Clutch slip control method and related equipment

Abstract

The invention discloses a clutch slip control method and related equipment, relates to the field of vehicle engineering, and mainly aims to solve the problem of hysteresis of an existing clutch slip prevention mechanism. The method comprises the steps that the target transmission torque of the input end of a clutch is calculated; actual transmission torque transmitted to the input end of the clutch by an engine is obtained; the demand transmission torque of the clutch is determined on the basis of the maximum value of the initial demand torque and the rotating speed influence demand, the initial demand torque is determined on the basis of the target transmission torque and the actual transmission torque, and the rotating speed influence demand is determined on the basis of the rotating speed of an output shaft of the clutch; the demand transfer torque is used to control pressure control of the clutch to compensate for an actual torque capability of the clutch. The method is used for the clutch slip control process.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering, and more particularly to a clutch slippage control method and related equipment. Background Technology

[0002] In vehicle transmission systems, the clutch, as a core component for power transmission, directly impacts driving smoothness and powertrain lifespan. Especially under frequent gear shifts or prolonged semi-engaged conditions, clutch friction plates can experience insufficient torque transmission and slippage due to overheating, wear, and oil contamination leading to a decrease in the friction coefficient, as well as sudden changes in input load (such as rapid acceleration or peak steering assist). Traditional solutions primarily address this through two lag-based mechanisms: first, wear threshold alarms based on displacement sensors, which trigger maintenance alerts when the friction plate thickness reaches a preset limit. However, this method only intervenes after severe material wear, failing to prevent slippage and relying heavily on sensor accuracy. Second, real-time intervention based on slip ratio, which forcibly reduces the load by downshifting or engine torque limiting when the input / output speed difference exceeds a safety threshold. However, this only responds passively after slippage occurs, resulting in power interruption and noticeable jerking. The core flaw of these two methods lies in their lag; wear alarms are merely reactive mechanisms. Summary of the Invention

[0003] In view of the above problems, the present invention provides a clutch slippage control method and related equipment, the main purpose of which is to solve the problem that the current clutch slippage prevention mechanisms are all lagging.

[0004] To solve at least one of the above-mentioned technical problems, in a first aspect, the present invention provides a clutch slippage control method, the method comprising:

[0005] Calculate the target transmitted torque at the clutch input end;

[0006] Obtain the actual transmitted torque from the engine to the clutch input terminal;

[0007] The required transmission torque of the clutch is determined based on the maximum value of the initial required torque and the speed-affected requirement. The initial required torque is determined based on the target transmission torque and the actual transmission torque, and the speed-affected requirement is determined based on the clutch output shaft speed. The required transmission torque is used to control the pressure control of the clutch to compensate for the actual torque capacity of the clutch.

[0008] Optionally, calculating the target transmitted torque at the clutch input end includes:

[0009] Obtain the initial target transmitted torque and incremental compensation;

[0010] Slippage compensation is determined based on real-time speed difference;

[0011] The target transmission torque is determined based on the sum of the initial target transmission torque, the incremental compensation, and the slippage compensation.

[0012] Optionally, the method further includes:

[0013] Obtain the system's fault status;

[0014] Obtain the original limp torque value of the system when it is in a fault-degraded state;

[0015] When the system is in a fault-degraded state and requests a non-zero limp torque, the minimum value between the non-zero limp torque and the maximum allowable limp torque of the system is obtained as the system limit value.

[0016] If the system is not in a fault-degraded state or the requested torque is zero, the fill torque requested during gear shifting will be used as the system limit value.

[0017] The system limit values ​​are used as the basic parameters of system requirements.

[0018] Optionally, obtaining the initial target transmitted torque and incremental compensation includes:

[0019] Obtain the requested torque at the input end of the clutch;

[0020] The minimum system requirement is determined by the sum of the minimum allowable torque and the original limp torque value of the fault-degraded state.

[0021] The initial target transmission torque is determined based on the requested torque at the clutch input and the maximum value among the minimum system requirements;

[0022] Obtain the original limp torque value of the fault-degraded state and the target difference between it and the system's required basic parameters;

[0023] The maximum value between the target difference and zero is obtained and used as the incremental compensation.

[0024] Optionally, obtaining the actual transmitted torque from the engine to the clutch input includes:

[0025] Determine the first compensation load, wherein the first compensation load is the sum of the load values ​​of all subsystem controllers;

[0026] Determine a second compensation load, wherein the second compensation load is a state compensation load determined based on the current clutch temperature and clutch position;

[0027] A third compensation load is determined, wherein the third compensation load is a cold start compensation load value determined based on the engine starting state;

[0028] The total compensation load is determined based on the sum of the first compensation load, the second compensation load, and the third compensation load, wherein the total compensation load is the torque loss;

[0029] The actual transmitted torque at the clutch input is determined based on the difference between the generator's operating conditions and the total compensation load.

[0030] Optionally, determining the third compensation load includes:

[0031] With the engine running, the third compensation load is determined to be zero;

[0032] With the engine off, the adaptive torque is determined based on the speed at the clutch input and the engine coolant temperature.

[0033] The third compensation load is determined based on the adaptive torque and the compensation coefficient.

[0034] Optionally, the method further includes:

[0035] The first absolute value is determined based on the product of the target transmitted torque and the safety factor;

[0036] Obtain the second absolute value of the actual transmitted torque;

[0037] The minimum of the first absolute value and the second absolute value, plus the slippage compensation, is taken as the initial required torque.

[0038] Secondly, embodiments of the present invention also provide a clutch slippage control device, comprising:

[0039] The calculation unit is used to calculate the target transmitted torque at the clutch input end;

[0040] The acquisition unit is used to acquire the actual transmitted torque from the engine to the input end of the clutch;

[0041] A determining unit is used to determine the required transmission torque of the clutch based on the maximum value of the initial required torque and the speed-affected requirement, wherein the initial required torque is determined based on the target transmission torque and the actual transmission torque, the speed-affected requirement is determined based on the clutch output shaft speed, and the required transmission torque is used to control the pressure control of the clutch to compensate for the actual torque capability of the clutch.

[0042] To achieve the above objectives, according to a third aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium comprising a stored program, wherein, when the program is executed by a processor, the steps of the above-described clutch slip control method are implemented.

[0043] To achieve the above objectives, according to a fourth aspect of the present invention, an electronic device is provided, comprising at least one processor and at least one memory connected to the processor; wherein the processor is configured to invoke program instructions in the memory to execute the steps of the clutch slip control method described above.

[0044] By employing the above technical solutions, the clutch slippage control method and related equipment provided by this invention address the lag issues present in current clutch slippage prevention mechanisms. This invention calculates the target transmission torque at the clutch input end; obtains the actual transmission torque transmitted from the engine to the clutch input end; and determines the required transmission torque of the clutch based on the maximum value of the initial required torque and the speed-affected demand. The initial required torque is determined based on the target transmission torque and the actual transmission torque, while the speed-affected demand is determined based on the clutch output shaft speed. The required transmission torque is used to control the clutch pressure control to compensate for the clutch's actual torque capacity. In this solution, the target torque is determined through demand prediction, the actual torque is determined through capacity assessment, and the maximum value is determined through a dual-demand decision, leading to a pressure conversion control chain that actively applies pressure compensation before the slippage critical point. The introduction of the speed-affected demand further covers the hidden risks of high-speed operation, enabling pressure control to combine torque demand matching with mechanical condition adaptability, thereby transforming the control action from passive response to active defense and significantly reducing response lag.

[0045] Accordingly, the clutch slip control device, equipment, and computer-readable storage medium provided in the embodiments of the present invention also have the above-mentioned technical effects.

[0046] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0047] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0048] Figure 1 A schematic flowchart of a clutch slippage control method provided by an embodiment of the present invention is shown;

[0049] Figure 2This diagram illustrates a schematic block diagram of a clutch slippage control device provided in an embodiment of the present invention.

[0050] Figure 3 A schematic block diagram of a clutch slip control electronic device provided in an embodiment of the present invention is shown. Detailed Implementation

[0051] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0052] To address the issue of lag in current clutch slip prevention mechanisms, this invention provides a clutch slip control method, such as... Figure 1 As shown, the method includes:

[0053] S101, Calculate the target transmitted torque at the clutch input end;

[0054] In one embodiment, the method further includes:

[0055] Obtain the requested torque at the input end of the clutch;

[0056] The minimum system requirement is determined by the sum of the minimum allowable torque and the original limp torque value of the fault-degraded state.

[0057] The initial target transmission torque is determined based on the requested torque at the clutch input and the maximum value among the minimum system requirements;

[0058] Obtain the original limp torque value of the fault-degraded state and the target difference between it and the system's required basic parameters;

[0059] The maximum value between the target difference and zero is obtained and used as the incremental compensation.

[0060] For example, the requested torque at the clutch input represents the direct torque demand input by the driver through the accelerator, reflecting real-time driving intentions; the minimum torque allowed by the system is a safety threshold for maintaining basic vehicle operation, ensuring that basic power is not lost under extreme conditions; the original limp torque value in the fault-degraded state is a backup torque request triggered when the system detects a fault, used to maintain basic function operation; the system's required basic parameters are torque reference values ​​dynamically configured according to the fault state (the smaller value between the fault request and the system limit is used during a fault, and the shift fill torque is used during normal operation).

[0061] First, the system's minimum requirements are generated by superimposing a safety threshold and a fault backup request to form a rigid minimum requirement. Then, the initial target torque is determined by comparing the driver's request with the system's minimum requirements, selecting the maximum value to ensure that the system's safety minimum is met first. Next, the target, i.e., the deviation between the original fault request and the system baseline, is calculated to quantify the fault severity and the gap in the system's capacity. Finally, incremental compensation is taken as the larger value between the target difference and zero, implementing a one-way compensation mechanism: positive compensation is provided only when the fault request exceeds the system baseline; otherwise, zero compensation is maintained to avoid excessive intervention.

[0062] The essence of the above solution is to reduce the risk of power interruption through dynamic demand layering and one-way fault-tolerant compensation: separating driver demand from system safety demand, forcibly covering the safety bottom line by taking the maximum value, and avoiding power interruption caused by insufficient driver request during a fault; the target difference calculation quantifies the deviation between fault demand and system load in real time, and incremental compensation only positively supplements the gap (such as when the fault request is too large), which avoids torque gap caused by insufficient compensation and prevents clutch overload caused by overcompensation.

[0063] This process proactively builds torque safety redundancy the instant a fault occurs, rather than passively responding after slippage occurs. The system's required baseline parameters serve as a dynamic benchmark, ensuring the compensation amount accurately matches the current system state (fault / normal). The zero-value truncation design of the target difference ensures the compensation logic only enhances capability in one direction, fundamentally reducing the probability of power interruption due to delayed fault response.

[0064] In one embodiment, the method further includes:

[0065] Obtain the system's fault status;

[0066] Obtain the original limp torque value of the system when it is in a fault-degraded state;

[0067] When the system is in a fault-degraded state and requests a non-zero limp torque, the minimum value between the non-zero limp torque and the maximum allowable limp torque of the system is obtained as the system limit value.

[0068] If the system is not in a fault-degraded state or the requested torque is zero, the fill torque requested during gear shifting will be used as the system limit value.

[0069] The system limit values ​​are used as the basic parameters of system requirements.

[0070] For example, the system's fault status indicates the health status (normal / degraded) of the vehicle control system; the original limp torque value is the backup torque request autonomously generated by the system when the fault is degraded; non-zero limp torque refers to a valid fault backup request (non-zero value); the system's maximum allowable limp torque is the limit of safety that the hardware can withstand; the shift fill torque is the buffer torque required for a normal shift process; and the system limit value is output as a dynamic torque reference to the subsequent control module.

[0071] When a fault-degraded state is detected and a non-zero request exists: the system takes the minimum value between the original request and the maximum allowable value as the limit value, responding to fault demands while avoiding overload risks; in normal conditions or when there are no valid requests: the shift fill torque is directly used as the limit value to maintain smooth shifting requirements. The final output system limit value becomes a unified reference parameter, which essentially achieves dynamic switching of the torque reference through dual-state arbitration.

[0072] By constraining fault requests to not exceed hardware limits, clutch overload damage is prevented; Normal operating condition benchmark: Inherit the buffer requirements of the shifting process to avoid erroneous intervention in non-faulty operating conditions.

[0073] The above solution reduces the probability of system failure through real-time state awareness and baseline self-adaptation: when a fault condition is triggered, the limit value immediately switches to a safe fault-tolerant mode, responding to backup requests within the hardware limits; under normal conditions, it seamlessly reverts to the shifting requirement baseline. This dynamic baseline design replaces fixed thresholds, enabling the system to absorb the impact of sudden faults while maintaining natural shifting characteristics when there are no faults, reducing the risk of response lag caused by baseline rigidity from the source of control.

[0074] In one embodiment, calculating the target transmitted torque at the clutch input includes:

[0075] Obtain the initial target transmitted torque and incremental compensation;

[0076] Slippage compensation is determined based on real-time speed difference;

[0077] The target transmission torque is determined based on the sum of the initial target transmission torque, the incremental compensation, and the slippage compensation.

[0078] For example, the initial target transmission torque is a baseline torque value that integrates the driver's basic needs with the system's safety baseline (such as fault tolerance requirements); incremental compensation is a dynamic compensation amount specifically for fault conditions, calculated by the deviation between the original fault request and the system limit value; real-time speed difference refers to the speed difference between the clutch input and output ends, directly reflecting the actual degree of slippage; slippage compensation is a safety margin torque dynamically adjusted according to the speed difference, divided into two levels: basic offset and emergency increment; the target transmission torque is the final synthesized command value output to the pressure control module.

[0079] First, the initial target torque serves as the basic requirement layer, ensuring coverage of the minimum safety threshold. Incremental compensation, as the fault adaptation layer, is automatically activated when the system detects a fault, only supplementing the gap where the fault request exceeds the system's capacity (zeroing out for negative gaps), achieving precise fault tolerance. Next, slippage compensation, as the real-time response layer, dynamically adjusts by continuously monitoring the speed difference: maintaining a basic offset under normal operating conditions to provide a buffer margin; and adding an emergency increment when the speed difference exceeds the safety threshold, proactively increasing pressure before the slippage critical point. Finally, the target transmission torque generated by the superposition of these three layers forms a layered defense: a basic layer as a safety net, forcibly meeting system safety requirements; a fault layer for contingency, filling fault gaps as needed; and a response layer for buffering, adding proactive compensation based on real-time slippage symptoms.

[0080] The above scheme reduces the risk of lag through layered and coordinated dynamic compensation: fault increment compensation avoids rigid system response, while slippage compensation advances the intervention point from "after slippage occurs" to "slippage critical point," using early signs of speed difference to trigger pressure pre-increase. The synergy of the three levels of compensation enables the target torque to absorb the impact of sudden faults and respond to early slippage signals, establishing pressure redundancy before the clutch transmission capacity decays, thus reducing response delay from the source of control commands.

[0081] The steps in S101 described above predict the required torque value of the clutch by calculating the target transmission torque in real time (integrating driver intent, system status, and slippage risk compensation). Simultaneously, the actual transmission torque (net engine output torque minus load losses from subsystems such as air conditioning and generator) is precisely quantified to establish a dynamic model of the current actual transmission capacity. This shifts the control point from "intervention after slippage occurs" to "prediction before slippage occurs," and ensures that the capacity assessment closely reflects real-world operating conditions by precisely quantifying load losses (such as temperature-induced changes in oil viscosity and cold-start friction losses).

[0082] S102. Obtain the actual transmitted torque from the engine to the input end of the clutch;

[0083] In one embodiment, obtaining the actual transmitted torque from the engine to the clutch input terminal includes:

[0084] Determine the first compensation load, wherein the first compensation load is the sum of the load values ​​of all subsystem controllers;

[0085] Determine a second compensation load, wherein the second compensation load is a state compensation load determined based on the current clutch temperature and clutch position;

[0086] A third compensation load is determined, wherein the third compensation load is a cold start compensation load value determined based on the engine starting state;

[0087] The total compensation load is determined based on the sum of the first compensation load, the second compensation load, and the third compensation load, wherein the total compensation load is the torque loss;

[0088] The actual transmitted torque at the clutch input is determined based on the difference between the generator's operating conditions and the total compensation load.

[0089] For example, the first compensation load is the sum of torque losses of all vehicle subsystems (such as air conditioning compressor, power steering pump, and transmission oil pump) under the maximum possible load, generated by summing the larger of the actual load value and the maximum allowable value of each subsystem, covering the maximum power consumption under extreme conditions; the second compensation load is obtained by looking up a table based on the real-time clutch temperature and engagement position, compensating for transmission efficiency fluctuations caused by material thermal deformation, oil viscosity changes, and friction plate contact conditions; the third compensation load is the transient loss during the engine cold start phase. Considering that clutch temperature affects oil viscosity, the compensation torque needs to be dynamically adjusted. When not started, the adaptive torque is calculated based on the input speed and coolant temperature, and then multiplied by a compensation coefficient reflecting idle speed stability. After starting, it is reset to zero; the total compensation load is the sum of the three values, representing the comprehensive torque loss on the power transmission path; the generator operation condition refers to the load characteristics (reverse drag effect) on the engine shaft when the generator is in generator mode.

[0090] Under generator operation, the actual output torque of the engine needs to be added to the generator's reverse torque and then subtracted from the total compensation load to obtain the net transmission capacity at the clutch input. Under non-generator operation, the actual transmission torque is obtained by directly subtracting the total compensation load from the engine's requested torque. Essentially, this process reduces capacity assessment distortion through three-layer load decoupling and adaptive operating condition subtraction.

[0091] The first load is pre-compensated for the most stringent operating conditions to avoid overestimation of instantaneous capacity caused by sudden changes in electrical load; the second load responds in real time to changes in clutch temperature and position to offset the impact of material property fluctuations; the third load establishes a dynamic loss model at the moment of startup to reduce transmission delay caused by low-temperature oil viscosity.

[0092] It should be noted that the total compensation load does not exceed the preset material strength threshold. If the generator is in power generation mode, the actual transmitted torque = engine requested torque + generator torque - total compensation load; if it is in non-power generation mode, the actual transmitted torque = engine requested torque - total compensation load.

[0093] The aforementioned total compensation load serves as a rigid deduction, ensuring that the actual transmitted torque always reflects the net available capacity rather than the theoretical output value. The special treatment of the power generation condition (superimposed anti-drag torque) more accurately characterizes the energy flow characteristics of the hybrid power system. This deduction mechanism based on actual losses allows capacity assessment to closely track the actual system state, fundamentally reducing clutch pressure setting lag caused by misjudgments of load losses.

[0094] In one embodiment, determining the third compensation load includes:

[0095] With the engine running, the third compensation load is determined to be zero;

[0096] With the engine off, the adaptive torque is determined based on the speed at the clutch input and the engine coolant temperature.

[0097] The third compensation load is determined based on the adaptive torque and the compensation coefficient.

[0098] For example, the engine start status determines whether the engine has entered stable operation (started / not started); the clutch input speed reflects the real-time speed when the engine crankshaft is driven; the engine coolant temperature characterizes the temperature state of the mechanical system, directly affecting the oil viscosity and internal friction resistance; the adaptive torque is a simulated value of cold-state resistance torque generated based on the mapping relationship between speed and coolant temperature; the compensation coefficient is a dynamic attenuation factor reflecting the speed stability during the start-up process, which linearly returns to zero from 1 as the actual speed approaches the target idle speed; the third compensation load is finally output to the total loss calculation module.

[0099] The compensation coefficient K is as follows:

[0100]

[0101] Among them, actual speed: real-time speed at the clutch input end (unit: rpm), target idle speed: engine design idle speed (e.g., 1200 rpm), speed deviation: allowable speed control deviation (example value: -5 rpm), theoretical idle speed: engine charging speed when vehicle speed is 0 (example value: 1200 rpm).

[0102] The compensation coefficient K dynamically changes within the range of [-1, 1]: when the drag speed is much lower than the target, K = 1 provides maximum compensation; when the speed enters the control accuracy zone (target idle speed ± offset), K decays to 0; if the speed overshoots abnormally, K can be negative to correct the load in the opposite direction. When the engine is already running, the third compensation load is set to zero, as the system has moved beyond the cold, viscous stage and no additional compensation is needed; in the non-started state: firstly, the adaptive torque is obtained by looking up a table based on the input speed and coolant temperature, which quantifies the peak resistance caused by the low-temperature, high-viscosity oil; then, it is multiplied by the compensation coefficient (the value is dynamically calculated from the speed offset), causing the compensation load to gradually decay as the engine starts. Essentially, this process reduces cold start delay through dual-parameter coupling mapping and process-aware decay.

[0103] By adaptively linking torque to speed and water temperature, it accurately depicts low-temperature drag resistance (the lower the water temperature and the slower the speed, the greater the resistance); through the compensation coefficient, it maintains full compensation in the initial stage of startup, and linearly returns to zero when the speed approaches the target idle speed, avoiding excessive boost after stabilization.

[0104] The above solution upgrades cold start compensation from a fixed value to a transient process function, providing sufficient pressure compensation to overcome oil viscosity during the dragging phase and automatically disengaging during the stable speed phase to prevent interference with normal control. By synchronizing the compensation attenuation curve of the engine start-up process, the clutch engagement lag caused by sudden changes in cold-state resistance is reduced from the transmission capacity assessment stage.

[0105] The steps in S102 above, based on anticipated demand and actual capacity, generate preliminary demand torque (constraining the target torque to not exceed a reasonable range of actual capacity, avoiding overload risk) and speed-dependent demand (increasing pressure based on output shaft speed to counteract centrifugal effects). The maximum value of these two is taken as the final demand transmission torque design, forming a dual guarantee: torque constraint guarantee: using the actual transmission torque as the upper limit of capacity, combined with a safety factor to limit the blind increase of demand torque; speed dynamic guarantee: separately increasing pressure demand for high-speed operating conditions, filling the mechanical centrifugal risk ignored by traditional methods.

[0106] S103. The required transmission torque of the clutch is determined based on the maximum value of the initial required torque and the speed-affected requirement, wherein the initial required torque is determined based on the target transmission torque and the actual transmission torque, the speed-affected requirement is determined based on the clutch output shaft speed, and the required transmission torque is used to control the pressure control of the clutch to compensate for the actual torque capacity of the clutch.

[0107] For example, the initial required torque is a basic required value after safety constraint processing. It is generated by multiplying the absolute value of the target transmitted torque by a safety factor to generate the theoretical required boundary, and then taking the minimum value of the actual transmitted torque and adding slippage compensation to form the boundary. This combination provides theoretical safety margin, system capacity limit, and real-time slippage buffer. The speed-affected requirement is obtained by looking up a table based on the clutch output shaft speed, reflecting the additional pressure required to resist mechanical effects such as centrifugal force and oil spillage under high-speed conditions. The speed-affected requirement is obtained by mapping through a pre-calibrated one-dimensional table, which is generated based on the bench calibration of the relationship between clutch output shaft speed and torque requirement. The required transmitted torque is the final command value output to the pressure actuator.

[0108] The decision-making process takes the maximum value of the initial demand torque and the demand affected by the speed, forming a dual guarantee logic: the initial demand torque integrates the target demand, actual capacity and slippage compensation, ensuring that the demand setting does not exceed the current system load limit, while responding to the early speed difference signal through slippage compensation; the demand affected by the speed is independent of load changes and is used to compensate for the attenuation of transmission capacity caused by high speed (such as the tendency of friction plate separation caused by centrifugal force and oil film shear failure), and the higher the speed, the greater the demand value.

[0109] The essence of maximizing the value is to construct a parallel decision-making channel: under normal operating conditions, the initial demand torque dominates the control to maintain a balance between efficiency and safety; under high-speed operating conditions, the speed-affected demand automatically takes over the control to fill the capacity gap caused by changes in mechanical characteristics.

[0110] It is important to note that for extreme load surge scenarios, latency risks can be reduced through collaborative control strategies (such as pre-boosting).

[0111] The above solution enables pressure control to respond simultaneously to load dynamics and changes in mechanical state, reducing the risk of slippage caused by response delays during operating condition switching at the decision-making level. The torque transmitted by demand ultimately drives an increase in clutch pressure, directly enhancing the actual transmission capacity and forming a closed-loop control of "demand prediction - capacity enhancement".

[0112] In one embodiment, the method further includes:

[0113] The first absolute value is determined based on the product of the target transmitted torque and the safety factor;

[0114] Obtain the second absolute value of the actual transmitted torque;

[0115] The minimum of the first absolute value and the second absolute value, plus the slippage compensation, is taken as the initial required torque.

[0116] For example, the target transmitted torque is the total demand value that integrates driver intent, system constraints, and real-time compensation; the safety factor is a pre-set amplification factor to cope with sudden loads, expanding the safety margin of the demand; the first absolute value is the amplified theoretical demand boundary; the actual transmitted torque is the actual bearing capacity of the clutch after deducting all load losses; the second absolute value represents the upper limit of the rigidity capacity of the current system; the slippage compensation is the pressure buffer amount that is dynamically adjusted based on the speed difference; and the preliminary demand torque is the synthetic demand value output to the final decision layer.

[0117] First, the target transmitted torque is multiplied by a safety factor to generate a first absolute value, constructing a safe expansion range for theoretical requirements, covering potential load fluctuation risks. Simultaneously, a second absolute value of the actual transmitted torque is obtained, accurately reflecting the instantaneous load-bearing limit of the current physical system. The operation of taking the minimum of these two values ​​forms an intelligent limiting mechanism: when the amplified theoretical requirement does not exceed the actual capacity, a safe expansion space is reserved; when the theoretical requirement exceeds the actual capacity, it is automatically limited to the rigid upper limit that the system can bear, preventing the set value from exceeding the hardware limit. Superimposed slippage compensation injects a dynamic buffer layer on top of the above constraints: adding pressure margin based on real-time speed differences, and preemptively increasing pressure compensation when slippage symptoms appear.

[0118] The above scheme reduces control risk through the synergy of rigid limiting and flexible buffering: the safety factor expands the demand boundary to cope with unknown fluctuations, the minimum value selection prevents demand commands from exceeding physical limits, and slippage compensation fills the microsecond-level deviation between the theoretical model and the actual state. This constraint-buffering composite design enables the initial demand torque to absorb unexpected load shocks (through the safety boundary) and respond in real time to early slippage signals (through dynamic compensation), reducing control lag caused by capacity misjudgment from the demand setting stage.

[0119] The above-mentioned step S103 converts the required torque transmission into a clutch pressure command, which actively enhances the actual transmission capacity through a hydraulic / electromagnetic actuator. The execution result is fed back to the system in real time: by dynamically adjusting slippage compensation, an adaptive cycle of "pressure increase, capacity enhancement, slippage reduction, and compensation reduction" is formed.

[0120] Furthermore, as a response to the above Figure 1 In addition to the method shown, this embodiment of the invention also provides a clutch slippage control device for controlling the above-mentioned clutch slippage. Figure 1 The method shown is implemented accordingly. This device embodiment corresponds to the foregoing method embodiment. For ease of reading, this device embodiment will not repeat the details of the foregoing method embodiment, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiment. Figure 2 As shown, the device includes: a calculation unit 21, an acquisition unit 22, and a determination unit 23, wherein...

[0121] Calculation unit 21 is used to calculate the target transmitted torque at the clutch input end;

[0122] Acquisition unit 22 is used to acquire the actual transmitted torque from the engine to the input end of the clutch;

[0123] The determining unit 23 is used to determine the required transmission torque of the clutch based on the maximum value of the initial required torque and the speed-affected requirement, wherein the initial required torque is determined based on the target transmission torque and the actual transmission torque, the speed-affected requirement is determined based on the clutch output shaft speed, and the required transmission torque is used to control the pressure control of the clutch to compensate for the actual torque capacity of the clutch.

[0124] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and adjusting kernel parameters can implement a clutch slippage control method, addressing the lag issues inherent in current clutch slippage prevention mechanisms.

[0125] This invention provides a computer-readable storage medium including a stored program that, when executed by a processor, implements the clutch slippage control method.

[0126] This invention provides a processor for running a program, wherein the program executes the clutch slippage control method during runtime.

[0127] This invention provides an electronic device, which includes at least one processor and at least one memory connected to the processor; wherein the processor is used to call program instructions in the memory to execute the clutch slippage control method described above.

[0128] This invention provides an electronic device 30, such as... Figure 3 As shown, the electronic device includes at least one processor 301, and at least one memory 302 and bus 303 connected to the processor; wherein, the processor 301 and the memory 302 communicate with each other through the bus 303; the processor 301 is used to call program instructions in the memory to execute the above-mentioned clutch slippage control method.

[0129] The smart electronic devices mentioned in this article can be PCs, tablets, mobile phones, etc.

[0130] This application also provides a computer program product that, when executed on a process management electronic device, is suitable for executing a program that initializes the steps of the above-described clutch slip control method.

[0131] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0132] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0133] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0134] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0135] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0136] This application also provides a computer program product, which includes computer software instructions that, when executed on a processing device, cause the processing device to perform actions such as... Figure 1 The control flow of the memory in the corresponding embodiment.

[0137] A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0138] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0139] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between apparatuses or units, and may be electrical, mechanical, or other forms.

[0140] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0141] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0142] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0143] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for controlling clutch slippage, characterized in that, include: Calculate the target transmitted torque at the clutch input end; Obtain the actual transmitted torque from the engine to the clutch input terminal; The required transmission torque of the clutch is determined based on the maximum value of the initial required torque and the speed-affected requirement. The initial required torque is determined based on the target transmission torque and the actual transmission torque, and the speed-affected requirement is determined based on the clutch output shaft speed. The required transmission torque is used to control the pressure control of the clutch to compensate for the actual torque capacity of the clutch.

2. The method according to claim 1, characterized in that, The calculation of the target transmitted torque at the clutch input end includes: Obtain the initial target transmitted torque and incremental compensation; Slippage compensation is determined based on real-time speed difference; The target transmission torque is determined based on the sum of the initial target transmission torque, the incremental compensation, and the slippage compensation.

3. The method according to claim 2, characterized in that, Also includes: Obtain the system's fault status; Obtain the original limp torque value of the system when it is in a fault-degraded state; When the system is in a fault-degraded state and requests a non-zero limp torque, the minimum value between the non-zero limp torque and the maximum allowable limp torque of the system is obtained as the system limit value. If the system is not in a fault-degraded state or the requested torque is zero, the fill torque requested during gear shifting will be used as the system limit value. The system limit values ​​are used as the basic parameters of system requirements.

4. The method according to claim 3, characterized in that, The process of obtaining the initial target transmitted torque and incremental compensation includes: Obtain the requested torque at the input end of the clutch; The minimum system requirement is determined by the sum of the minimum allowable torque and the original limp torque value of the fault-degraded state. The initial target transmission torque is determined based on the requested torque at the clutch input and the maximum value among the minimum system requirements; Obtain the original limp torque value of the fault-degraded state and the target difference between it and the system's required basic parameters; The maximum value between the target difference and zero is obtained and used as the incremental compensation.

5. The method according to claim 1, characterized in that, The process of obtaining the actual transmitted torque from the engine to the clutch input includes: Determine the first compensation load, wherein the first compensation load is the sum of the load values ​​of all subsystem controllers; Determine a second compensation load, wherein the second compensation load is a state compensation load determined based on the current clutch temperature and clutch position; A third compensation load is determined, wherein the third compensation load is a cold start compensation load value determined based on the engine starting state; The total compensation load is determined based on the sum of the first compensation load, the second compensation load, and the third compensation load, wherein the total compensation load is the torque loss; The actual transmitted torque at the clutch input is determined based on the difference between the generator's operating conditions and the total compensation load.

6. The method according to claim 4, characterized in that, The determination of the third compensation load includes: With the engine running, the third compensation load is determined to be zero; With the engine off, the adaptive torque is determined based on the speed at the clutch input and the engine coolant temperature. The third compensation load is determined based on the adaptive torque and the compensation coefficient.

7. The method according to claim 1, characterized in that, Also includes: The first absolute value is determined based on the product of the target transmitted torque and the safety factor; Obtain the second absolute value of the actual transmitted torque; The minimum of the first absolute value and the second absolute value, plus the slippage compensation, is taken as the initial required torque.

8. A clutch slippage control device, characterized in that, Also includes: The calculation unit is used to calculate the target transmitted torque at the clutch input end; The acquisition unit is used to acquire the actual transmitted torque from the engine to the input end of the clutch; A determining unit is used to determine the required transmission torque of the clutch based on the maximum value of the initial required torque and the speed-affected requirement, wherein the initial required torque is determined based on the target transmission torque and the actual transmission torque, the speed-affected requirement is determined based on the clutch output shaft speed, and the required transmission torque is used to control the pressure control of the clutch to compensate for the actual torque capability of the clutch.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed by a processor, it implements the steps of the clutch slip control method as described in any one of claims 1 to 7.

10. An electronic device, characterized in that, The electronic device includes at least one processor and at least one memory connected to the processor; wherein the processor is configured to call program instructions in the memory to execute the steps of the clutch slip control method as described in any one of claims 1 to 7.

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