein,
[0016] The memory stores a computer program executable by the at least one processor. The computer program is executed by the at least one processor so that the at least one processor can perform the clutch torque control method according to any embodiment of the present invention.
[0017] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the clutch torque control method according to any embodiment of the present invention when executed.
[0018] The technical solution of the embodiment of the present invention is as follows: in the first stage, the clutch torque is increased from zero to the transfer torque according to the first torque change rate; in the second stage, the target torque is determined according to the starting torque and environmental parameters; the demarcation torque is determined according to the transfer torque and the target torque; the second torque change rate is determined according to the demarcation torque; the torque is increased from the transfer torque to the target torque according to the second torque change rate; and in the third stage, the clutch torque is controlled according to the third torque change rate. Compared with the current vehicle starting method using a fixed torque, the technical solution provided by the embodiment of the present invention can control the clutch torque using corresponding torque change rates in three stages, thereby achieving precise control of the clutch torque according to different starting stages, avoiding engine stalling due to insufficient clutch torque, improving starting reliability, and avoiding vehicle starting shock due to excessive clutch torque, reducing wear on transmission components, and increasing the service life of transmission components.
[0019] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS
[0020] 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.
[0021] Figure 1 Schematic diagram of the relationship between clutch torque and time provided by an embodiment of the present invention;
[0022] Figure 2 is a flow chart of a clutch torque control method provided by an embodiment of the present invention;
[0023] Figure 3 Schematic diagram of torque change provided by an embodiment of the present invention;
[0024] Figure 4 is a flow chart of another clutch torque control method provided by an embodiment of the present invention;
[0025] Figure 5 is a schematic structural diagram of a clutch torque control device provided by an embodiment of the present invention;
[0026] Figure 6 2 is a schematic structural diagram of an electronic device for implementing the clutch torque control method according to an embodiment of the present invention. DETAILED DESCRIPTION
[0027] 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.
[0028] It should be noted that the terms "including" and "having" and any variations thereof in the specification and claims of the present invention and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus comprising 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 are inherent to these processes, methods, products or apparatuses.
[0029] An automated mechanical transmission (AMT) primarily consists of three components: a controller, an actuator, and sensors. During operation, the controller collects and analyzes vehicle status information. Based on information such as engine speed and accelerator pedal position, the controller software processes components such as the clutch and shift selector actuator to achieve automated shifting. The transmission and clutch coordinate.
[0030] Currently, clutch torque is fixed. When starting a heavy vehicle, insufficient clutch torque can prevent the vehicle from starting and even cause the engine to stall. Excessive clutch torque can cause shock during starting and accelerate wear of transmission components. Accurate clutch control is a pressing issue.
[0031] A commercial vehicle is a vehicle used to transport people and goods. It includes trucks and passenger vehicles with nine or more seats, and is categorized as buses, trucks, semi-trailer tractors, incomplete bus and incomplete truck units.
[0032] Figure 1 This is a schematic diagram of the relationship between clutch torque and time provided by an embodiment of the present invention. When starting, the torque transmitted by the clutch changes continuously from separation to engagement. When the transmitted torque is sufficient to overcome the driving resistance, the vehicle starts successfully. Figure 1 As shown, 0-A is the torque-free phase, during which the clutch is completely disengaged. AC is the phase for transmitting dynamic friction torque, during which the clutch is continuously engaged. This process consists of three stages: the first stage AB, the second stage BC, and the third stage after C. In the first stage, the clutch overcomes vehicle resistance, and the clutch friction torque gradually increases during this stage. The clutch position at time B is the friction point. In the second stage, the clutch friction torque gradually exceeds the driving resistance, and the output speed gradually increases until it matches the input shaft speed. The third stage is the phase for transmitting static friction torque, during which the clutch is fully engaged. If the clutch engages too quickly in the AC phase, a large impact will occur. If it engages too slowly, the slippage period will be long, which can easily cause clutch wear. This application divides the AC phase into the first, second, and third stages, and uses a corresponding torque change rate to increase the torque in each stage to achieve precise control of the clutch torque. This application controls the clutch in these three stages, balancing the clutch slippage time and the clutch engagement rate, making the starting process both smooth and fast.
[0033] Figure 2This is a flow chart of a clutch torque control method provided by an embodiment of the present invention. This embodiment is applicable to the case where a commercial vehicle starts with an electronically controlled mechanical automatic transmission. The method can be executed by a clutch torque control device, which can be implemented in the form of hardware and / or software. The clutch torque control device can be configured in electronic devices such as personal computers and servers. Figure 1 As shown, the method includes:
[0034] Step S101 : In the first stage, the clutch torque is increased from zero to the transmission torque T1 according to the first torque change rate.
[0035] Optionally, the clutch is matched with an electronically controlled mechanical automatic transmission.
[0036] Figure 3 A schematic diagram of torque variation provided for an embodiment of the present invention. It includes three stages, namely, the first stage, the second stage, and the third stage. From the first stage to the third stage, the clutch is in the engagement process, used to transmit dynamic friction torque. The first stage is the stage of overcoming vehicle resistance. In the first stage, the clutch friction torque gradually increases. When the clutch torque reaches the transmission torque, the clutch is at the friction point. In the second stage, the clutch friction torque gradually exceeds the driving resistance, and the output speed gradually increases until it is consistent with the input shaft speed. The third stage is the stage of transmitting static friction torque.
[0037] Optionally, increasing the clutch torque from zero to the transmission torque T1 according to the first torque change rate may be implemented as follows:
[0038] An initial rate of change is determined based on the accelerator pedal and driving resistance; the initial rate of change is scaled based on the starting gear to obtain a real-time first torque rate of change; the clutch torque is increased from zero based on the initial rate of change, and the increase in the clutch torque is adjusted in real time based on the first torque rate of change until the clutch torque value is increased to the transmission torque.
[0039] In the first stage, the clutch target torque can be set to transfer torque T1. Transfer torque T1 can be a calibrated value set to ensure the clutch reaches the friction point, achieved through a first torque rate of change dT1. Transfer torque T1 can range from 30 Nm to 50 Nm. This first torque rate of change dT1 is calibrated based on the accelerator pedal and the current gear position, and scaled by driving resistance. Adjusting this first torque rate of change dT1 controls how quickly the clutch reaches the friction point.
[0040] Step S102, in the second stage, determine the target torque T2 according to the starting torque and the environmental parameter K; determine the boundary torque according to the transfer torque and the target torque; determine the second torque change rate dT2 according to the boundary torque; and increase the torque from the transfer torque T1 to the target torque T2 according to the second torque change rate dT2.
[0041] Optionally, the target torque T2 is determined according to the starting torque and the environmental parameter K, which can be implemented as follows:
[0042] An environmental parameter K is determined based on atmospheric pressure, clutch temperature, accelerator pedal pressure, and the driving resistance of the current gear. This environmental parameter is multiplied by the starting torque to obtain the target torque T2. The starting torque is calibrated in the second phase using the accelerator pedal pressure and driving resistance and scaled by the starting gear.
[0043] Optionally, determining the demarcation torque according to the transmission torque and the target torque may be implemented as follows:
[0044] An average value of the transmission torque and the target torque is defined as the boundary torque Tm.
[0045] Determining the second torque change rate according to the boundary torque can be implemented as follows:
[0046] When the clutch torque is greater than the transmission torque and less than the threshold torque, the first torque change rate dT1 is scaled according to the magnitude of the clutch torque. The closer the clutch torque is to the threshold torque Tm, the greater the first torque change rate dT1.
[0047] When the clutch torque is greater than the boundary torque and less than the target torque, the second torque change rate dT2 is used as the basic torque change rate. The closer the clutch torque is to the target torque T2, the greater the second torque change rate dT2.
[0048] After the clutch torque reaches the transfer torque T1, the second stage of torque control is entered, and the clutch target torque T2 is set. The target torque is calculated as follows: T2 = environmental parameter K * starting torque.
[0049] The environmental parameter K is determined by the atmospheric pressure K1, the clutch temperature K2, the accelerator pedal K3, and the driving resistance of the current gear K4.
[0050] Optionally, the driving resistances for different gears are pre-configured, and the driving resistance K4 for the current gear is determined by the current gear of the vehicle.
[0051] The environmental parameter K is the product of the atmospheric pressure K1 , the clutch temperature K2 , the accelerator pedal K3 , and the driving resistance K4 of the current gear.
[0052] Among them, the values of atmospheric pressure K1, clutch temperature K2, accelerator pedal K3 and driving resistance K4 of the current gear are between 0-1.
[0053] For example, atmospheric pressure K1 and clutch temperature K2 can be set to 1. The accelerator pedal K3 is pre-calibrated based on the vehicle's throttle type and can be set to 0.6. The driving resistance K4 is pre-calibrated for different gears, increasing with gear. For example, the driving resistance K4 for first gear is 0.6, for second gear is 0.7, for third gear is 0.8, for fourth gear is 0.9, and so on.
[0054] The process from the transmission torque T1 to the target torque T2 is achieved through the torque change rate dT2. In order to prevent the jitter of the output shaft speed caused by the sudden change of torque, the second torque change rate dT2 may not be a fixed value. Optionally, the torque value at Tm = (T1 + T2) / 2 is used as the demarcation torque. When the clutch torque is between the transmission torque T1 and the demarcation torque Tm, the first torque change rate dT1 is used as the basic torque change rate, and the first torque change rate dT1 is reduced or amplified according to the size of the clutch torque. The closer the clutch torque is to the demarcation torque Tm, the greater the first change rate dT1 of the clutch torque. When the clutch torque is between the demarcation torque Tm and the target torque T2, the second torque change rate dT2 is used as the basic torque change rate, and the closer the clutch torque is to the target torque T2, the greater the second torque change rate dT2 of the clutch torque.
[0055] Step S103 : In the third stage, the clutch torque is controlled according to the third torque change rate dT3 .
[0056] Optionally, controlling the clutch torque according to the third torque change rate may be implemented as follows:
[0057] The third torque change rate dT3 is less than the second torque change rate dT2. The third torque change rate dT3 is calibrated by the accelerator pedal and the driving resistance in the third stage and obtained by scaling the starting gear. When the vehicle acceleration exceeds the threshold and maintains a preset time, the third torque change rate dT3 is frozen to zero.
[0058] When the clutch torque reaches the target torque T2, the clutch is controlled by the third torque change rate dT3. The third torque change rate dT3 is less than the second torque change rate dT2. The third torque change rate dT3 can be calibrated according to the accelerator pedal and driving resistance, and can be scaled according to the gear position. When the vehicle acceleration exceeds a certain threshold and maintains for a period of time, the third torque change rate dT3 is frozen to 0 to prevent clutch jitter and ensure smooth start. The threshold can be 1.5 m / s2 (m / s2 ), the duration is calibrated according to the requirements, for example, 50 milliseconds (ms).
[0059] The clutch torque control method according to an embodiment of the present invention comprises: in a first stage, increasing the clutch torque from zero to the transfer torque T1 according to a first torque change rate dT1; in a second stage, determining a target torque T2 according to the starting torque and an environmental parameter K; determining a cutoff torque according to the transfer torque and the target torque; determining a second torque change rate dT2 according to the cutoff torque; increasing the torque from the transfer torque T1 to the target torque T2 according to the second torque change rate dT2; and in a third stage, controlling the clutch torque according to a third torque change rate dT3. Compared to current vehicle starting methods that use a fixed torque, the clutch torque control method provided by the embodiment of the present invention can control the clutch torque using corresponding torque change rates in three stages, thereby achieving precise control of the clutch torque according to different starting stages. This prevents engine stalling due to insufficient clutch torque, improves starting reliability, and avoids vehicle starting shock due to excessive clutch torque, thereby reducing wear on transmission components and increasing their service life. By controlling the clutch torque in three stages, the clutch torque change rates vary in different stages, further improving the accuracy of clutch torque control and enhancing starting smoothness.
[0060] Figure 4 A schematic flow chart of a clutch torque control method provided in an embodiment of the present invention includes:
[0061] Step S201: In the first stage, an initial change rate is determined according to the accelerator pedal and the driving resistance; the initial change rate is scaled according to the starting gear to obtain a real-time first torque change rate.
[0062] Step S202 : Starting from zero, the clutch torque is increased according to the initial change rate, and the increase amplitude of the clutch torque is adjusted in real time according to the first torque change rate dT1 until the clutch torque value is increased to the transmission torque T1 .
[0063] Step S203: In the second stage, determine the environmental parameter K based on the atmospheric pressure, clutch temperature, accelerator pedal and driving resistance of the current gear; multiply the environmental parameter by the starting torque to obtain the target torque T2.
[0064] Step S204: The average of the transfer torque and the target torque is used as the threshold torque Tm. When the clutch torque is greater than the transfer torque T1 and less than the threshold torque Tm, the first torque change rate dT1 is scaled according to the clutch torque. The closer the clutch torque is to the threshold torque Tm, the greater the first torque change rate dT1. When the clutch torque is greater than the threshold torque Tm and less than the target torque T2, the second torque change rate dT2 is used as the base torque change rate. The closer the clutch torque is to the target torque T2, the greater the second torque change rate dT2.
[0065] Step S205 : In the third stage, the clutch torque is controlled according to the third torque change rate dT3 .
[0066] The third torque rate of change is less than the second torque rate of change. The third torque rate of change is calibrated using the accelerator pedal and driving resistance in the third stage and scaled by the starting gear. When the vehicle acceleration exceeds a threshold and remains constant for a predetermined period, the third torque rate of change dT3 is frozen to zero.
[0067] The clutch is mated to an electronically controlled mechanical automatic transmission. From the first to the third stage, the clutch is engaged, transmitting dynamic friction torque. The first stage is the stage for overcoming vehicle resistance, during which the clutch friction torque gradually increases. When the clutch torque reaches the transfer torque, the clutch reaches the friction point. In the second stage, the clutch friction torque gradually exceeds the driving resistance, and the output speed gradually increases until it matches the input shaft speed. The third stage is the stage for transmitting static friction torque.
[0068] Figure 5 This is a schematic diagram of the structure of a clutch torque control device provided by an embodiment of the present invention. This embodiment is applicable to the case where a commercial vehicle starts through an electronically controlled mechanical automatic transmission. The clutch torque control device can be implemented in the form of hardware and / or software. The clutch torque control device can be configured in electronic devices such as personal computers and servers. Figure 5 As shown, the device includes: a first torque control module 31 , a second torque control module 32 and a third torque control module 33 .
[0069] A first torque control module 31 is configured to increase the clutch torque from zero to a transmission torque according to a first torque change rate in a first stage;
[0070] The second torque control module 32 is configured to, in the second stage, determine a target torque based on the starting torque and environmental parameters; determine a cutoff torque based on the transfer torque and the target torque; determine a second torque change rate based on the cutoff torque; and increase the torque from the transfer torque to the target torque based on the second torque change rate;
[0071] The third torque control module 33 is configured to control the clutch torque according to a third torque change rate in a third stage.
[0072] Based on the above embodiment, optionally, the first torque control module 31 is configured to: determine an initial change rate according to the accelerator pedal and the driving resistance;
[0073] Scaling the initial change rate according to the starting gear to obtain a real-time first torque change rate;
[0074] The clutch torque is increased from zero according to the initial change rate, and the increase amplitude of the clutch torque is adjusted in real time according to the first torque change rate until the clutch torque value is increased to the transmission torque.
[0075] Based on the above embodiment, optionally, the second torque control module 32 is configured to determine the target torque according to the starting torque and the environmental parameter K, including:
[0076] Determine environmental parameters based on atmospheric pressure, clutch temperature, accelerator pedal, and driving resistance of the current gear;
[0077] The target torque is obtained by multiplying the environmental parameter by the starting torque, where the starting torque is obtained by calibrating the accelerator pedal and the driving resistance in the second stage and scaling the starting gear.
[0078] Based on the above embodiment, optionally, the second torque control module 32 is configured to determine the demarcation torque according to the transfer torque and the target torque, including:
[0079] An average value of the transmission torque and the target torque is used as the boundary torque.
[0080] Based on the above embodiment, optionally, the second torque control module 32 is configured to determine the second torque change rate according to the boundary torque, including:
[0081] When the clutch torque is greater than the transmission torque and less than the threshold torque, the first torque change rate is scaled according to the magnitude of the clutch torque. The closer the clutch torque is to the threshold torque, the greater the first torque change rate.
[0082] When the clutch torque is greater than the boundary torque and less than the target torque, the second torque change rate is used as the basic torque change rate. The closer the clutch torque is to the target torque, the greater the second torque change rate.
[0083] Based on the above embodiment, optionally, the third torque control module 33 is configured to control the clutch torque according to the third torque change rate, including:
[0084] The third torque change rate is less than the second torque change rate, and the third torque change rate is obtained by calibrating the accelerator pedal and the driving resistance in the third stage and scaling the starting gear;
[0085] When the vehicle acceleration exceeds a threshold and is maintained for a preset time period, the third torque change rate is frozen to zero.
[0086] Based on the above embodiment, optionally, the clutch is matched with an electronically controlled mechanical automatic transmission;
[0087] From the first stage to the third stage, the clutch is in the engagement process, for transmitting dynamic friction torque;
[0088] The first stage is the stage of overcoming vehicle resistance. During the first stage, the clutch friction torque gradually increases. When the clutch torque reaches the transmission torque, the clutch is at the friction point. During the second stage, the clutch friction torque gradually exceeds the driving resistance, and the output speed gradually increases until it is consistent with the input shaft speed. The third stage is the stage of transmitting static friction torque.
[0089] The clutch torque control device according to an embodiment of the present invention comprises a first torque control module 31 for increasing the clutch torque from zero to the transfer torque according to a first torque change rate in the first stage. A second torque control module 32 is configured to determine a target torque according to the starting torque and environmental parameters in the second stage; determine a cutoff torque according to the transfer torque and the target torque; determine a second torque change rate according to the cutoff torque; and increase the torque from the transfer torque to the target torque according to the second torque change rate. A third torque control module 33 is configured to control the clutch torque according to the third torque change rate in the third stage. Compared to current vehicle launch methods that use a fixed torque, the clutch torque control device according to an embodiment of the present invention can control the clutch torque using corresponding torque change rates in three stages, thereby achieving precise control of the clutch torque according to different starting stages. This prevents engine stalling due to insufficient clutch torque, improves starting reliability, and avoids vehicle start shock due to excessive clutch torque, reducing wear on transmission components and increasing their service life. By controlling the clutch torque in three stages, the clutch torque change rates vary in different stages, further improving the accuracy of clutch torque control and enhancing starting smoothness.
[0090] The clutch torque control device provided in the embodiment of the present invention can execute the clutch torque control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.
[0091] Figure 6 1 is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. The electronic device 10 is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or required herein.
[0092] like Figure 6As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., which is communicatively connected to the at least one processor 11. The memory stores a computer program that can be executed by the at least one processor. The processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 into the random access memory (RAM) 13. Various programs and data required for the operation of the electronic device 10 can also be stored in the RAM 13. The processor 11, ROM 12, and RAM 13 are connected to each other via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.
[0093] Multiple components in electronic device 10 are connected to I / O interface 15, including an input unit 16, such as a touch screen; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a disk; and a communication unit 19, such as a network card, a wireless communication transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.
[0094] 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 dedicated 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 clutch torque control method.
[0095] In some embodiments, the clutch torque control method can be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the clutch torque control method described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to execute the clutch torque control method in any other suitable manner (e.g., via firmware).
[0096] Various embodiments of the systems and techniques described herein 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), 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.
[0097] Computer programs for implementing the clutch torque control method of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that, when executed by the processor, the computer programs implement the functions / operations specified in the flowcharts and / or block diagrams. The computer programs can 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.
[0098] An embodiment of the present invention further provides a computer-readable storage medium storing computer instructions, wherein the computer instructions are used to cause a processor to execute a clutch torque control method, characterized by comprising:
[0099] In the first stage, the clutch torque is increased from zero to the transmission torque according to a first torque change rate;
[0100] In the second stage, a target torque is determined based on the starting torque and environmental parameters; a split torque is determined based on the transfer torque and the target torque; a second torque change rate is determined based on the split torque; and the torque is increased from the transfer torque to the target torque based on the second torque change rate.
[0101] In the third phase, the clutch torque is controlled according to a third torque change rate.
[0102] Based on the above embodiment, optionally, increasing the clutch torque from zero to the transmission torque according to the first torque change rate includes:
[0103] Determine the initial rate of change based on the accelerator pedal and driving resistance;
[0104] Scaling the initial change rate according to the starting gear to obtain a real-time first torque change rate;
[0105] The clutch torque is increased from zero according to the initial change rate, and the increase amplitude of the clutch torque is adjusted in real time according to the first torque change rate until the clutch torque value is increased to the transmission torque.
[0106] Based on the above embodiment, optionally, determining the target torque according to the starting torque and the environmental parameter K includes:
[0107] Determine environmental parameters based on atmospheric pressure, clutch temperature, accelerator pedal, and driving resistance of the current gear;
[0108] The target torque is obtained by multiplying the environmental parameter by the starting torque, where the starting torque is obtained by calibrating the accelerator pedal and the driving resistance in the second stage and scaling the starting gear.
[0109] Based on the above embodiment, optionally, determining the boundary torque according to the transfer torque and the target torque includes:
[0110] An average value of the transmission torque and the target torque is used as the boundary torque.
[0111] Based on the above embodiment, optionally, determining the second torque change rate according to the boundary torque includes:
[0112] When the clutch torque is greater than the transmission torque and less than the threshold torque, the first torque change rate is scaled according to the magnitude of the clutch torque. The closer the clutch torque is to the threshold torque, the greater the first torque change rate.
[0113] When the clutch torque is greater than the boundary torque and less than the target torque, the second torque change rate is used as the basic torque change rate. The closer the clutch torque is to the target torque, the greater the second torque change rate.
[0114] Based on the above embodiment, optionally, controlling the clutch torque according to the third torque change rate includes:
[0115] The third torque change rate is less than the second torque change rate, and the third torque change rate is obtained by calibrating the accelerator pedal and the driving resistance in the third stage and scaling the starting gear;
[0116] When the vehicle acceleration exceeds a threshold and is maintained for a preset time period, the third torque change rate is frozen to zero.
[0117] Based on the above embodiment, optionally, the clutch is matched with an electronically controlled mechanical automatic transmission;
[0118] From the first stage to the third stage, the clutch is in the engagement process, for transmitting dynamic friction torque;
[0119] The first stage is the stage of overcoming vehicle resistance. During the first stage, the clutch friction torque gradually increases. When the clutch torque reaches the transmission torque, the clutch is at the friction point. During the second stage, the clutch friction torque gradually exceeds the driving resistance, and the output speed gradually increases until it is consistent with the input shaft speed. The third stage is the stage of transmitting static friction torque.
[0120] 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.
[0121] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic 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 electronic 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).
[0122] 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.
[0123] 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.
[0124] 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.
[0125] 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 clutch torque control method, characterized in that: include: In the first stage, the clutch torque is increased from zero to the transmission torque according to a first torque change rate; In the second stage, the target torque is determined based on the starting torque and environmental parameters; determining a boundary torque according to the transmission torque and the target torque; determining a second torque change rate according to the boundary torque; increasing the torque from the transmission torque to the target torque according to the second torque change rate; In the third phase, the clutch torque is controlled according to a third torque change rate.
2. The method according to claim 1, characterized in that Increasing the clutch torque from zero to a transfer torque according to a first torque change rate includes: Determine the initial rate of change based on the accelerator pedal and driving resistance; Scaling the initial change rate according to the starting gear to obtain a real-time first torque change rate; The clutch torque is increased from zero according to the initial change rate, and the increase amplitude of the clutch torque is adjusted in real time according to the first torque change rate until the clutch torque value is increased to the transmission torque.
3. The method according to claim 1, characterized in that The target torque is determined based on the starting torque and environmental parameters, including: Determine environmental parameters based on atmospheric pressure, clutch temperature, accelerator pedal, and driving resistance of the current gear; The target torque is obtained by multiplying the environmental parameter by the starting torque, where the starting torque is obtained by calibrating the accelerator pedal and the driving resistance in the second stage and scaling the starting gear.
4. The method according to claim 3, characterized in that Determining the boundary torque according to the transfer torque and the target torque includes: An average value of the transmission torque and the target torque is used as the boundary torque.
5. The method according to claim 4, characterized in that Determining a second torque change rate according to the boundary torque includes: When the clutch torque is greater than the transmission torque and less than the threshold torque, the first torque change rate is scaled according to the magnitude of the clutch torque. The closer the clutch torque is to the threshold torque, the greater the first torque change rate. When the clutch torque is greater than the boundary torque and less than the target torque, the second torque change rate is used as the basic torque change rate. The closer the clutch torque is to the target torque, the greater the second torque change rate.
6. The method according to claim 1, characterized in that Controlling the clutch torque according to a third torque change rate includes: The third torque change rate is less than the second torque change rate, and the third torque change rate is obtained by calibrating the accelerator pedal and the driving resistance in the third stage and scaling the starting gear; When the vehicle acceleration exceeds a threshold and is maintained for a preset time period, the third torque change rate is frozen to zero.
7. The method according to claim 1, characterized in that The clutch is matched with an electronically controlled mechanical automatic transmission; From the first stage to the third stage, the clutch is in the engagement process, for transmitting dynamic friction torque; The first stage is the stage of overcoming vehicle resistance. During the first stage, the clutch friction torque gradually increases. When the clutch torque reaches the transmission torque, the clutch is at the friction point. During the second stage, the clutch friction torque gradually exceeds the driving resistance, and the output speed gradually increases until it is consistent with the input shaft speed. The third stage is the stage of transmitting static friction torque.
8. A clutch torque control device, characterized in that: include: a first torque control module configured to increase the clutch torque from zero to a transmission torque according to a first torque change rate in a first stage; a second torque control module, configured to determine a target torque according to the starting torque and environmental parameters in the second stage; determining a boundary torque according to the transmission torque and the target torque; determining a second torque change rate according to the boundary torque; increasing the torque from the transmission torque to the target torque according to the second torque change rate; The third torque control module is configured to control the clutch torque according to a third torque change rate in a third phase.
9. An electronic device, characterized in that: The electronic device comprises: at least one processor; and a memory communicatively connected to the at least one processor; wherein, 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 clutch torque control method according to any one of claims 1 to 7.
10. 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 clutch torque control method according to any one of claims 1 to 7 when executed.