A method and control system for controlling a motorcycle clutch

Abstract

This invention relates to the field of motorcycle transmission control technology, and more particularly to a control method and control system for a motorcycle clutch. The method calculates the target engagement position of the clutch by fusing acquired vehicle status information, driver operation information, and environmental information. Then, it controls the clutch to open and close to achieve the target engagement position. Monitoring is performed during the opening and closing process to obtain the actual engagement position of the clutch. Based on the comparison between the target engagement position and the actual engagement position, a decision is made regarding the clutch control process. Based on the decision result, the following actions are taken: maintaining the current control command, controlling the clutch to disengage, performing a retraction action, adjusting the engagement force in the clutch, or reducing the clutch engagement speed. This invention improves control accuracy, safety, and adaptability by integrating information from the vehicle, driver operation, and environment for comprehensive decision-making.

Description

Technical Field

[0001] This invention relates to the field of motorcycle transmission control technology, and in particular to a control method and control system for a motorcycle clutch. Background Technology

[0002] Traditional motorcycle clutch control relies entirely on the rider's experience and skill. The rider manually operates the clutch lever to engage and disengage the clutch. This method has several drawbacks, including: improper clutch and throttle coordination can lead to stalling, jerking, or rear wheel lockup, posing safety risks; frequent partial clutch engagement in congested traffic can cause rider fatigue; and it cannot guarantee optimal power delivery during every gear shift and start, affecting ride smoothness and performance. Therefore, there is an urgent need for a solution that can adaptively sense vehicle status and rider intent, and intelligently and precisely control the clutch accordingly.

[0003] Chinese Patent Publication No. CN117469316A discloses an electronic clutch control system, method, and motorcycle. The related technical solution includes a signal acquisition unit and a control unit. The signal acquisition unit is used to acquire clutch opening / closing signals and throttle position signals. The control unit is used to calculate the target output torque based on the clutch opening / closing signals and throttle position signals, and adjust the motor power to achieve the target output torque. This technical solution has a single control dimension, relying only on the clutch opening / closing and throttle position signals. It cannot perceive the actual dynamics of the vehicle (such as vehicle speed, wheel speed difference, and vehicle posture), resulting in coarse control and poor adaptability, making it unable to cope with complex and changing driving scenarios. Summary of the Invention

[0004] Therefore, the present invention provides a control method and control system for a motorcycle clutch to overcome the problems of the existing clutch having a single control dimension and weak adaptability, resulting in rough control operation and poor safety.

[0005] To achieve the above objectives, the present invention provides a method for controlling a motorcycle clutch, comprising:

[0006] Vehicle status information is collected through a vehicle status sensor group, driver operation information is collected through a driver operation sensor group, and environmental information is collected through an environmental perception sensor group.

[0007] The target clutch engagement position is obtained by fusing the vehicle status information, the driver operation information and the environmental information. During the fusing calculation, the target clutch engagement position is output by combining a multi-dimensional mapping map.

[0008] The clutch is opened and closed based on the target engagement position.

[0009] During the opening and closing of the clutch, the axial displacement of the clutch pressure plate is monitored in real time by a displacement sensor to obtain the actual engagement position of the clutch.

[0010] The clutch control process is determined to meet the standard based on the comparison between the target engagement position and the actual engagement position of the clutch.

[0011] Based on the determination result of the clutch control process, the clutch is controlled to perform a disengagement action, or a retraction action, or the engagement force in the clutch is adjusted, or the engagement speed of the clutch is reduced.

[0012] Further, determining whether the clutch control process conforms to the standard includes:

[0013] Calculate the absolute value of the difference between the actual engagement position of the clutch and the target engagement position of the clutch, and record it as the clutch engagement position deviation;

[0014] Determine the corresponding absolute value of the tolerance based on the actual working conditions;

[0015] Calculate the absolute value of the difference between the clutch engagement position deviation and the absolute value of the tolerance, and denot it as the engagement deviation tolerance;

[0016] Based on the comparison between the engagement deviation tolerance and the critical engagement deviation tolerance, it is determined whether the control process of the clutch meets the standard. If the engagement deviation tolerance is greater than the critical engagement deviation tolerance, the control process of the clutch is re-evaluated.

[0017] Furthermore, the process of determining the corresponding absolute value of the tolerance includes:

[0018] The corresponding actual working condition is determined based on the vehicle status information and the driver operation information.

[0019] The absolute value of the tolerance corresponding to the identified actual working condition is determined based on the pre-stored mapping relationship;

[0020] The actual operating conditions include steady-state conditions where the clutch is fully engaged or fully disengaged, high-load conditions where the throttle opening is greater than the preset throttle opening and the engine torque is greater than the preset torque during starting or shifting, and fine-control conditions where the clutch is in a semi-engaged state.

[0021] Furthermore, the control process for determining the clutch based on the comparison result between the engagement deviation tolerance and the critical engagement deviation tolerance also includes:

[0022] If it is determined that the motorcycle is in an unstable state based on the vehicle state information, the clutch is controlled to perform a disengagement action and the engine braking force is reduced. After the disengagement action is completed and the engine braking force is reduced, the central processing module is controlled to increase the engine speed.

[0023] If, based on the vehicle status information, it is determined that the motorcycle is in a non-instability state, a corresponding processing method is determined, wherein...

[0024] Based on the comparison results of the binding deviation tolerance being less than or equal to the critical binding deviation tolerance, the current control command is determined to be maintained.

[0025] Based on the comparison results of the engagement deviation tolerance being greater than the critical engagement deviation tolerance, a re-evaluation is made regarding the control process of the clutch.

[0026] Furthermore, the process of re-determining the control process of the clutch includes:

[0027] The predicted engine speed of the motorcycle is determined based on the vehicle status information.

[0028] The corresponding processing method is determined based on the comparison result between the predicted engine speed and the shutdown threshold, wherein,

[0029] Based on the comparison result that the predicted engine speed is less than or equal to the shutdown threshold, the clutch is controlled to perform a callback action;

[0030] Based on the comparison result of the predicted engine speed being greater than the shutdown threshold, the slip speed is determined based on the vehicle status information, and based on the comparison result of the slip speed and the expected slip speed range, it is determined whether to adjust the clutch parameters.

[0031] Furthermore, the process of determining whether to adjust the clutch parameters based on the comparison result between the slip speed and the expected slip speed range includes:

[0032] Based on the comparison result of the slip speed being less than the minimum value in the expected slip speed range, the engagement force in the clutch is reduced;

[0033] The engagement force in the clutch is increased based on the comparison result of the slip speed being greater than the maximum value in the expected slip speed range.

[0034] Based on the comparison result that the friction speed is greater than or equal to the minimum value and less than or equal to the maximum value in the expected friction speed range, the longitudinal impact is determined based on the vehicle state information, and the clutch parameters are determined based on the comparison result of the longitudinal impact and the comfort threshold.

[0035] Further, the difference between the minimum value in the expected sliding speed range and the sliding speed is calculated and recorded as the speed difference, and the difference between the sliding speed and the maximum value in the expected sliding speed range is calculated and recorded as the speed offset value;

[0036] The engagement force of the clutch is reduced based on the comparison result between the speed difference and the preset speed difference, wherein the reduction in the engagement force of the clutch is positively correlated with the speed difference.

[0037] The engagement force of the clutch is increased based on the comparison result between the speed offset value and the preset speed offset value, wherein the increase in the engagement force of the clutch is positively correlated with the speed offset value.

[0038] Furthermore, the process of determining whether to adjust the clutch parameters based on the comparison result between the longitudinal impact degree and the comfort threshold includes:

[0039] Based on the comparison results of the longitudinal impact being less than or equal to the comfort threshold, the current control command is determined to be maintained;

[0040] Based on the comparison results of the longitudinal impact being greater than the comfort threshold, the engagement speed of the clutch is determined to be reduced.

[0041] The present invention also provides a control system for a motorcycle clutch, comprising:

[0042] The perception module includes a vehicle status sensor group for collecting vehicle status information, a driver operation sensor group for collecting driver operation information, and an environmental perception sensor group for collecting environmental information.

[0043] A central processing module, which is connected to the sensing module, is used to obtain the vehicle status information, the driver operation information and the environmental information, and perform fusion calculations to obtain the target clutch engagement position.

[0044] An electronically controlled actuator module is connected to the central processing module and the clutch respectively, and is used to control the opening and closing of the clutch based on the target engagement position of the clutch;

[0045] The clutch position monitoring module is connected to the central processing module and the electronic control execution module respectively, and is used to monitor the clutch to obtain the actual engagement position of the clutch;

[0046] An analysis module, which is connected to the central processing module and the clutch position monitoring module respectively, is used to determine whether the clutch control process meets the standard based on the comparison result between the clutch target engagement position and the clutch actual engagement position;

[0047] The control module is connected to the analysis module and the electronic control execution module respectively. It is used to control the electronic control execution module to execute corresponding instructions based on the judgment result of the clutch control process, so as to control the clutch to perform a disengagement action, or perform a callback action, or adjust the engagement force in the clutch, or reduce the engagement speed of the clutch.

[0048] Furthermore, the vehicle status sensor group includes an engine speed sensor, a gear position sensor, a vehicle speed sensor, and an inertial measurement sensor;

[0049] The driver operation sensor group includes a clutch lever travel sensor and a throttle position sensor;

[0050] The environmental perception sensor group includes a tilt sensor and a forward-facing camera sensor.

[0051] Compared with existing technologies, the beneficial effects of the motorcycle clutch control method of the present invention are as follows: It calculates the target clutch engagement position by fusing acquired vehicle status information, driver operation information, and environmental information. Then, based on the target engagement position, it controls the clutch to open and close to achieve the target engagement position. During the clutch's opening and closing process, it monitors the actual clutch engagement position. Based on the comparison between the target engagement position and the actual engagement position, it determines the appropriate processing method, including maintaining the current control command, controlling the clutch to perform a disengagement action, performing a reversal action, adjusting the engagement force in the clutch, or reducing the engagement speed in the clutch. By integrating information from the vehicle, driver operation, and environment for comprehensive decision-making, it achieves closed-loop monitoring and adaptive control of the clutch, improving control accuracy, safety, and adaptability.

[0052] Furthermore, this invention introduces a comparison between dynamically calculated combined deviation tolerance and critical combined deviation tolerance as a judgment criterion, enabling the control system to intelligently distinguish between normal operating condition deviations and abnormal fault deviations. This provides accurate and reliable triggering conditions for subsequent diagnosis, reducing misjudgments and unnecessary interventions. Moreover, by dynamically correlating the absolute value of the tolerance with the actual operating conditions, the control system can understand driving intentions and vehicle status, adopting different control precision requirements in different scenarios, thus achieving intelligent adaptive control.

[0053] Furthermore, this invention elevates the control system's objective from a single clutch control level to the overall vehicle dynamics safety level by establishing "vehicle instability state" as the highest priority judgment condition. This proactively prevents crashes caused by improper power system intervention, thus improving active safety. Moreover, when the vehicle is determined to be in a non-instability state, safety, functionality, and comfort are assessed again in sequence.

[0054] Furthermore, when making a safety reassessment, the present invention obtains the predicted engine speed and compares it with the shutdown threshold to determine whether to control the clutch to perform a reversal action, thereby intervening in advance against the risk of shutdown, thus reducing the probability of engine shutdown and improving vehicle reliability; or obtains the slippage speed for a functional reassessment.

[0055] Furthermore, when re-evaluating functionality, the present invention obtains the slippage speed and compares it with the expected slippage speed range value to adjust the engagement force in the clutch accordingly, thereby reducing clutch wear, effectively extending clutch service life, and optimizing transmission efficiency while ensuring safety; or obtains the longitudinal impact force to re-evaluate comfort.

[0056] Furthermore, when re-evaluating comfort, the present invention obtains the longitudinal impact and compares it with the comfort threshold to reduce the clutch engagement speed, thereby avoiding over-adjustment, making the clutch engagement process smoother, and improving the riding quality of the motorcycle. Attached Figure Description

[0057] Figure 1 This is a schematic diagram of a control system module for a motorcycle clutch in this embodiment;

[0058] Figure 2 This is a flowchart illustrating a control method for a motorcycle clutch in this embodiment;

[0059] Figure 3 This is a flowchart illustrating the process of determining the clutch control procedure based on the comparison between the engagement deviation tolerance and the critical engagement deviation tolerance in this embodiment.

[0060] Figure 4 This is a flowchart illustrating the process for determining the corresponding processing method based on the comparison between the engine's predicted speed and the shutdown threshold in this embodiment.

[0061] Figure 5 This is a flowchart illustrating the process of re-determining the corresponding processing method based on the comparison between the sliding speed and the expected sliding speed in this embodiment.

[0062] Figure 6 This is a flowchart illustrating the process of determining whether to adjust the clutch parameters based on the comparison between longitudinal impact and comfort threshold in this embodiment. Detailed Implementation

[0063] To make the objectives and advantages of the present invention clearer, the present invention will be further described below with reference to embodiments; it should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0064] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0065] It should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0066] Please see Figure 1 As shown, it is a schematic diagram of the control system of a motorcycle clutch in this embodiment. The control system in this embodiment includes a sensing module, a central processing module, an electronic control execution module, a clutch position monitoring module, an analysis module, and a control module.

[0067] Specifically, the perception module includes a vehicle status sensor group for collecting vehicle status information, a driver operation sensor group for collecting driver operation information, and an environmental perception sensor group for collecting environmental information. A central processing module is connected to the perception module to fuse the vehicle status information, driver operation information, and environmental information to obtain the target clutch engagement position. An electronic control execution module is connected to both the central processing module and the clutch to control the clutch to open and close based on the target clutch engagement position. A clutch position monitoring module is connected to both the central processing module and the electronic control execution module to monitor the clutch and obtain the actual clutch engagement position. An analysis module is connected to both the central processing module and the clutch position monitoring module to determine whether the clutch control process meets the standard based on the comparison between the target clutch engagement position and the actual clutch engagement position. A control module is connected to both the analysis module and the electronic control execution module to control the electronic control execution module to execute corresponding commands based on the determination results of the clutch control process, thereby controlling the clutch to perform a disengagement action, a reversal action, adjust the engagement force in the clutch, or reduce the clutch engagement speed.

[0068] In this embodiment, a displacement sensor is used to monitor the axial displacement of the clutch pressure plate in real time to obtain the actual engagement position of the clutch. In other embodiments, a pressure sensor is used to monitor the oil pressure changes in the clutch hydraulic system to obtain the actual engagement position of the clutch.

[0069] Specifically, the vehicle status sensor group includes an engine speed sensor, a gear position sensor, a vehicle speed sensor, and an inertial measurement sensor; the driver operation sensor group includes a clutch lever travel sensor and a throttle position sensor; and the environmental perception sensor group includes a tilt sensor and a forward-facing camera sensor.

[0070] Please see Figure 2 As shown, this is a flowchart illustrating a control method for a motorcycle clutch in this embodiment. The control method in this embodiment includes at least the following steps:

[0071] S1: Collect vehicle status information through the vehicle status sensor group, driver operation information through the driver operation sensor group, and environmental information through the environmental perception sensor group.

[0072] S2: The target engagement position of the clutch is obtained by fusing vehicle status information, driver operation information and environmental information. In the process of fusing calculation, the target engagement position of the clutch is output by combining a multi-dimensional mapping map.

[0073] S3: Controls the clutch to open and close based on the target engagement position of the clutch;

[0074] S4: During the opening and closing of the clutch, the axial displacement of the clutch pressure plate is monitored in real time by a displacement sensor to obtain the actual engagement position of the clutch.

[0075] S5: Determine whether the clutch control process meets the standard based on the comparison results between the clutch target engagement position and the clutch actual engagement position;

[0076] S6: Based on the judgment result of the clutch control process, control the clutch to perform a disengagement action, or perform a reversal action, or adjust the engagement force in the clutch, or reduce the engagement speed of the clutch.

[0077] In this embodiment, the engine output power is controlled by adjusting the opening and closing degree of the clutch. The electronic control execution module can be a linear actuator driven by a motor or solenoid valve, used to precisely control the oil pressure of the clutch master cylinder, thereby directly and actively controlling the disengagement and engagement position of the clutch pressure plate; the engine speed sensor is used to detect the engine speed, the gear position sensor is used to detect the gear, the inertial measurement sensor is used to detect the pitch angle and acceleration, and the vehicle status sensor group determines the current vehicle start status information, vehicle driving status information, up / down gear status information, and vehicle posture information, etc.; the clutch handle travel sensor is used to detect the change in clutch handle engagement travel during driving, the throttle position sensor is used to detect the change in throttle position during driving, and the driver operation sensor group identifies the driver's intentions and obtains driver operation information including rapid acceleration information, emergency braking information, and smooth start information; the tilt sensor is used to directly measure the static slope, the forward camera sensor is used to identify the slope, and the environmental perception sensor group determines whether the motorcycle is on a slope and the corresponding slope information, etc.

[0078] After acquiring multi-source information data from various sensors, the central processing module filters and fuses the data. Based on the fused data, it determines the actual state of the motorcycle, the driver's actual driving intention, and the actual environmental conditions. Then, it combines this data with a pre-defined multi-dimensional mapping map (MAP) to perform real-time lookup and calculate an optimal clutch engagement position or target pressure plate pressure. The clutch position monitoring module can employ, but is not limited to, position sensing devices such as potentiometers, Hall effect sensors, or rotary encoders. It is configured to monitor the output shaft angle or linear displacement of the electronic control actuator module. By monitoring the electronic control actuator module, it indirectly monitors the clutch and feeds back the position signal to the central processing module and analysis module. For example, a magnet can be fixed to a moving part of the electronic control actuator module, and a Hall sensor can be fixed to a stationary part. When the electronic control actuator module moves, the relative distance or angle between the magnet and the sensor changes, causing a change in magnetic field strength. The sensor outputs a changing voltage signal, which is transmitted to the analysis module and central processing module to calculate the actual clutch engagement position.

[0079] For manual mechanical clutches, the engagement force refers to the clamping force of the clutch pressure plate on the friction plates. The control system adjusts the engagement force by controlling the clutch pressure plate through the electronic control execution module. For automatic centrifugal clutches, the engagement force refers to the frictional force generated by the centrifugal force produced by the rotation of the centrifugal shoes and the normal pressure applied to the inner wall of the clutch housing. The magnitude of this centrifugal force is controlled by the engine speed. The control system can indirectly adjust the engagement force by controlling the engine speed through the central processing module; the higher the engine speed, the greater the engagement force. The clutch engagement speed refers to the rate of change of the clutch from the disengaged state to the target engagement position (or reaching the target engagement force). This can refer to the rate of change of engagement between the steel plates and friction plates in a manual mechanical clutch, or the rate of change of engagement between the centrifugal body and the driven plate in an automatic centrifugal clutch.

[0080] Please see Figure 3 As shown, it is a flowchart of the clutch control process determined by comparing the engagement deviation tolerance and the critical engagement deviation tolerance in this embodiment.

[0081] Specifically, in step S5, determining whether the clutch control process meets the standard includes: calculating the absolute value of the difference between the actual engagement position and the target engagement position of the clutch, denoted as the clutch engagement position deviation; determining the corresponding absolute value of the tolerance based on the actual operating conditions; calculating the absolute value of the difference between the clutch engagement position deviation and the absolute value of the tolerance, denoted as the engagement deviation tolerance; and determining whether the clutch control process meets the standard based on the comparison result between the engagement deviation tolerance and the critical engagement deviation tolerance. If the engagement deviation tolerance is greater than the critical engagement deviation tolerance, the clutch control process is re-evaluated.

[0082] Specifically, the clutch control process determined based on the comparison result of the engagement deviation tolerance and the critical engagement deviation tolerance includes: if the motorcycle is determined to be in an unstable state based on the vehicle state information, the clutch is controlled to perform a disengagement action and the engine braking force is reduced; after the disengagement action is completed and the engine braking force is reduced, the central processing module is controlled to increase the engine speed; if the motorcycle is determined to be in an unstable state based on the vehicle state information, a corresponding processing method is determined, wherein, based on the comparison result of the engagement deviation tolerance being less than or equal to the critical engagement deviation tolerance, the current control command is maintained; based on the comparison result of the engagement deviation tolerance being greater than the critical engagement deviation tolerance, the clutch control process is re-determined.

[0083] In this embodiment, if the engagement deviation tolerance H is greater than the critical engagement deviation tolerance H0, it indicates that the actual engagement position of the clutch exceeds the target engagement position by too much. This could lead to unacceptable vehicle dynamic performance (such as shock, stalling risk, excessive slippage, etc.). When the actual operating condition is under fine control, the corresponding absolute tolerance value is determined to be the first absolute tolerance value A1. At this time, the critical engagement deviation tolerance H0 can be set to 0.02mm. The comparison process between H and H0 is as follows:

[0084] If H is less than or equal to H0, it indicates that the difference between the clutch engagement position deviation and the absolute value of the tolerance is relatively small. This also means that the deviation between the actual clutch engagement position and the target clutch engagement position is within an acceptable range. The current control system is in a predictable, low-risk, and linear operating state. At this time, it is possible to maintain the current clutch control parameters to avoid unnecessary intervention that introduces oscillations or delays. If H is greater than H0, it indicates that the difference between the clutch engagement position deviation and the absolute value of the tolerance is relatively large. At this time, the deviation between the actual clutch engagement position and the target clutch engagement position exceeds the acceptable range. The current control system is about to enter a high-risk, nonlinear region. At this time, intervention can be performed by restarting the judgment to ensure safety, smoothness, and durability. In this embodiment, three monitoring parameters that affect the actual driving process are selected, including engine predicted speed, slippage speed, and longitudinal impact degree. In this embodiment, a dynamic, condition-based tolerance determination mechanism is constructed to achieve intelligent adaptive control, improve the overall performance of the system, and effectively avoid triggering unnecessary compensation or separation actions under severe operating conditions, which could interfere with driving. This ensures that the system only intervenes when a real abnormality occurs, greatly improving the smoothness and stability of control.

[0085] In this embodiment, a decision-making process with safety as the highest priority is established. Before or during the comparison of combined deviation tolerances, the control system continuously determines whether the vehicle is in an unstable state based on vehicle state information (from the vehicle state sensor group). For example, the system monitors parameters such as yaw rate, lateral acceleration, and pitch angle of the vehicle through inertial measurement sensors and sets an instability threshold. If the monitored parameters (such as excessive sideslip angle or wheel lift) exceed the instability threshold, the system determines that the vehicle body is in an unstable state. Similarly, if the system detects a sudden change in vehicle pitch when downshifting through the gear position sensor, the system also determines that the vehicle body is in an unstable state.

[0086] When the vehicle body is determined to be in an unstable state, a preset disengagement action is executed to immediately and completely disengage the clutch, cutting off power transmission and preventing the motorcycle from losing control due to sudden changes in drive wheel torque. Simultaneously, the engine speed is actively increased to reduce the braking force caused by engine drag. After completing the disengagement action and reducing engine braking force, the vehicle begins to stabilize, and the engine speed is increased by controlling the central processing module. In this embodiment, if the vehicle body is determined to be in a non-instable state based on vehicle status information, a second determination is triggered, in which safety, functionality, and comfort are assessed sequentially.

[0087] In this embodiment, the corresponding preset parameters, critical parameters, etc. are determined through a large number of real vehicle tests and data calibration.

[0088] Specifically, the process of determining the corresponding absolute tolerance value includes: determining the corresponding actual operating condition based on the vehicle status information and the driver operation information; determining the absolute tolerance value corresponding to the identified actual operating condition based on a pre-stored mapping relationship; wherein, the actual operating condition includes a steady-state operating condition where the clutch is in a fully engaged or fully disengaged state, a high-load operating condition where the throttle opening is greater than a preset throttle opening and the engine torque is greater than a preset torque during starting or shifting, and a fine-control operating condition where the clutch is in a semi-engaged state. The preset throttle opening is exemplarily set to 80%, and the preset torque is 70% of the engine's rated value.

[0089] In this embodiment, a mapping relationship between different actual operating conditions and absolute tolerance values ​​is pre-stored. If the clutch is near the semi-engaged point or directly in a semi-engaged state, the corresponding operating condition is determined as a fine control operating condition. This operating condition requires high precision. Under this condition, the change in the clutch engagement position has a significant impact on torque transmission. Even a small change in the engagement position will cause a huge change in the transmitted torque, requiring extremely high control precision. The first absolute tolerance value A1 is assigned to the fine control operating condition. If the clutch is in a fully engaged or fully disengaged state, the corresponding operating condition is determined as a steady-state operating condition. This operating condition requires low precision. Under this condition, small fluctuations in the clutch engagement position have little impact on the torque transmission between the engine and the transmission. The system can tolerate relatively large tracking deviations under this condition. The third absolute tolerance value A3 is assigned to the steady-state operating condition. If starting with a large throttle or shifting gears, the corresponding operating condition is determined as a high-load operating condition. Under this condition, the impact of the clutch engagement position fluctuation on the transmitted torque is between that of the steady-state operating condition and the fine control operating condition. The second absolute tolerance value A2 is assigned to the high-load operating condition. In this embodiment, A1 is less than A2, and A2 is less than or equal to A3. For example, A1 = 0.05mm, A2 = 0.1mm, and A3 = 0.5mm can be set.

[0090] In this embodiment, if the current position of the clutch is within a predetermined semi-engaged position range, and / or if the speed difference between the engine speed and the transmission input shaft speed is greater than zero and less than a first set threshold, it is determined to be a fine control condition; if the accelerator pedal opening / closing is greater than a second set threshold, and / or if the accelerator pedal opening / closing rate of change is greater than a third set threshold, and combined with the current gear signal, it is determined to be a high load condition; if the current position of the clutch reaches the travel limit of complete disengagement or complete engagement, and / or if the speed difference between the engine speed and the transmission input shaft speed is greater than a fourth set threshold (complete disengagement) or less than a fifth set threshold (complete engagement), it is determined to be a steady-state condition.

[0091] The system has three threshold settings: First, the upper limit of the speed difference for determining whether the system is in the "near the semi-clutch point" (fine control condition). This threshold can be set to 150 RPM. When the speed difference increases from 0 but remains below 150 RPM, the system considers it to be in a semi-clutch condition requiring fine control. Second, the lower limit of the throttle opening / closing for determining "high-throttle start or shift" (high load condition). This threshold can be set to 70%. Exceeding 70% indicates a high-throttle operation. Third, the lower limit of the throttle change rate for determining "high-throttle start or shift" (high load condition). This threshold can be set to 500% / s. The system detects the driver's intention to "suddenly press the accelerator," even if the final opening and closing is not large, the rapid pressing signifies an urgent acceleration demand; the fourth threshold is the lower limit of the speed difference for judging the "fully disengaged state" (steady-state condition). When the motorcycle idle speed is 1200 RPM, the fourth threshold can be set to 1400 RPM. When the speed difference is greater than 1400 RPM, it is judged as fully disengaged; the fifth threshold is the upper limit of the speed difference for judging the "fully engaged state" (steady-state condition). The fifth threshold can be set to 20 RPM. When the absolute value of the difference between the engine speed and the input shaft speed is less than 20 RPM, it is considered that the clutch is fully engaged and the power is synchronized.

[0092] In this embodiment, when the current actual working condition is identified as a hill start condition based on environmental information, a fourth tolerance absolute value A4 is assigned to the hill start condition. The fourth tolerance absolute value A4 is different from the tolerance absolute values ​​(including A1, A2 and A3) under flat high-adhesion road surface. Since the hill start condition is a special environmental condition, in order to prevent the vehicle from rolling back and the drive wheels from slipping, the tolerance must be extremely small to ensure that the clutch provides just the contact force to prevent the vehicle from rolling back at a very precise position. Therefore, A4 is less than A1, and A4 can be set to 0.03mm for example.

[0093] Please see Figure 4 As shown, it is a flowchart of the process for determining the corresponding processing method based on the comparison result between the engine predicted speed and the shutdown threshold in this embodiment.

[0094] Specifically, the process of re-determining the control process of the clutch includes: determining the predicted engine speed of the motorcycle based on the vehicle status information; determining the corresponding processing method based on the comparison result of the predicted engine speed and the shutdown threshold, wherein, based on the comparison result of the predicted engine speed being less than or equal to the shutdown threshold, the clutch is controlled to perform a callback action; based on the comparison result of the predicted engine speed being greater than the shutdown threshold, the slip speed is determined based on the vehicle status information, and based on the comparison result of the slip speed and the expected slip speed range value, it is determined whether to adjust the clutch parameters.

[0095] In this embodiment, the engine speed is detected to calculate the engine speed drop rate, and then the predicted engine speed V is calculated from the speed drop rate. Then, corresponding processing is performed based on the comparison result between the predicted engine speed V and the shutdown threshold V0. The engine speed drop rate represents the rate at which the engine speed decreases per unit time, which directly reflects the change in engine load.

[0096] If the predicted engine speed V is detected to be less than or equal to the shutdown threshold V0, it indicates that the engine is about to shut down. Therefore, a reversal action is executed to quickly reduce the engine load and prevent the speed from dropping below the shutdown point. The "reversal" in the reversal action refers to the opposite direction of the current operating trend; that is, if the clutch is currently engaged (the driver is releasing the clutch pedal / lever), "reversal" commands it to disengage in the opposite direction; if the clutch is currently held, "reversal" commands it to increase the degree of disengagement. After executing the reversal action, the central processing module temporarily increases the engine's output torque. The shutdown threshold V0 is determined based on real-time vehicle status information and can also be further comprehensively determined by combining the engine's calibrated minimum stable speed, driver operation information, and environmental information. When the engine load increases, the shutdown threshold V0 decreases accordingly, allowing the system to intervene earlier. If the engine's predicted speed V is detected to be greater than the shutdown threshold V0, it indicates that there is no immediate risk of the engine shutting down. The control system does not need to immediately execute a callback action. It can determine the current motorcycle's slip speed M based on the vehicle status information, and then re-determine the corresponding processing based on the comparison result between the slip speed M and the expected slip speed range value M0.

[0097] For example, the shutdown threshold V0 can be set to 1100 rpm. For instance, when the clutch engagement position is gradually engaged from 0% (fully disengaged) to 100% (fully engaged), if the engine predicted speed V is detected to be less than or equal to the shutdown threshold V0 when the clutch engagement reaches 50%, it means that if no intervention is taken, the engine speed will drop below the safety line in a very short time, posing a risk of shutdown. Therefore, a corresponding command is immediately generated to perform a pullback action, pulling the clutch engagement position back from 50% to 40%.

[0098] Please see Figure 5 As shown, it is a flowchart in this embodiment for re-determining the corresponding processing method based on the comparison result between the sliding speed and the expected sliding speed.

[0099] Specifically, the process of determining whether to adjust the clutch parameters based on the comparison result of the slip speed and the expected slip speed range includes: determining to reduce the engagement force in the clutch based on the comparison result of the slip speed being less than the minimum value in the expected slip speed range; determining to increase the engagement force in the clutch based on the comparison result of the slip speed being greater than the maximum value in the expected slip speed range; determining the longitudinal impact based on the vehicle state information based on the comparison result of the slip speed being greater than or equal to the minimum value and less than or equal to the maximum value in the expected slip speed range; and determining whether to adjust the clutch parameters based on the comparison result of the longitudinal impact and the comfort threshold.

[0100] In this embodiment, taking the friction between the steel plate and friction plate in the clutch to transmit engine torque as an example, the slippage speed M represents the difference between the engine flywheel speed and the clutch friction plate speed. The larger this difference, the faster the relative sliding speed between the clutch friction plate and the steel plate. The expected slippage speed range M0 can be determined as an optimal range through extensive testing during the vehicle development phase.

[0101] For example, the expected slippage speed M0 can be set to [150, 400] rpm. If M is less than 150 rpm, it indicates that the relative slippage speed between the clutch friction plate and the steel plate is too low. In order to prevent sudden rigid engagement from causing impact and to ensure smooth shifting or starting, the engagement force can be reduced. If M is greater than 400 rpm, it indicates that the relative slippage speed between the clutch friction plate and the steel plate is too high. In order to reduce unnecessary slippage, protect the clutch, and improve transmission efficiency, the engagement force can be increased. If M ∈ M0, it indicates that the relative slippage speed between the clutch friction plate and the steel plate is within a suitable range. At this time, the longitudinal impact degree J can be obtained based on the vehicle state information, and the corresponding processing can be re-determined based on the comparison result of the longitudinal impact degree J and the comfort threshold J0.

[0102] Specifically, the difference between the minimum value in the expected slip speed range and the slip speed is calculated and recorded as the speed difference; the difference between the slip speed and the maximum value in the expected slip speed range is calculated and recorded as the speed offset value; the engagement force of the clutch is reduced based on the comparison result of the speed difference and the preset speed difference value, wherein the reduction in the clutch engagement force is positively correlated with the speed difference value; the engagement force of the clutch is further reduced based on the comparison result of the speed offset value and the preset speed offset value, wherein the increase in the clutch engagement force is positively correlated with the speed offset value.

[0103] In this embodiment, the speed difference E is the difference between the minimum value in the expected slip speed range M0 and the slip speed M. When the speed difference E is larger, the slip speed M is smaller, which means that the current engine speed and the transmission input shaft speed are about to synchronize, and the clutch is about to complete the engagement process. Therefore, the engagement force used by the clutch needs to be smaller, so as to ensure that the clutch completes the final engagement in a smoother and more gradual manner. Therefore, the reduction in the clutch engagement force is positively correlated with the speed difference E.

[0104] In a specific embodiment, a preset speed difference value E0 corresponding to the speed difference value E is set. In order to more accurately determine the reduction in the clutch engagement force, E0 can be divided into a first preset speed difference value E1 and a second preset speed difference value E2. For example, E1 = 20 rpm and E2 = 45 rpm can be set. The comparison process between E and E1 and E2 is as follows:

[0105] If E is less than or equal to E1, a corresponding first engagement force adjustment command is generated, and based on this command, the engagement force in the clutch is reduced by 15% from its original value.

[0106] If E is greater than E1 and less than or equal to E2, a corresponding second engagement force adjustment command is generated, which controls the engagement force in the clutch to be reduced by 25% based on the original value.

[0107] If E is greater than E2, a corresponding third engagement force adjustment command is generated, which controls the engagement force in the clutch to be reduced by 40% based on the original value.

[0108] Understandably, the reduction in engagement force in the clutch can also be set to other values ​​that meet the requirements. For example, when E is greater than E2, it can be reduced by 45% from the original value.

[0109] In this embodiment, the speed offset value F is the difference between the slip speed M and the maximum value in the expected slip speed range M0. When the speed offset value F is larger, the slip speed M is larger, which means that the relative sliding speed between the clutch friction plate and the steel plate is faster. Therefore, the engagement force used by the clutch needs to be larger to reduce the relative sliding between the friction plate and the steel plate. Therefore, the increase in the clutch engagement force is positively correlated with the speed offset value F.

[0110] Set a preset speed offset value F0 corresponding to the speed offset value F. To more accurately determine the increase in clutch engagement force, F0 can be divided into a first preset speed offset value F1 and a second preset speed offset value F2. For example, F1 = 25 rpm and F2 = 50 rpm can be set. The comparison process between F and F1 and F2 is as follows:

[0111] If F is less than or equal to F1, a corresponding fourth engagement force adjustment command is generated, which controls the engagement force in the clutch to increase by 10% based on the original value.

[0112] If F is greater than F1 and less than or equal to F2, a corresponding fifth engagement force adjustment command is generated, which controls the engagement force in the clutch to increase by 20% based on the original value.

[0113] If F is greater than F2, a corresponding sixth engagement force adjustment command is generated, which controls the engagement force in the clutch to increase by 40% based on the original value.

[0114] Understandably, the increase in engagement force in the clutch can also be set to other values ​​that meet the requirements. For example, when F is greater than F2, it can be increased by 45% on the basis of the original value.

[0115] Please see Figure 6 As shown, it is a flowchart of the method for determining whether to adjust the clutch parameters based on the comparison results of longitudinal impact and comfort threshold in this embodiment.

[0116] Specifically, the process of determining whether to adjust the clutch parameters based on the comparison result of the longitudinal impact degree and the comfort threshold includes: determining to maintain the current control command based on the comparison result of the longitudinal impact degree being less than or equal to the comfort threshold; and determining to reduce the clutch engagement speed based on the comparison result of the longitudinal impact degree being greater than the comfort threshold.

[0117] In this embodiment, the longitudinal impact J represents the rate of change of the vehicle's longitudinal acceleration, i.e., the derivative of the acceleration. The comfort threshold J0 can be determined by the OEM based on the preferences of the target customer group and the vehicle's positioning (whether it is a sporty or comfortable vehicle) through a large number of subjective evaluations and objective tests.

[0118] For example, a comfort threshold J0 = 15 m / s can be set. 3 If the longitudinal impact J is less than or equal to the comfort threshold J0, it indicates that the current clutch engagement process is relatively smooth, and the control parameters for maintaining the current clutch can be determined. If the longitudinal impact J is greater than the comfort threshold J0, it indicates that the current clutch engagement process produces an uncomfortable impact. In this case, the difference between the longitudinal impact J and the comfort threshold J0 can be calculated and recorded as the impact difference N. Based on the comparison between the impact difference N and the preset impact difference N0, the clutch engagement speed is reduced. The larger the impact difference N is, the larger the longitudinal impact J is, which means that the motorcycle produces a more uncomfortable jerking sensation. Therefore, the clutch engagement speed needs to be slower to ensure smoothness. Thus, the reduction in clutch engagement speed is positively correlated with the impact difference N.

[0119] To more accurately determine the reduction in clutch engagement speed, the preset impact difference N0 can be divided into a first preset impact difference N1 and a second preset impact difference N2. For example, N1 can be set to 2 m / s. 3 N2 = 4 m / s 3 The comparison process between N and N1 and N2 is as follows:

[0120] If N is less than or equal to N1, a corresponding first engagement speed adjustment command is generated, and based on this command, the clutch engagement speed is reduced by 10% from the original value.

[0121] If N is greater than N1 and less than or equal to N2, a corresponding second engagement speed adjustment command is generated. Based on this command, the clutch engagement speed is reduced by 15% from its original value.

[0122] If N is greater than N2, a corresponding third engagement speed adjustment command is generated, and the engagement speed of the clutch is reduced by 25% based on the original value.

[0123] Understandably, the reduction in clutch engagement speed can also be set to other acceptable values. For example, when N is greater than N2, the original value can be reduced by 23%.

[0124] It is understood that no specific limitation is made to any preset parameter or critical parameter in the embodiments of the present invention, and the above values ​​are not limited thereto. Those skilled in the art can make corresponding adjustments to the preset parameters or critical parameters according to actual needs, analysis of historical data, or usage of the structure.

[0125] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

[0126] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for controlling a motorcycle clutch, characterized in that, include: Vehicle status information is collected through a vehicle status sensor group, driver operation information is collected through a driver operation sensor group, and environmental information is collected through an environmental perception sensor group. The target clutch engagement position is obtained by fusing the vehicle status information, the driver operation information and the environmental information. During the fusing calculation, the target clutch engagement position is output by combining a multi-dimensional mapping map. The clutch is controlled to open and close based on the target engagement position of the clutch. During the opening and closing of the clutch, the axial displacement of the clutch pressure plate is monitored in real time by a displacement sensor to obtain the actual engagement position of the clutch. The clutch control process is determined to meet the standard based on the comparison between the target engagement position and the actual engagement position of the clutch. Based on the determination result of the clutch control process, the clutch is controlled to perform a disengagement action, or a retraction action, or the engagement force in the clutch is adjusted, or the engagement speed of the clutch is reduced. Determining whether the clutch control process conforms to the standard includes: Calculate the absolute value of the difference between the actual engagement position of the clutch and the target engagement position of the clutch, and record it as the clutch engagement position deviation; Determine the corresponding absolute value of the tolerance based on the actual working conditions; Calculate the absolute value of the difference between the clutch engagement position deviation and the absolute value of the tolerance, and denot it as the engagement deviation tolerance; Based on the comparison result between the engagement deviation tolerance and the critical engagement deviation tolerance, it is determined whether the control process of the clutch meets the standard. If the engagement deviation tolerance is greater than the critical engagement deviation tolerance, the control process of the clutch is re-evaluated. The control process of the clutch, determined based on the comparison between the engagement deviation tolerance and the critical engagement deviation tolerance, includes: If it is determined that the motorcycle is in an unstable state based on the vehicle state information, the clutch is controlled to perform a disengagement action and the engine braking force is reduced. After the disengagement action is completed and the engine braking force is reduced, the central processing module is controlled to increase the engine speed. If, based on the vehicle status information, it is determined that the motorcycle is in a non-instability state, then a corresponding processing method is determined, wherein... Based on the comparison results of the binding deviation tolerance being less than or equal to the critical binding deviation tolerance, the current control command is determined to be maintained. Based on the comparison results of the engagement deviation tolerance being greater than the critical engagement deviation tolerance, a re-evaluation is made regarding the control process of the clutch.

2. The control method for a motorcycle clutch according to claim 1, characterized in that, The process of determining the corresponding absolute value of the tolerance includes: The corresponding actual working condition is determined based on the vehicle status information and the driver operation information. The absolute value of the tolerance corresponding to the identified actual working condition is determined based on the pre-stored mapping relationship; The actual operating conditions include steady-state conditions where the clutch is fully engaged or fully disengaged, high-load conditions where the throttle opening is greater than the preset throttle opening and the engine torque is greater than the preset torque during starting or shifting, and fine-control conditions where the clutch is in a semi-engaged state.

3. The motorcycle clutch control method according to claim 1, characterized in that, The process of re-evaluating the control process of the clutch includes: The predicted engine speed of the motorcycle is determined based on the vehicle status information. The corresponding processing method is determined based on the comparison result between the predicted engine speed and the shutdown threshold, wherein, Based on the comparison result that the predicted engine speed is less than or equal to the shutdown threshold, the clutch is controlled to perform a callback action; Based on the comparison result of the predicted engine speed being greater than the shutdown threshold, the slip speed is determined based on the vehicle status information, and based on the comparison result of the slip speed and the expected slip speed range, it is determined whether to adjust the clutch parameters.

4. The motorcycle clutch control method according to claim 3, characterized in that, The process of determining whether to adjust the clutch parameters based on the comparison between the slip speed and the expected slip speed range includes: The reduction of the engagement force in the clutch is determined based on the comparison result of the slip speed being less than the minimum value in the expected slip speed range; The engagement force in the clutch is increased based on the comparison result of the slip speed being greater than the maximum value in the expected slip speed range. Based on the comparison result that the friction speed is greater than or equal to the minimum value and less than or equal to the maximum value in the expected friction speed range, the longitudinal impact is determined based on the vehicle state information, and the clutch parameters are determined based on the comparison result of the longitudinal impact and the comfort threshold.

5. The motorcycle clutch control method according to claim 4, characterized in that, Calculate the difference between the minimum value in the expected sliding speed range and the sliding speed, and record it as the speed difference; calculate the difference between the sliding speed and the maximum value in the expected sliding speed range, and record it as the speed offset value. The engagement force of the clutch is reduced based on the comparison result between the speed difference and the preset speed difference, wherein the reduction in the engagement force of the clutch is positively correlated with the speed difference. The engagement force of the clutch is increased based on the comparison result between the speed offset value and the preset speed offset value, wherein the increase in the engagement force of the clutch is positively correlated with the speed offset value.

6. The motorcycle clutch control method according to claim 4, characterized in that, The process of determining whether to adjust the clutch parameters based on the comparison between the longitudinal impact intensity and the comfort threshold includes: Based on the comparison results of the longitudinal impact being less than or equal to the comfort threshold, the current control command is determined to be maintained; Based on the comparison results of the longitudinal impact being greater than the comfort threshold, the engagement speed of the clutch is determined to be reduced.

7. A control system for a motorcycle clutch, used to implement the control method for a motorcycle clutch as described in any one of claims 1-6, characterized in that, include: The perception module includes a vehicle status sensor group for collecting vehicle status information, a driver operation sensor group for collecting driver operation information, and an environmental perception sensor group for collecting environmental information. The central processing module is used to obtain the vehicle status information, the driver operation information and the environmental information, and perform fusion calculations to obtain the target clutch engagement position. An electronically controlled actuator module is used to control the opening and closing of the clutch based on the target engagement position of the clutch; The clutch position monitoring module is used to monitor the clutch to obtain the actual engagement position of the clutch; The analysis module is used to determine whether the clutch control process meets the standard based on the comparison result between the clutch target engagement position and the clutch actual engagement position; The control module is used to control the electronic control execution module to execute corresponding instructions based on the judgment result of the clutch control process, so as to control the clutch to perform a disengagement action, or a reversal action, or adjust the engagement force in the clutch, or reduce the engagement speed of the clutch.

8. The control system for a motorcycle clutch according to claim 7, characterized in that, The vehicle status sensor group includes an engine speed sensor, a gear position sensor, a vehicle speed sensor, and an inertial measurement sensor. The driver operation sensor group includes a clutch lever travel sensor and a throttle position sensor; The environmental perception sensor group includes a tilt sensor and a forward-facing camera sensor.

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