Self-adaption method and device for half joint point of lock-up clutch, vehicle and medium

Abstract

The invention provides a self-adaption method and device for a semi-combination point of a lock-up clutch, a vehicle and a medium, the method is applied to the field of vehicles, and the method comprises the steps that the current actual torque value of an engine of the vehicle and the current actual slip frequency of the lock-up clutch are obtained; based on the current actual torque value of the engine and the current actual slip frequency of the lock-up clutch, the current current compensation amount is determined; and the driving current of the lock-up clutch is adjusted based on the current current compensation amount until the actual slip frequency of the lock-up clutch meets the target slip frequency interval. According to the method, the slip frequency of the lock-up clutch can be detected, the height of the semi-engagement point of the lock-up clutch is evaluated, then the self-adaptive compensation amount of the next semi-engagement point of the lock-up clutch is determined, and the slip frequency of the lock-up clutch is finally maintained in the target slip frequency interval through cyclic evaluation, so that the self-adaptive compensation amount of the semi-engagement point of the lock-up clutch is determined. Therefore, the optimal lock-up clutch semi-combination point of different transmissions can be accurately found, and the control quality of the lock-up clutch is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more particularly, to a method, device, vehicle, and medium for adaptively controlling a half-engagement point of a locking clutch in the field of vehicles. Background Art

[0002] The lockup clutch is a key component in automatic and hybrid automatic transmissions. Its primary function is to optimize torque transfer by controlling the power coupling between the engine and transmission during vehicle operation, thereby improving fuel economy, reducing transmission losses, and enhancing driving comfort. With the continuous advancement of automotive technology, higher requirements are being placed on the control precision and adaptability of the lockup clutch to meet increasingly stringent environmental and performance standards.

[0003] In related technologies, many OEMs perform initial learning on the half-engagement point of the lock-up clutch when the transmission rolls off the production line to determine its optimal operating point under specific operating conditions. However, the half-engagement point of the lock-up clutch will not be corrected during the entire service life of the subsequent vehicle.

[0004] However, the learning of the half-engagement point of the lockup clutch in the above method is mainly focused on the initial setting when the vehicle leaves the factory, and lacks a real-time correction mechanism during the vehicle's service life cycle. This leads to inconsistent control effects of the lockup clutch after the vehicle has undergone a period of running-in and durability testing. The driving experience varies greatly between different vehicles and needs to be solved urgently. Summary of the Invention

[0005] The present application provides an adaptive method, device, vehicle and medium for the half-engagement point of a lock-up clutch. The method can detect the slip of the lock-up clutch, evaluate the height of the half-engagement point of the lock-up clutch, and then determine the adaptive compensation amount of the next half-engagement point of the lock-up clutch. The evaluation is repeated in this way, and the slip of the lock-up clutch is finally maintained within the target slip range, thereby accurately finding the optimal half-engagement point of the lock-up clutch for different transmissions and improving the control quality of the lock-up clutch.

[0006] In a first aspect, an adaptive method for a half-engagement point of a locking clutch is provided, the method comprising the following steps: obtaining a current actual engine torque value and a current actual slip of the locking clutch of a vehicle; determining a current current compensation amount based on the current actual engine torque value and the current actual slip of the locking clutch; and adjusting a driving current of the locking clutch based on the current current compensation amount until the actual slip of the locking clutch satisfies a target slip range.

[0007] Through the above technical solution, by detecting the slip of the lock-up clutch, the height of the lock-up clutch half-engagement point is evaluated, and then the adaptive compensation amount of the next lock-up clutch half-engagement point is determined. This cyclic evaluation eventually maintains the slip of the lock-up clutch within the target slip range, thereby accurately finding the optimal lock-up clutch half-engagement point for different transmissions and improving the control quality of the lock-up clutch.

[0008] In combination with the first aspect, in some possible implementations, the current current compensation amount is determined based on the current engine actual torque value and the current actual slip of the locking clutch, including: controlling the locking clutch of the vehicle to enter a preset pressure state, and controlling the engine actual torque to be less than a preset torque value; obtaining the duration of the locking clutch entering the preset pressure state, and when the duration is greater than a first preset duration, determining the target slip range of the locking clutch based on the current engine actual torque value; and determining the current current compensation amount according to the target slip range and the current actual slip of the locking clutch.

[0009] By controlling the lockup clutch at a preset pressure and limiting engine torque, the control system can more accurately assess and adjust the actual operating state of the lockup clutch. This approach ensures that lockup clutch slip is accurately measured and adjusted during the adaptive learning process, thereby improving control precision.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, before obtaining the current actual engine torque value and the current actual slip of the locking clutch, it also includes: obtaining a first control parameter set of the vehicle; based on the first control parameter set, judging whether the vehicle meets the preset adaptive preconditions, so as to obtain the current actual engine torque value and the current actual slip of the locking clutch when the vehicle meets the preset adaptive preconditions.

[0011] Through the above technical solution, by detecting the preset adaptive preconditions, it is possible to ensure that the adaptive process is carried out under safe and stable conditions, thereby improving reliability and stability.

[0012] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the first control parameter set includes at least one of the transmission input speed, throttle opening, driving slope, braking status, actual gear position and oil temperature.

[0013] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the determining whether the vehicle meets the preset adaptive precondition based on the first control parameter set includes: determining whether the transmission input speed is less than a first preset threshold value, whether the throttle opening is less than a second preset threshold value, whether the driving slope is in a preset slope range, whether the braking state is a preset braking state, whether the actual gear is in the target gear, whether the oil temperature is in a preset temperature range, and whether the duration for which the actual gear is in the target gear is greater than a second preset time; when the transmission input speed is less than the first preset threshold value, and the throttle opening is less than the second preset threshold value, and the driving slope is in the preset slope range, and the braking state is the preset braking state, and the actual gear is in the target gear, and the oil temperature is in the preset temperature range, and the duration for which the actual gear is in the target gear is greater than the second preset time, it is determined that the vehicle meets the preset adaptive precondition.

[0014] Through the above technical solution, through the comprehensive judgment of the above multiple adaptive prerequisites, it is possible to ensure that the vehicle is in a relatively stable and controllable operating state before entering the adaptive process, thereby improving the accuracy and reliability of adaptive learning.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when determining the current current compensation amount based on the current actual engine torque value and the current actual slip of the locking clutch, and adjusting the driving current of the locking clutch based on the current current compensation amount, it also includes: obtaining a second control parameter set of the vehicle, and based on the second control parameter set, determining whether the vehicle meets the preset adaptive exit condition; if the vehicle meets the preset adaptive exit condition, deactivating the adaptive request.

[0016] The above technical solution ensures that the adaptive process is carried out safely and stably by detecting the preset adaptive exit conditions. This not only improves reliability and stability, but also avoids system failures or driving discomfort caused by abnormal operating conditions.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the preset adaptive exit condition is: the absolute value of the engine torque gradient is greater than or equal to the third preset threshold; the current engine actual torque value is greater than the first preset interval; the current locking clutch actual slip is greater than the second preset interval; the throttle opening is greater than the fourth preset threshold; the adaptive time is greater than the third preset time.

[0018] Through the above technical solution, by setting the above adaptive exit conditions, it can be ensured that the adaptive process of the locking clutch is carried out under safe, stable and effective conditions, which can not only improve reliability and stability, but also optimize the efficiency of adaptive learning and improve driving comfort.

[0019] In a second aspect, a self-adaptive device for a locking clutch half-engagement point is provided, the device comprising: An acquisition module, used to acquire the current actual engine torque value and the current actual slip of the lock-up clutch of the vehicle; a determination module, configured to determine a current current compensation amount based on the current actual engine torque value and the current actual slip of the lock-up clutch; An adjustment module is configured to adjust the driving current of the lockup clutch based on the current current compensation amount until the actual slip of the lockup clutch satisfies a target slip range.

[0020] With reference to the second aspect, in some possible implementations, the determining module is specifically configured to: controlling a lockup clutch of the vehicle to enter a preset pressure state, and controlling an actual engine torque to be less than a preset torque value; obtaining a duration of the lockup clutch entering the preset pressure state, and determining the target slip range of the lockup clutch based on the current actual engine torque value when the duration is greater than a first preset duration; The current current compensation amount is determined according to the target slip range and the current actual slip of the lock-up clutch.

[0021] In combination with the second aspect and the above implementations, in some possible implementations, before obtaining the current actual engine torque value and the current actual slip of the lock-up clutch, the obtaining module further includes: an acquiring unit, configured to acquire a first control parameter set of the vehicle; A judgment unit is used to judge whether the vehicle meets a preset adaptive prerequisite based on the first control parameter set, so as to obtain a current actual engine torque value and a current actual slip of the lock-up clutch when the vehicle meets the preset adaptive prerequisite.

[0022] In combination with the second aspect and the above-mentioned implementation, in some possible implementations, the first control parameter set includes at least one of the transmission input speed, throttle opening, driving slope, braking status, actual gear position and oil temperature.

[0023] In combination with the second aspect and the above implementation, in some possible implementations, the judgment unit is specifically configured to: determining whether the transmission input speed is less than a first preset threshold, whether the throttle opening is less than a second preset threshold, whether the driving slope is within a preset slope range, whether the braking state is within a preset braking state, whether the actual gear is in a target gear, whether the oil temperature is within a preset temperature range, and whether a duration for which the actual gear is in the target gear is greater than a second preset duration; When the transmission input speed is less than the first preset threshold, and the throttle opening is less than the second preset threshold, and the driving slope is in the preset slope range, and the braking state is the preset braking state, and the actual gear is in the target gear, and the oil temperature is in the preset temperature range, and the duration for which the actual gear is in the target gear is greater than the second preset duration, it is determined that the vehicle meets the preset adaptive prerequisite.

[0024] In combination with the second aspect and the above implementations, in certain possible implementations, when determining the current current compensation amount based on the current actual engine torque value and the current actual slip of the lockup clutch, and adjusting the drive current of the lockup clutch based on the current current compensation amount, the adjustment module is further configured to: obtaining a second control parameter set for the vehicle, and determining, based on the second control parameter set, whether the vehicle satisfies a preset adaptive exit condition; In a case where the vehicle satisfies the preset adaptation exit condition, the adaptation request is deactivated.

[0025] In combination with the second aspect and the above implementation, in some possible implementations, the preset adaptive exit condition is: The absolute value of the engine torque gradient is greater than or equal to a third preset threshold; The current actual engine torque value is greater than a first preset range; The current actual slip of the lock-up clutch is greater than a second preset range; The throttle opening is greater than a fourth preset threshold; The adaptive duration is greater than the third preset duration.

[0026] In a third aspect, a vehicle is provided, comprising the adaptive method for the half-engagement point of the locking clutch as described in the above embodiment.

[0027] In a fourth aspect, a computer program product is provided, which includes: computer program code, which, when running on a computer, enables the computer to execute the adaptive method of the half-engagement point of the locking clutch in the above-mentioned first aspect or any possible implementation of the first aspect.

[0028] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code is run on a computer, the computer executes the adaptive method of the half-engagement point of the locking clutch in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 A schematic flow chart of a method for self-adapting a locking clutch half-engagement point according to an embodiment of the present application; Figure 2 A schematic diagram of a power system according to an embodiment of the present application; Figure 3 A schematic diagram of a curve illustrating the adaptive principle of the half-engagement point of a locking clutch according to an embodiment of the present application; Figure 4 A schematic flow chart of another method for self-adapting the half-engagement point of a locking clutch provided in an embodiment of the present application; Figure 5 A block diagram of an adaptive device for a half-engagement point of a locking clutch provided in an embodiment of the present application; Figure 6 This is a schematic structural diagram of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0030] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0031] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0032] As the automotive industry moves toward higher efficiency, energy conservation, and intelligent driving, vehicle transmission technology is also evolving. Automatic and hybrid automatic transmissions, as crucial components of modern vehicle transmission systems, directly impact a vehicle's power delivery efficiency, fuel economy, and driving comfort. The lockup clutch, a key component, precisely controls the power coupling between the engine and transmission under varying operating conditions, ensuring optimal transmission performance and driving experience.

[0033] In existing automatic transmission technology, learning the lockup clutch's half-engagement point is a critical step. Many OEMs perform initial learning of the lockup clutch's half-engagement point upon transmission rolloff to determine its optimal operating point under specific operating conditions. This learning process is typically based on the vehicle's static conditions at the time of shipment, determining the half-engagement point by measuring the lockup clutch's slip. However, this learning process is typically static, performed only once at the time of shipment, with no subsequent dynamic adjustment of the lockup clutch's half-engagement point. Because the lockup clutch is affected by various factors in actual operation, such as vehicle wear, driving habits, and environmental changes, its slippage state is highly variable, lacking stable operating conditions. This results in inconsistent lockup clutch control over time, resulting in significant differences in driving experience between vehicles and failing to meet the high fuel efficiency and driving comfort requirements of modern vehicles.

[0034] Therefore, based on the above problems, a strategy that can adaptively adjust the half-engagement point of the locking clutch in real time is needed to ensure that the best control effect is maintained throughout its entire service life.

[0035] Figure 1 This is a schematic flow chart of an adaptive method for a half-engagement point of a locking clutch provided in an embodiment of the present application.

[0036] For example, Figure 1 As shown, the adaptive method of the half-engagement point of the locking clutch includes the following steps: In step S101 , the current actual engine torque value and the current actual slip of the lock-up clutch of the vehicle are obtained.

[0037] As can be understood, slip refers to the speed difference between two rotating components. In a lock-up clutch, slip refers to the difference between the turbine shaft speed and the engine output shaft speed. It reflects the degree of speed asynchrony between the engine and transmission and is an important indicator for determining the clutch's operating state. Changes in slip directly reflect the lock-up clutch's engagement level and torque transfer efficiency, making it a key parameter for achieving precise control of the lock-up clutch. Therefore, the purpose of this application is to maintain the actual slip of the lock-up clutch within a target range through a continuous adaptive process (i.e., to find the optimal lock-up clutch half-engagement point (optimal KP point) under the current operating conditions).

[0038] Specifically, if Figure 2As shown in the figure, during coasting in D gear (drive), before the lockup clutch half-engagement point is adapted, the lockup clutch target pressure can be set to a nominal value as the optimal KP point and maintained constant for the initial learning phase. To ensure the stability of the adaptive process, the engine torque can be limited to a constant level. In this case, the turbine shaft speed (A) will be higher than the engine output shaft speed (B) due to the backlash effect of the transmission output shaft. When the actual lockup clutch pressure approaches the optimal KP point, the difference between the engine output shaft speed and the turbine shaft speed (C = B - A) will approach a pre-set calibration range. This process is used to determine whether the lockup clutch is in the optimal engagement state and provides a basis for subsequent adaptive learning.

[0039] Therefore, during vehicle driving (specifically, in the D gear (drive gear) coasting condition), in order to achieve precise control of the lockup clutch, the vehicle's sensors and control system can be used to obtain the current actual engine torque value and the current actual lockup clutch slip (i.e., the difference between the engine output shaft speed and the turbine shaft speed) in real time. Through the current actual engine torque value and the current actual lockup clutch slip, it can be determined whether the lockup clutch is in the optimal engagement state.

[0040] In step S102 , a current current compensation amount is determined based on the current actual engine torque value and the current actual slip of the lock-up clutch.

[0041] Specifically, based on the current actual engine torque value and the current actual slip of the lock-up clutch, the height of the vehicle's lock-up clutch half-engagement point can be evaluated. If the lock-up clutch half-engagement point is determined to be in the optimal engagement state after evaluation, the current current compensation amount (i.e., the single current compensation amount) KPAdpCurOfsRq can be further determined. This current compensation amount is used to fine-tune the drive current of the lock-up clutch to accurately adjust the engagement degree of the lock-up clutch and ensure that the lock-up clutch operates in the optimal engagement state.

[0042] For ease of understanding, the following describes in detail how to determine the current current compensation amount based on the current actual engine torque value and the current actual slip of the lock-up clutch.

[0043] As a possible implementation method, in some embodiments, the current current compensation amount is determined based on the current actual engine torque value and the current actual slip of the locking clutch, including: controlling the vehicle's locking clutch to enter a preset pressure state, and controlling the engine actual torque to be less than the preset torque value; obtaining the duration of the locking clutch entering the preset pressure state, and when the duration is greater than the first preset duration, determining the target slip range of the locking clutch based on the current actual engine torque value; determining the current current compensation amount according to the target slip range and the current actual slip of the locking clutch.

[0044] Specifically, at the beginning of adaptive learning, the control system can first control the lockup clutch to enter a preset pressure state. Specifically, the lockup clutch pressure is controlled to a preset value, a nominal value (serving as a temporary optimal KP point), and maintained constant for the initial learning phase. To ensure the stability of the adaptive process, the engine torque can be limited to less than a preset value (e.g., 5 N·m). This is because changes in engine torque can affect the slip of the lockup clutch, thereby interfering with the learning process. By limiting the engine torque to a fixed value, a constant learning condition is created. After the lockup clutch has been in the preset pressure state for a certain period of time (i.e., the duration of the lockup clutch in the preset pressure state exceeds a first preset time (e.g., 5 seconds)), it can enter the "slip estimation adaptive state." In this state, the control system determines the target slip range for the lockup clutch based on the current actual engine torque by looking up the torque-slip mapping table (shown in Table 1). The target slip range to be maintained by the lockup clutch varies under different engine torques to ensure consistent drivability. By comparing the difference between the target slip range and the actual slip under the current actual engine torque value, it is possible to evaluate whether the actual pressure of the lock-up clutch reaches or is close to the optimal KP point.

[0045] For example, if the engine output shaft speed (B) is 1000 rpm and the turbine shaft speed (A) is 1060 rpm, the actual slip (C) is -60 rpm.

[0046] If the target slip range for the current actual engine torque value (e.g., -4 N·m; it should be noted that the positive and negative signs of torque values ​​do not represent magnitude, but rather refer to the actual slip value) is calibrated to between -50 rpm and -70 rpm (note that absolute values ​​are often used to describe slip; for example, a slip of -70 rpm is greater than a slip of -50 rpm), then when the actual slip is -60 rpm, Table 1 indicates that the actual lockup clutch pressure is close to the optimal KP point. If the actual slip is outside this calibrated range, such as -80 rpm, the actual lockup clutch pressure is considered to have not reached the optimal KP point. The control system then outputs a current compensation value, KPAdpCurOfsRq, to ​​adjust the lockup clutch control pressure (or drive current) to bring the actual slip closer to the target slip range. The current current compensation amount KPAdpCurOfsRq can be determined by calculating the difference between the target slip range and the current actual slip of the lock-up clutch, and then looking up a slip difference-current compensation amount mapping table (as shown in Table 2).

[0047] For example, when the actual slip is -80 rpm, it is closer to the endpoint value of the target slip range -70 rpm. Then the difference between the target slip range and the current actual slip of the lockup clutch is ΔC = -70 rpm - (-80 rpm) = 10 rpm. By looking up Table 2, it can be determined that the current current compensation amount is KPAdpCurOfsRq = 5 mA, that is, an increase of 5 mA. When the actual slip is -40 rpm, it is closer to the endpoint value of the target slip range -50 rpm. Then the difference between the target slip range and the current actual slip of the lockup clutch is ΔC = -50 rpm - (-40 rpm) = -10 rpm. By looking up Table 2, it can be determined that the current current compensation amount is KPAdpCurOfsRq = -1 mA.

[0048] It should be noted that if the lock-up clutch does not enter the preset pressure state within a specified time (which can be calibrated), it will be determined that the adaptive request has failed.

[0049] By controlling the lockup clutch to a preset pressure and limiting engine torque, the actual operating state of the lockup clutch can be more accurately assessed and adjusted. This approach ensures that the lockup clutch slip is accurately measured and adjusted during the adaptive learning process, thereby improving control precision.

[0050] Table 1

[0051] Table 2

[0052] In step S103 , the drive current of the lock-up clutch is adjusted based on the current current compensation amount until the actual slip of the lock-up clutch satisfies the target slip range.

[0053] Specifically, after obtaining the current current compensation value KPAdpCurOfsRq, the current correction value KPAdpCurOfs_ea(t) can be updated using this current compensation value KPAdpCurOfsRq, namely, KPAdpCurOfs_ea(t) = KPAdpCurOfsRq + KPAdpCurOfs_ea(t-1). (During the initial adaptive process, KPAdpCurOfs_ea(t-1) can be considered to be 0. During the second and subsequent adaptive processes, KPAdpCurOfs_ea(t-1) is considered to be the current correction value obtained in the previous adaptive process.) Based on the current correction value, the lockup clutch drive current can be further adjusted to be NOrDsrI + KPAdpCurOfs_ea(t), where NOrDsrI is the initial drive current value when no adaptive request is made. After each adjustment of the lockup clutch's drive current, the control system undergoes the next adaptive process, again checking the actual lockup clutch slip to determine whether it meets the target slip range. If the actual slip still does not meet the target slip range, the control system continues to compensate and adjust the current until the actual lockup clutch slip is within the target slip range. This process, through cyclic evaluation and dynamic adjustment, changes the actual lockup clutch control pressure by increasing or decreasing the lockup clutch's drive current, ensuring that the lockup clutch maintains optimal engagement (near the optimal KP point) under different operating conditions, thereby improving vehicle fuel economy and driving comfort.

[0054] It is understandable that the control system can increase the driving current according to the current compensation amount KPAdpCurOfsRq, such as Figure 3 As shown ( Figure 3 (A is the turbine shaft speed, B is the engine output shaft speed, C is the lockup clutch slip, D is the lockup clutch control pressure, E is the accelerator pedal, and F is the engine torque). During the next adaptive process, as the drive current increases, the actual control pressure of the lockup clutch will also increase accordingly (from D to D'). Due to the increase in control pressure, the engine output shaft speed (B) will also increase accordingly (from B to B'). As the engine output shaft speed increases, the slip between the turbine shaft speed (A) and the engine output shaft speed (B) will further decrease (from C to C'). The slip is repeatedly evaluated and current compensation is continued as needed until the actual slip enters the calibration range. At this point, the control parameters of the lockup clutch are adjusted to the optimal state.

[0055] In this way, the control parameters of the lock-up clutch can be dynamically adjusted to ensure that it remains in optimal working condition throughout its entire service life.

[0056] Furthermore, in some embodiments, before obtaining the current actual engine torque value and the current actual lock-up clutch slip, it also includes: obtaining a first control parameter set of the vehicle; based on the first control parameter set, determining whether the vehicle meets a preset adaptive precondition, so as to obtain the current actual engine torque value and the current actual lock-up clutch slip when the vehicle meets the preset adaptive precondition.

[0057] It can be understood that in order to ensure that the adaptive process of the lock-up clutch can be carried out under safe, stable and effective conditions, the embodiment of the present application can monitor the vehicle status in real time before the adaptive process starts (i.e., obtain the first control parameter set), and generate an adaptive request AdapRqFlag when the vehicle meets the preset adaptive prerequisites, enter the adaptive process based on the adaptive request AdapRqFlag, and further obtain the current actual engine torque value and the current actual slip of the lock-up clutch.

[0058] Optionally, in some embodiments, the first control parameter set includes at least one of a transmission input speed, a throttle opening, a driving slope, a braking state, an actual gear position, and an oil temperature.

[0059] Specifically, before entering the adaptive process, the control system can monitor parameters such as transmission input speed, throttle position, driving slope, braking status, actual gear position, and oil temperature in real time. If these parameters simultaneously meet all preset adaptive prerequisites, the control system can generate an adaptive request AdapRqFlag to initiate the adaptive process.

[0060] Therefore, by detecting the preset adaptive preconditions, it is possible to ensure that the adaptive process is carried out under safe and stable conditions, thereby improving reliability and stability.

[0061] The following describes in detail how to determine whether the vehicle meets the preset adaptive prerequisite based on the first control parameter set.

[0062] As a possible implementation method, in some embodiments, based on the first control parameter set, whether the vehicle meets the preset adaptive preconditions is determined, including: determining whether the transmission input speed is less than a first preset threshold, whether the throttle opening is less than a second preset threshold, whether the driving slope is in a preset slope range, whether the braking state is a preset braking state, whether the actual gear is in the target gear, whether the oil temperature is in a preset temperature range, and whether the duration of the actual gear being in the target gear is greater than the second preset time; when the transmission input speed is less than the first preset threshold, and the throttle opening is less than the second preset threshold, and the driving slope is in the preset slope range, and the braking state is the preset braking state, and the actual gear is in the target gear, and the oil temperature is in the preset temperature range, and the duration of the actual gear being in the target gear is greater than the second preset time, it is determined that the vehicle meets the preset adaptive preconditions.

[0063] Specifically, the preset adaptive preconditions include multiple conditions, namely: (1) the transmission input speed is less than a first preset threshold (calibration), wherein the transmission input speed refers to the speed of the transmission input shaft, which is usually used to reflect the current operating state of the vehicle. The first preset threshold is used to determine whether the vehicle is in a low-speed operating condition suitable for adaptive learning. If the transmission input speed is less than the first preset threshold, it means that the vehicle is in a low-speed operating condition. (2) the throttle opening is less than a second preset threshold (calibration), wherein the throttle opening is usually used to reflect the driver's acceleration intention. The second preset threshold is a preset throttle position value, which is used to determine whether the vehicle is in a stable operating condition. If the throttle position (throttle opening) is less than the second preset threshold, it means that the vehicle is in a stable operating condition. (3) the driving slope is within a preset slope range (calibration), wherein the driving slope refers to the slope the vehicle is currently driving. The preset slope range is used to determine whether the vehicle is in a flat or slightly sloped operating condition. If the driving slope is within the preset range, it means that the vehicle is in a flat or slightly sloped operating condition. (4) The braking state is the preset braking state, where the preset braking state refers to no braking. If the vehicle is in the preset braking state, it means that the vehicle is in a stable operating state. (5) The actual gear is in the target gear, where the target gear is a specific gear (i.e., the driving gear). (6) The oil temperature is in the preset temperature range (calibration), where the oil temperature refers to the temperature of the transmission oil. The preset temperature range is used to determine whether the vehicle is in a temperature condition suitable for adaptation. If the oil temperature is within the preset range, it means that the vehicle is in a temperature condition suitable for adaptation. (7) The duration of the actual gear being in the target gear is greater than the second preset duration (calibration), that is, the vehicle is running in a fixed gear (target gear) without shifting. If the vehicle is running in a fixed gear and the actual gear is consistent with the target gear and lasts for a period of time (i.e., the second preset duration), it means that the vehicle is in a stable operating state. When all of the above prerequisites are met, it can be determined that the vehicle meets the preset adaptation prerequisites and the vehicle can be controlled to enter the adaptation process.

[0064] Therefore, through the comprehensive judgment of the above-mentioned multiple adaptive prerequisites, it is possible to ensure that the vehicle is in a relatively stable and controllable operating state before entering the adaptive process, thereby improving the accuracy and reliability of adaptive learning.

[0065] Furthermore, in some embodiments, when determining the current current compensation amount based on the current actual engine torque value and the current actual slip of the locking clutch, and adjusting the driving current of the locking clutch based on the current current compensation amount, it also includes: obtaining a second control parameter set of the vehicle, and based on the second control parameter set, determining whether the vehicle meets the preset adaptive exit condition; if the vehicle meets the preset adaptive exit condition, deactivating the adaptive request.

[0066] It is understandable that in order to ensure that the adaptive process can be carried out under safe and stable conditions and the adaptive learning results obtained are more reliable, the embodiment of the present application can monitor the vehicle status in real time during the adaptive process (i.e., obtain the second control parameter set) and terminate the adaptive process (i.e., deactivate the current adaptive request) when the vehicle meets the preset adaptive exit conditions.

[0067] Specifically, during the adaptive process, the control system can monitor parameters such as engine torque (including the engine torque gradient and the current actual engine torque value), the current actual slip of the lockup clutch, the throttle opening, and the duration of the adaptive process in real time. If any of these parameters are detected to not meet any of the preset adaptive exit conditions, the control system can automatically terminate the adaptive process.

[0068] It should be noted that when exiting the adaptive process, the engine torque can be gradually restored to normal levels to avoid vehicle judder or driving discomfort caused by the sudden release of torque. This smooth transition helps improve driving comfort and ensures smooth vehicle operation after exiting the adaptive learning process.

[0069] By detecting the preset adaptive exit conditions, the adaptive process can be ensured to proceed safely and stably. This not only improves reliability and stability, but also avoids system failures or driving discomfort caused by abnormal operating conditions.

[0070] Optionally, in some embodiments, the preset adaptive exit conditions are: the absolute value of the engine torque gradient is greater than or equal to a third preset threshold; the current actual engine torque value is greater than the first preset interval; the current actual slip of the locking clutch is greater than the second preset interval; the throttle opening is greater than a fourth preset threshold; the adaptive duration is greater than the third preset duration.

[0071] Specifically, the preset adaptive exit conditions include multiple conditions, namely: (1) the absolute value of the engine torque gradient is greater than or equal to the third preset threshold value (calibration), wherein the engine torque gradient refers to the rate of change of the engine torque over time, that is, the amount of change in torque per unit time. If the absolute value of the rate of change (gradient) of the engine torque exceeds the third preset threshold value, it means that the engine torque changes too quickly, which may affect the accuracy and stability of the adaptive process. Therefore, the control system can terminate the adaptive process in time. (2) The current actual engine torque value is greater than the first preset interval (calibration), wherein the first preset interval is used to limit the maximum and minimum values ​​of the engine torque during the adaptive process. If the engine torque exceeds the first preset interval, it means that the current working condition is not suitable for adaptive learning. Therefore, the control system can terminate the adaptive process in time. (3) The current actual slip of the lockup clutch is greater than the second preset interval (calibration), wherein the second preset interval is used to limit the maximum and minimum values ​​of the actual slip of the lockup clutch during the adaptive process. If the actual slip of the lockup clutch is detected to exceed the second preset interval, it means that the working state of the lockup clutch is abnormal, which may affect the accuracy of adaptive learning. Therefore, the control system can terminate the adaptive process. (4) The throttle opening is greater than the fourth preset threshold (calibration), wherein the fourth preset threshold is used to limit the maximum value of the throttle opening during the adaptive process. If the throttle position exceeds the fourth preset threshold, it means that the driver may be accelerating and the current working conditions are not suitable for adaptive learning. Therefore, the control system can technically terminate the adaptive learning process. (5) The adaptive duration is greater than the third preset duration (calibration), wherein the third preset duration is used to limit the maximum duration of the adaptive process. If the adaptive learning is not completed within the specified time (i.e., the third preset duration), it means that there may be a system failure or other abnormal situation. Therefore, the control system can terminate the adaptive process in time to avoid the system being in an unstable state for a long time.

[0072] By setting the above-mentioned adaptive exit conditions, it is possible to ensure that the adaptive process of the lock-up clutch is carried out under safe, stable and effective conditions, which not only improves reliability and stability, but also optimizes the efficiency of adaptive learning and improves driving comfort.

[0073] In order to facilitate those skilled in the art to further understand the adaptive method of the locking clutch half-engagement point proposed in the embodiment of the present application, the following is combined with Figure 4 Provide further explanation.

[0074] like Figure 4 As shown in the figure, during the self-adaptation process of the lock-up clutch half-engagement point, the control system can be divided into eight modules: A, B, C, D, E, F, G, and H. The process of cooperation between modules and realizing the self-adaptation of the lock-up clutch half-engagement point is as follows: Module A judges the preset adaptive preconditions. After determining that the vehicle meets the preset adaptive preconditions, it generates an adaptive request AdapRqFlag and starts the locking clutch half-engagement point adaptive process.

[0075] When the adaptive request AdapRqFlag is established, the C module controls the lockup clutch to enter the preset pressure state.

[0076] When the C module receives the adaptive request AdapRqFlag, if it fails to control the lockup clutch to enter the preset pressure state within the specified time, the D module will deactivate the adaptive request AdapRqFlag.

[0077] After receiving the adaptive request AdapRqFlag, the E module controls the actual engine torque to be less than the preset torque value to maintain stable adaptive requirements. It should be noted that when the adaptive process exits, the engine torque is controlled to gradually return to a normal level.

[0078] When the lockup clutch enters the preset pressure state for a certain period of time (greater than the first preset time length), the F module enters the "slip evaluation adaptive state". In this state, the target slip range of the lockup clutch is determined according to the current actual engine torque value, and the current current compensation amount KPAdpCurOfsRq is determined according to the difference between the target slip range and the current actual slip of the lockup clutch.

[0079] After the adaptive process is completed normally, the G module enters the adaptive completion state and updates the current correction value: KPAdpCurOfs_ea(t)=KPAdpCurOfsRq+KPAdpCurOfs_ea(t-1), and after the adaptation is completed, the adaptation request AdapRqFlag is deactivated.

[0080] The H module adjusts the drive current of the lockup clutch according to the updated current correction value: NOrDsrI+KPAdpCurOfs_ea(t).

[0081] During the adaptive process, module B can monitor in real time whether the vehicle meets any preset adaptive exit conditions.

[0082] In summary, the adaptive method for determining the lockup clutch half-engagement point according to the embodiment of the present application obtains the vehicle's current actual engine torque value and the current actual lockup clutch slip, and determines the current current compensation value based on these values. The lockup clutch drive current is then adjusted based on the current current compensation value until the actual lockup clutch slip meets the target slip range. This method can detect the lockup clutch slip, evaluate the level of the lockup clutch half-engagement point, and then determine the adaptive compensation value for the next lockup clutch half-engagement point. This evaluation cycle ultimately maintains the lockup clutch slip within the target slip range, thereby accurately finding the optimal lockup clutch half-engagement point for different transmissions and improving the control quality of the lockup clutch.

[0083] Figure 5 It is a block diagram of an adaptive device for a half-engagement point of a locking clutch provided in an embodiment of the present application.

[0084] For example, Figure 5 As shown, the adaptive device 10 for the half-engagement point of the locking clutch may include: an acquisition module 100 , a determination module 200 and an adjustment module 300 .

[0085] The acquisition module 100 is used to obtain the current actual engine torque value and the current actual slip of the lock-up clutch of the vehicle; A determination module 200 is configured to determine a current current compensation amount based on a current actual engine torque value and a current actual slip of the lock-up clutch; The adjustment module 300 is configured to adjust the drive current of the lockup clutch based on the current current compensation amount until the actual slip of the lockup clutch satisfies the target slip range.

[0086] Optionally, in some embodiments, the determination module 200 is specifically configured to: Controlling the vehicle's lockup clutch to enter a preset pressure state and controlling the actual engine torque to be less than a preset torque value; Obtaining a duration of time during which the lockup clutch enters a preset pressure state, and determining a target slip range of the lockup clutch based on a current actual engine torque value when the duration is greater than a first preset time; The current compensation amount is determined according to the target slip range and the current actual slip of the lock-up clutch.

[0087] Optionally, in some embodiments, before obtaining the current actual engine torque value and the current actual slip of the lock-up clutch, the obtaining module 100 further includes: an acquiring unit, configured to acquire a first control parameter set of the vehicle; The judgment unit is used to judge whether the vehicle meets the preset adaptive prerequisite based on the first control parameter set, so as to obtain the current actual engine torque value and the current actual slip of the lock-up clutch when the vehicle meets the preset adaptive prerequisite.

[0088] Optionally, in some embodiments, the first control parameter set includes at least one of a transmission input speed, a throttle opening, a driving slope, a braking state, an actual gear position, and an oil temperature.

[0089] Optionally, in some embodiments, the judging unit is specifically configured to: determining whether the transmission input speed is less than a first preset threshold, whether the throttle opening is less than a second preset threshold, whether the driving slope is within a preset slope range, whether the braking state is within a preset braking state, whether the actual gear is in a target gear, whether the oil temperature is within a preset temperature range, and whether the duration for which the actual gear is in the target gear is greater than a second preset duration; When the transmission input speed is less than a first preset threshold, the throttle opening is less than a second preset threshold, the driving slope is in a preset slope range, the braking state is a preset braking state, the actual gear is in a target gear, the oil temperature is in a preset temperature range, and the duration of the actual gear being in the target gear is greater than a second preset duration, it is determined that the vehicle meets the preset adaptive prerequisites.

[0090] Optionally, in some embodiments, when determining the current current compensation amount based on the current actual engine torque value and the current actual slip of the lock-up clutch, and adjusting the drive current of the lock-up clutch based on the current current compensation amount, the adjustment module 300 is further configured to: Obtaining a second control parameter set of the vehicle, and determining whether the vehicle meets a preset adaptive exit condition based on the second control parameter set; When the vehicle meets the preset adaptation exit conditions, the adaptation request is deactivated.

[0091] Optionally, in some embodiments, the preset adaptive exit condition is: The absolute value of the engine torque gradient is greater than or equal to a third preset threshold; The current actual engine torque value is greater than the first preset range; The current actual slip of the lock-up clutch is greater than the second preset range; The throttle opening is greater than a fourth preset threshold; The adaptive duration is greater than the third preset duration.

[0092] In summary, the adaptive lockup clutch half-engagement point device according to the embodiment of the present application obtains the vehicle's current actual engine torque value and the current actual lockup clutch slip, and determines the current current compensation value based on the current actual engine torque value and the current actual lockup clutch slip. The lockup clutch drive current is then adjusted based on the current current compensation value until the actual lockup clutch slip meets the target slip range. This method can detect the lockup clutch slip, evaluate the level of the lockup clutch half-engagement point, and then determine the adaptive compensation value for the next lockup clutch half-engagement point. This evaluation cycle ultimately maintains the lockup clutch slip within the target slip range, thereby accurately finding the optimal lockup clutch half-engagement point for different transmissions and improving the control quality of the lockup clutch.

[0093] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0094] It should be understood that the above-described method can be applied to Figure 6 In a vehicle of the structure shown.

[0095] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to execute the adaptive method of the half-engagement point of the locking clutch provided in the embodiment of the present application.

[0096] Furthermore, the device further includes: a communication interface 603 for communication between the memory 601 and the processor 602 .

[0097] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, 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 a logical functional division. In actual implementation, other division methods may be used.

[0098] It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0099] It should be understood that the device provided in this embodiment is used to execute the above-mentioned adaptive method for the half-engagement point of the locking clutch, and thus can achieve the same effect as the above-mentioned implementation method.

[0100] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements. The storage module may be used to support the vehicle's execution of program codes, etc.

[0101] The processing module may be a processor 602 or a controller, which may implement or execute various exemplary logic blocks, modules, and circuits disclosed herein. The processor 602 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 like. The storage module may be a memory 601.

[0102] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor 602 and a memory 601; wherein the memory 601 is used to store instructions, and when the processor calls and executes the instructions, the chip can execute the adaptive method of the half-engagement point of the locking clutch provided in the above embodiment.

[0103] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement an adaptive method for the half-engagement point of a locking clutch provided in the above embodiment.

[0104] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement the adaptive method of the half-engagement point of the locking clutch provided in the above embodiment.

[0105] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0106] 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.

[0107] In the embodiments provided in this application, 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 schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0108] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. An adaptive method for the half-engagement point of a locking clutch, characterized in that: The following steps are involved: Obtain the current actual engine torque value and the current actual slip of the lock-up clutch of the vehicle; determining a current current compensation amount based on the current actual engine torque value and the current actual slip of the lock-up clutch; The drive current of the lockup clutch is adjusted based on the current current compensation amount until the actual slip of the lockup clutch satisfies a target slip range.

2. The method according to claim 1, characterized in that The determining of the current current compensation amount based on the current actual engine torque value and the current actual slip of the lock-up clutch includes: controlling a lockup clutch of the vehicle to enter a preset pressure state, and controlling an actual engine torque to be less than a preset torque value; obtaining a duration of the lockup clutch entering the preset pressure state, and determining the target slip range of the lockup clutch based on the current actual engine torque value when the duration is greater than a first preset duration; The current current compensation amount is determined according to the target slip range and the current actual slip of the lock-up clutch.

3. The method according to claim 1, characterized in that Before obtaining the current actual engine torque value and the current actual slip of the lock-up clutch, the following steps are also included: Acquiring a first control parameter set of the vehicle; Based on the first control parameter set, it is determined whether the vehicle meets a preset adaptive prerequisite, so as to obtain a current engine actual torque value and a current lock-up clutch actual slip when the vehicle meets the preset adaptive prerequisite.

4. The method according to claim 3, characterized in that The first control parameter set includes at least one of a transmission input speed, an accelerator opening, a driving slope, a braking state, an actual gear position, and an oil temperature.

5. The method according to claim 4, characterized in that The determining, based on the first control parameter set, whether the vehicle satisfies a preset adaptive prerequisite includes: determining whether the transmission input speed is less than a first preset threshold, whether the throttle opening is less than a second preset threshold, whether the driving slope is within a preset slope range, whether the braking state is within a preset braking state, whether the actual gear is in a target gear, whether the oil temperature is within a preset temperature range, and whether a duration for which the actual gear is in the target gear is greater than a second preset duration; When the transmission input speed is less than the first preset threshold, and the throttle opening is less than the second preset threshold, and the driving slope is in the preset slope range, and the braking state is the preset braking state, and the actual gear is in the target gear, and the oil temperature is in the preset temperature range, and the duration for which the actual gear is in the target gear is greater than the second preset duration, it is determined that the vehicle meets the preset adaptive prerequisite.

6. The method according to claim 1, characterized in that When determining the current current compensation amount based on the current actual engine torque value and the current actual slip of the lock-up clutch, and adjusting the drive current of the lock-up clutch based on the current current compensation amount, the method further includes: obtaining a second control parameter set for the vehicle, and determining, based on the second control parameter set, whether the vehicle satisfies a preset adaptive exit condition; In a case where the vehicle satisfies the preset adaptation exit condition, the adaptation request is deactivated.

7. The method according to claim 6, characterized in that The preset adaptive exit condition is: The absolute value of the engine torque gradient is greater than or equal to a third preset threshold; The current actual engine torque value is greater than a first preset range; The current actual slip of the lock-up clutch is greater than a second preset range; The throttle opening is greater than a fourth preset threshold; The adaptive duration is greater than the third preset duration.

8. An adaptive device for the half-engagement point of a locking clutch, characterized in that: The device comprises: An acquisition module, used to acquire the current actual engine torque value and the current actual slip of the lock-up clutch of the vehicle; a determination module, configured to determine a current current compensation amount based on the current actual engine torque value and the current actual slip of the lock-up clutch; An adjustment module is configured to adjust the driving current of the lockup clutch based on the current current compensation amount until the actual slip of the lockup clutch satisfies a target slip range.

9. A vehicle, characterized in that: The vehicle comprises: an adaptive method for a half-engagement point of a locking clutch as claimed in any one of claims 1 to 7 above.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method for self-adapting the half-engagement point of the lock-up clutch according to any one of claims 1 to 7 is implemented.

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