Gearbox clutch control method and system, storage medium and vehicle

Abstract

The invention provides a gearbox clutch control method and system, a storage medium and a vehicle, table look-up is carried out according to a first clutch characteristic table before running-in and a second clutch characteristic table after running-in, first pressure and second pressure can be obtained respectively, and target pressure for driving clutch combination is synthesized in combination with a self-adaptive distribution coefficient. Therefore, the actual running-in degree of the clutch is adapted. Wherein when the engine torque is larger than the clutch torque and the torque difference is larger than the upper limit value of the torque difference range, it is indicated that the clutch combination degree is insufficient, and at the moment, the distribution coefficient is increased, so that the proportion of the first pressure is increased, and the combination pressure is increased; when the torque difference is smaller than the lower limit value of the torque difference range, the distribution coefficient is reduced, and the bonding pressure is reduced. The obtained combination pressure is highly matched with the actual running-in degree of the clutch, the control precision of the clutch can be effectively improved, the gear shifting experience is improved, and the driving comfort is improved.

Description

Technical Field

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

[0002] With the development and maturation of intelligent automation technology for vehicles, customers have increasingly higher requirements for driving comfort, which makes the control of clutch engagement pressure more precise.

[0003] The clutch itself is a rotating friction component. A new clutch surface has microscopic protrusions and uneven contact, resulting in a different coefficient of friction compared to a clutch that has been broken in. This difference in friction coefficient inevitably leads to differences in clutch characteristics, especially under conditions of large slippage. Therefore, it is necessary to adjust the clutch engagement pressure according to the actual break-in period to ensure that the actual transmission effect of the clutch matches the target effect, thereby improving driving comfort.

[0004] In existing technologies, the degree of clutch break-in is usually judged based on the vehicle's cumulative mileage and the amount of cumulative slip energy of the clutch. However, since each driver has different driving habits and each vehicle has different operating conditions during driving, the degree of clutch break-in obtained based on cumulative mileage and cumulative slip energy has poor matching with the actual situation, resulting in insufficient control of clutch engagement pressure and difficulty in effectively improving driving comfort. Summary of the Invention

[0005] Based on this, the purpose of the present invention is to provide a transmission clutch control method, system, storage medium, and vehicle to solve the problem that the existing technology has insufficient effect on the control of engagement pressure during the clutch break-in period, making it difficult to effectively improve driving comfort.

[0006] This invention provides a method for controlling a gearbox clutch, comprising: Based on the real-time status of the clutch, as well as the preset first clutch characteristic table before break-in and the second clutch characteristic table after break-in, the first pressure and the second pressure are obtained respectively, and combined with the preset distribution coefficient to synthesize the target pressure, so as to control the clutch engagement pressure according to the target pressure. During the period from the torque exchange during the upshifting process of the transmission to the start of the speed adjustment phase, the torque difference between the engine torque and the clutch torque is obtained, the torque difference is compared with a preset torque difference range, and the distribution coefficient is adjusted according to the comparison result. The step of adjusting the allocation coefficients based on the comparison results includes: When the torque difference is greater than the upper limit of the torque difference range, the distribution coefficient is increased to increase the proportion of the first pressure and increase the bonding pressure; When the torque difference is less than the lower limit of the torque difference range, the distribution coefficient is reduced.

[0007] Optionally, it also includes: The torque difference is continuously acquired according to a preset control cycle in order to continuously control the distribution coefficient; The total number of increases and decreases in the allocation coefficient is recorded, and the adaptive progress is obtained based on the ratio of the total number of increases to a preset threshold number. When the adaptive progress reaches the completion threshold, the adjustment of the allocation coefficient is paused. When the adaptive progress falls below the completion threshold again, the adjustment of the allocation coefficient is resumed.

[0008] Optionally, it also includes: The average value of the historical data of the torque difference is obtained based on the preset historical data tracing length, and the adaptive progress is corrected based on the difference between the average value and the torque difference range.

[0009] Optionally, it also includes: collecting throttle conditions during gearbox upshifting, and accumulating a collection step when the number of times the throttle is depressed reaches a preset trigger threshold, and using the step count axis of the collection step as the reference axis of the control cycle.

[0010] Another aspect of the present invention provides a gearbox clutch control system, comprising: The main control module is used to obtain the first pressure and the second pressure according to the real-time status of the clutch, as well as the preset first clutch characteristic table before break-in and the second clutch characteristic table after break-in, and to synthesize the target pressure by combining the preset distribution coefficient, so as to control the engagement pressure of the clutch according to the target pressure. An adaptive adjustment module is used to obtain the torque difference between the engine torque and the clutch torque during the torque exchange process of the transmission upshift and the start of the speed adjustment phase, compare the torque difference with a preset torque difference range, and adjust the distribution coefficient according to the comparison result. The adaptive adjustment module is also used for: When the torque difference is greater than the upper limit of the torque difference range, the distribution coefficient is increased to increase the proportion of the first pressure and increase the bonding pressure; When the torque difference is less than the lower limit of the torque difference range, the distribution coefficient is reduced.

[0011] Optionally, the adaptive adjustment module is further configured to: The torque difference is continuously acquired according to a preset control cycle in order to continuously control the distribution coefficient; The total number of increases and decreases in the allocation coefficient is recorded, and the adaptive progress is obtained based on the ratio of the total number of increases to a preset threshold number. When the adaptive progress reaches the completion threshold, the adjustment of the allocation coefficient is paused. When the adaptive progress falls below the completion threshold again, the adjustment of the allocation coefficient is resumed.

[0012] Optionally, the adaptive adjustment module is further configured to: The average value of the historical data of the torque difference is obtained based on the preset historical data tracing length, and the adaptive progress is corrected based on the difference between the average value and the torque difference range.

[0013] Optionally, the adaptive adjustment module is further configured to: collect throttle conditions during gearbox upshifting, and accumulate a collection step when the number of times the throttle is depressed reaches a preset trigger threshold, and use the step count axis of the collection step as the reference axis of the adjustment cycle.

[0014] The present invention also provides a storage medium storing a computer program, which, when read and run by a processor, is used to execute the above-described gearbox clutch control method.

[0015] The present invention also provides a vehicle including the above-described transmission clutch control system.

[0016] The transmission clutch control method provided by this invention presets a first clutch characteristic table before break-in and a second clutch characteristic table after break-in. By looking up the tables according to the real-time state of the clutch, a first pressure and a second pressure can be obtained respectively. These are then combined with a preset distribution coefficient to synthesize a target pressure. The clutch engagement pressure is controlled according to the target pressure to adapt to the actual break-in degree of the clutch. Furthermore, during the torque exchange phase after upshifting and before the start of the speed adjustment phase, the torque difference (engine torque minus clutch torque) is obtained. This torque difference is compared with a preset torque difference range. If the torque difference is greater than the upper limit of the range, the clutch engagement is insufficient, and the engine torque is not effectively transmitted to the clutch. In this case, the distribution coefficient is increased to increase the proportion of the first pressure and increase the engagement pressure. If the torque difference is less than the lower limit of the range, the distribution coefficient is decreased to decrease the engagement pressure. The transmission clutch control method provided by this invention achieves a high degree of matching between the engagement pressure and the actual break-in degree of the clutch, effectively improving clutch control precision, shifting experience, and driving comfort. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the transmission's operating conditions during upshifting; Figure 2 This is a schematic diagram of the main flow of the gearbox clutch control method in an embodiment of the present invention.

[0018] The following detailed description, in conjunction with the accompanying drawings, will further illustrate the present invention. Detailed Implementation

[0019] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0020] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0022] To address the problem that existing technologies are insufficient in controlling the engagement pressure during the clutch break-in period, making it difficult to effectively improve driving comfort.

[0023] This invention provides a transmission clutch control method. Before break-in, a new clutch is tested to obtain a first clutch characteristic table (map table, used to obtain clutch engagement pressure based on clutch temperature, clutch torque, and clutch slip plate speed) before break-in, and a second clutch characteristic table after break-in. During actual transmission operation, the first and second pressures are obtained by looking up the tables based on the real-time clutch status. These pressures are then combined with a preset distribution coefficient to synthesize a target pressure, which is used to control the clutch engagement pressure, thereby adapting to the actual break-in degree of the clutch. Furthermore, during the torque exchange phase after upshifting and before the start of the speed adjustment phase, the torque difference (engine torque minus clutch torque) is obtained. This torque difference is compared with a preset torque difference range. When the torque difference exceeds the upper limit of the range, the clutch engagement is insufficient, and engine torque is not effectively transmitted to the clutch. In this case, the distribution coefficient is increased to increase the proportion of the first pressure, thus increasing the engagement pressure. When the torque difference is less than the lower limit of the range, the distribution coefficient is decreased to decrease the engagement pressure. The obtained engagement pressure has a high match with the actual break-in degree of the clutch, effectively improving clutch control precision, shifting experience, and driving comfort.

[0024] Specifically, please refer to Figure 1 The diagram illustrates the transmission's operating conditions during upshifting. The horizontal axis represents time, with t1 being the moment after torque exchange, and t2 representing the start of the speed adjustment phase. Between t1 and t2, the clutch engagement is relatively stable, the difference between engine torque and clutch torque is relatively stable, and the engine speed and feed rate increase at the same slope. At t2, the engine speed decreases until it matches the feed rate, and then operates at a constant speed.

[0025] For a new clutch, its surface has microscopic protrusions and uneven contact. If driven according to the engagement pressure provided by the clutch break-in chart, the engagement degree will be low, the friction coefficient will be small, and the friction force used for torque transmission will be insufficient. This will cause the clutch output torque to fall short of the ideal value, resulting in insufficient acceleration during gear shifts. In this case, the engine torque will be greater than the clutch torque, and the difference will be greater than the expected range. Conversely, if the engagement force is too high, the shift shock will increase, reducing comfort.

[0026] Based on this characteristic, the present invention provides a method for controlling a gearbox clutch, such as... Figure 2 As shown, it mainly includes: Step S01: Based on the real-time status of the clutch, and the preset first clutch characteristic table before break-in and the second clutch characteristic table after break-in, obtain the first pressure and the second pressure respectively, and combine them with the preset distribution coefficient to synthesize the target pressure, so as to control the clutch engagement pressure according to the target pressure. Step S02: During the period from the torque exchange during the upshifting process of the transmission to the start of the speed adjustment phase, obtain the torque difference between the engine torque and the clutch torque, compare the torque difference with a preset torque difference range, and adjust the distribution coefficient according to the comparison result; The step of adjusting the allocation coefficients based on the comparison results includes: Step S21: When the torque difference is greater than the upper limit of the torque difference range, increase the distribution coefficient to increase the proportion of the first pressure and increase the bonding pressure; Step S21: When the torque difference is less than the lower limit of the torque difference range, reduce the distribution coefficient.

[0027] The appropriateness of the clutch engagement pressure is determined by analyzing the operating conditions during gearbox upshifting. If the torque difference exceeds a preset range, it can be determined that the clutch engagement pressure is too high or too low, allowing for adjustment of the ratio of the first and second pressures to regulate the engagement pressure. This allows for accurate adaptation to the actual break-in process, improving clutch control precision.

[0028] After the break-in period, the engagement coefficient can be fixed. The value of the engagement coefficient is a closed interval between 0 and 1, meaning that under extreme conditions, the engagement pressure is either the first pressure or the second pressure. Ideally, after the break-in period, the engagement pressure is the second pressure, consistent with the clutch test characteristics after break-in. However, in reality, there will be some differences due to individual variations.

[0029] The clutch break-in period is approximately 5000 kilometers, corresponding to a certain cumulative driving time. The break-in process gradually progresses within this period. The distribution coefficient is adjusted according to a preset step size and has discrete characteristics. After each adjustment, the torque difference falls within the preset torque difference range for a certain period. At this point, the adjustment of the distribution coefficient can be paused to avoid the impact of frequent adjustments on the driving experience. As the clutch continues to break in, after this period, the torque difference will again exceed the preset torque difference range, requiring the resumption of distribution coefficient adjustments. Correspondingly, this also includes: The torque difference is continuously acquired according to a preset control cycle in order to continuously control the distribution coefficient; The total number of increases and decreases in the allocation coefficient is recorded, and the adaptive progress is obtained based on the ratio of the total number of increases to a preset threshold number. When the adaptive progress reaches the completion threshold, the adjustment of the allocation coefficient is paused. When the adaptive progress falls below the completion threshold again, the adjustment of the allocation coefficient is resumed.

[0030] To ensure that the clutch engagement pressure can be controlled within the expected range when the adjustment is completed, this embodiment further includes: obtaining the average value of the historical data of the torque difference based on the preset historical data tracing length, and correcting the adaptive progress based on the difference between the average value and the torque difference range.

[0031] In a specific example, the historical data traceability length is 10, meaning the average value is obtained based on the 10 most recent torque difference data points. When the average value falls within the torque difference range, the correction coefficient is 100%. When the average value exceeds the torque difference range, the correction coefficient is less than 100%, and the greater the deviation, the smaller the correction coefficient and the smaller the corrected adaptive progress. This continues until the corrected adaptive progress reaches 100%, confirming that the clutch engagement pressure at the current stage is suitable, and the adjustment of the distribution coefficient can be paused. As the clutch is used, the adaptive progress is continuously monitored. When the adaptive progress falls below 100%, the adjustment of the distribution coefficient resumes.

[0032] Different drivers have different driving habits and different break-in speeds. Compared with the existing technology that adjusts based on driving mileage, this application can effectively monitor the break-in level through an adaptive progress design, adapt to different driving habits, and improve the driving experience.

[0033] The allocation coefficient ranges from 0 to 1. Each adjustment increases or decreases the step size, resulting in a change in the driver's experience. A longer step size leads to a more noticeable difference, while a shorter step size provides better real-time performance and a better driving experience. However, frequent adjustments increase the workload of the clutch engagement pressure controller. With a longer step size, an adaptive progress design ensures effective control. The historical data tracing length, the allocation coefficient step size, and the adaptive progress correction form can be specifically set according to actual conditions; this application does not impose any particular limitations on these. To avoid excessively frequent adjustments to the allocation coefficient, this embodiment further includes: collecting throttle input data during gearbox upshifts, and accumulating a collection step when the number of throttle presses reaches a preset trigger threshold, using the step count axis of the collection step as the reference axis for the control cycle.

[0034] Specifically, for example, the trigger threshold is 10 times. Every 10 times the accelerator pedal is pressed, one collection step is accumulated and step S02 is executed once. The specific value of the trigger threshold can be set according to the actual situation. This application does not make any special limitation on this.

[0035] Since the total number of increases and decreases in the allocation coefficient is combined with a preset threshold to obtain adaptive progress, the threshold value needs to be sufficient to ensure that the allocation coefficient is adjusted a sufficient number of times, thus guaranteeing the effectiveness of the allocation coefficient control. Correspondingly, the data acquisition step should not be too long to ensure that step S02 is executed a sufficient number of times. At the same time, the number of adjustments is limited. To avoid step S01 being executed too many times in a short period of time and the adjustment count being consumed too quickly, the data acquisition step should not be too short. The specific value needs to be adaptively selected according to the actual situation, and this application does not impose any special limitations on this.

[0036] The present invention also provides a gearbox clutch control system, comprising: The main control module is used to obtain the first pressure and the second pressure according to the real-time status of the clutch, as well as the preset first clutch characteristic table before break-in and the second clutch characteristic table after break-in, and to synthesize the target pressure by combining the preset distribution coefficient, so as to control the engagement pressure of the clutch according to the target pressure. An adaptive adjustment module is used to obtain the torque difference between the engine torque and the clutch torque during the torque exchange process of the transmission upshift and the start of the speed adjustment phase, compare the torque difference with a preset torque difference range, and adjust the distribution coefficient according to the comparison result. The adaptive adjustment module is also used for: When the torque difference is greater than the upper limit of the torque difference range, the distribution coefficient is increased to increase the proportion of the first pressure and increase the bonding pressure; When the torque difference is less than the lower limit of the torque difference range, the distribution coefficient is reduced.

[0037] The adaptive adjustment module is further configured to: continuously acquire the torque difference according to a preset adjustment cycle to continuously adjust the distribution coefficient; record the total number of increases and decreases in the distribution coefficient, and obtain the adaptive progress according to the ratio of the total number of increases to a preset number threshold, so as to pause the adjustment of the distribution coefficient when the adaptive progress reaches the completion threshold; and resume the adjustment of the distribution coefficient when the adaptive progress falls below the completion threshold again.

[0038] To ensure the effectiveness of the control, the adaptive adjustment module is also used to: obtain the average value of the historical data of the torque difference based on the preset historical data traceability length, and correct the adaptive progress based on the difference between the average value and the torque difference range.

[0039] The adaptive adjustment module is also used to: collect throttle conditions during gearbox upshifting, and accumulate a collection step when the number of times the throttle is depressed reaches a preset trigger threshold, and use the step number axis of the collection step as the reference axis of the adjustment cycle.

[0040] The present invention also provides a storage medium storing a computer program, which, when read and run by a processor, is used to execute the above-described gearbox clutch control method.

[0041] Those skilled in the art will understand that the logic or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable storage medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable storage medium" can mean any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0042] More specific examples (a non-exhaustive list) of computer-readable storage media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable storage media can even be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0043] The present invention also provides a vehicle including the above-described transmission clutch control system.

[0044] The transmission clutch control method, system, storage medium, and vehicle provided by this invention allow for lookup from a first clutch characteristic table before break-in and a second clutch characteristic table after break-in to obtain a first pressure and a second pressure, respectively. These pressures are then combined with a preset distribution coefficient to synthesize a target pressure for clutch engagement, thereby adapting to the actual break-in degree of the clutch. Specifically, when the engine torque is greater than the clutch torque, and the torque difference exceeds the upper limit of the torque difference range, it indicates insufficient clutch engagement. In this case, the distribution coefficient is increased to increase the proportion of the first pressure, thus increasing the engagement pressure. Conversely, when the torque difference is less than the lower limit of the torque difference range, the distribution coefficient is decreased to decrease the engagement pressure. The obtained engagement pressure has a high degree of matching with the actual break-in degree of the clutch, effectively improving clutch control precision, shifting experience, and driving comfort.

[0045] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0046] The embodiments described above are merely illustrative of several specific implementations of the present invention, and while the descriptions are detailed, they should not be construed as limiting the scope of protection of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A method for controlling a gearbox clutch, characterized in that, include: Based on the real-time status of the clutch, as well as the preset first clutch characteristic table before break-in and the second clutch characteristic table after break-in, the first pressure and the second pressure are obtained respectively, and combined with the preset distribution coefficient to synthesize the target pressure, so as to control the clutch engagement pressure according to the target pressure. During the period from the torque exchange during the upshifting process of the transmission to the start of the speed adjustment phase, the torque difference between the engine torque and the clutch torque is obtained, the torque difference is compared with a preset torque difference range, and the distribution coefficient is adjusted according to the comparison result. The step of adjusting the allocation coefficients based on the comparison results includes: When the torque difference is greater than the upper limit of the torque difference range, the distribution coefficient is increased to increase the proportion of the first pressure and increase the bonding pressure; When the torque difference is less than the lower limit of the torque difference range, the distribution coefficient is reduced.

2. The gearbox clutch control method according to claim 1, characterized in that, Also includes: The torque difference is continuously acquired according to a preset control cycle in order to continuously control the distribution coefficient; The total number of increases and decreases in the allocation coefficient is recorded, and the adaptive progress is obtained based on the ratio of the total number of increases to a preset threshold number. When the adaptive progress reaches the completion threshold, the adjustment of the allocation coefficient is paused. When the adaptive progress falls below the completion threshold again, the adjustment of the allocation coefficient is resumed.

3. The gearbox clutch control method according to claim 2, characterized in that, Also includes: The average value of the historical data of the torque difference is obtained based on the preset historical data tracing length, and the adaptive progress is corrected based on the difference between the average value and the torque difference range.

4. The gearbox clutch control method according to claim 2, characterized in that, Also includes: During the upshifting process of the transmission, the throttle condition is collected, and when the number of times the throttle is depressed reaches a preset trigger threshold, a collection step is accumulated, and the step count axis of the collection step is used as the reference axis of the control cycle.

5. A gearbox clutch control system, characterized in that, include: The main control module is used to obtain the first pressure and the second pressure according to the real-time status of the clutch, as well as the preset first clutch characteristic table before break-in and the second clutch characteristic table after break-in, and to synthesize the target pressure by combining the preset distribution coefficient, so as to control the engagement pressure of the clutch according to the target pressure. An adaptive adjustment module is used to obtain the torque difference between the engine torque and the clutch torque during the torque exchange process of the transmission upshift and the start of the speed adjustment phase, compare the torque difference with a preset torque difference range, and adjust the distribution coefficient according to the comparison result. The adaptive adjustment module is also used for: When the torque difference is greater than the upper limit of the torque difference range, the distribution coefficient is increased to increase the proportion of the first pressure and increase the bonding pressure; When the torque difference is less than the lower limit of the torque difference range, the distribution coefficient is reduced.

6. The gearbox clutch control system according to claim 5, characterized in that, The adaptive adjustment module is also used for: The torque difference is continuously acquired according to a preset control cycle in order to continuously control the distribution coefficient; The total number of increases and decreases in the allocation coefficient is recorded, and the adaptive progress is obtained based on the ratio of the total number of increases to a preset number threshold. The adjustment of the allocation coefficient is paused when the adaptive progress reaches the completion threshold. When the adaptive progress falls below the completion threshold again, the adjustment of the allocation coefficient is resumed.

7. The gearbox clutch control system according to claim 6, characterized in that, The adaptive adjustment module is further configured to: obtain the average value of the historical data of the torque difference based on the preset historical data traceability length, and correct the adaptive progress based on the difference between the average value and the torque difference range.

8. The gearbox clutch control system according to claim 6, characterized in that, The adaptive adjustment module is also used to: collect throttle conditions during gearbox upshifting, and accumulate a collection step when the number of times the throttle is depressed reaches a preset trigger threshold, and use the step number axis of the collection step as the reference axis of the adjustment cycle.

9. A storage medium, characterized in that, The storage medium stores a computer program, which, when read and executed by a processor, is used to perform the gearbox clutch control method according to any one of claims 1 to 4.

10. A vehicle, characterized in that, Includes the gearbox clutch control system as described in any one of claims 5 to 8.

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