Clutch control method and device, vehicle, storage medium and program product

Abstract

The invention discloses a clutch control method and device, a vehicle, a storage medium and a program product. The method comprises the following steps: determining an initial control parameter of a clutch in a vehicle based on a driving demand of the vehicle; the target system pressure of the clutch is predicted based on the initial control parameter, and the initial control parameter is adjusted based on the target system pressure to obtain an adjusted control parameter; controlling the operation of the clutch based on the adjustment control parameter, and adjusting the adjustment control parameter based on the actual operation state of the clutch to obtain a target control parameter; and controlling the clutch to operate based on the target control parameter. The technical problem that the control accuracy of the clutch is poor in the prior art is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle engineering, and in particular, to a clutch control method and device, a vehicle, a storage medium and a program product. BACKGROUND

[0002] With the enhancement of energy saving and environmental protection consciousness, hybrid vehicles have advantages in energy saving and emission reduction, and have received more and more attention. The mode switching control method of the hybrid transmission as a key component of the hybrid vehicle is directly related to the power performance, fuel economy and driving comfort of the vehicle. In the hybrid transmission, the power source can be switched between the electric motor, the internal combustion engine or the two, and the clutch is used to smoothly switch between different power sources to ensure the continuity of power and the smoothness of gear shifting. However, the current clutch control strategy has poor control accuracy of the clutch, which leads to poor consistency of clutch pressure control of different vehicles under the same working condition.

[0003] At present, there is no effective solution to the above problems. SUMMARY

[0004] The embodiments of the present application provide a clutch control method, device, vehicle, storage medium and program product to at least solve the technical problem of poor control accuracy of the clutch in the related art.

[0005] According to an aspect of an embodiment of the present application, a clutch control method is provided, including: determining an initial control parameter of a clutch in a vehicle based on a driving demand of the vehicle, wherein the driving demand is used to represent a control demand of the clutch by a driver; predicting a target system pressure of the clutch based on the initial control parameter, and adjusting the initial control parameter based on the target system pressure to obtain an adjusted control parameter, wherein the target system pressure is used to represent a system pressure of the clutch in a future time period under the control of the initial control parameter; controlling the clutch to operate based on the adjusted control parameter, and adjusting the adjusted control parameter based on an actual operating state of the clutch to obtain a target control parameter; and controlling the clutch to operate based on the target control parameter.

[0006] Further, adjusting the adjusted control parameter based on the actual operating state of the clutch to obtain the target control parameter includes: determining an expected operating state of the clutch based on the driving demand, wherein the expected operating state is used to represent an operating state of the clutch when the driving demand is met; determining a state error between the actual operating state and the expected operating state; adjusting the adjusted control parameter to obtain the target control parameter in a case where the state error does not satisfy a preset condition; and determining the adjusted control parameter as the target control parameter in a case where the state error satisfies the preset condition.

[0007] Further, the method further comprises: constructing a state error function based on the state error and a preset parameter, wherein the state error function is used to represent a correlation between a change of the state error and a running time of the clutch; determining an error change rate of the state error based on the state error function; and determining that the state error does not satisfy the preset condition in a case where the error change rate is greater than or equal to a preset threshold.

[0008] Further, the adjusting the adjustment control parameter based on the state error and the preset parameter to obtain a new adjustment control parameter comprises: adjusting the adjustment control parameter based on the state error to obtain an initial adjustment parameter; obtaining a target adjustment parameter based on a sum of the preset parameter and the initial adjustment parameter; and adjusting the adjustment control parameter based on the target adjustment parameter to obtain the new adjustment control parameter.

[0009] Further, the adjusting the adjustment control parameter based on the state error and the preset parameter to obtain a new adjustment control parameter comprises: adjusting the adjustment control parameter based on the state error to obtain an initial adjustment parameter; obtaining a target adjustment parameter based on a sum of the preset parameter and the initial adjustment parameter; and adjusting the adjustment control parameter based on the target adjustment parameter to obtain the new adjustment control parameter.

[0010] Further, the method further comprises: repeating the steps of adjusting the adjustment control parameter based on the state error and the preset parameter to obtain a new adjustment control parameter, controlling the clutch to run based on the new adjustment control parameter, and monitoring a new actual running state of the clutch, until the new state error satisfies the preset condition or a preset number of repetitions is reached; and determining the new adjustment control parameter as the target control parameter in a case where the preset number of repetitions is reached.

[0011] Further, the predicting the target system pressure of the clutch based on the initial control parameter comprises: inputting the initial control parameter into a state prediction model, and predicting a running state of the clutch by using the state prediction model to obtain a state prediction result; and constructing the target system pressure of the clutch based on the state prediction result.

[0012] Further, the adjusting the initial control parameter based on the target system pressure to obtain the adjustment control parameter comprises: determining an expected pressure change curve of the clutch based on a driving demand, wherein the expected pressure change curve is used to represent an expected change trend of the system pressure of the clutch; determining a pressure adjustment value of the system pressure based on a difference value between the expected pressure change curve and the target system pressure; and adjusting the initial control parameter based on the pressure adjustment value to obtain the adjustment control parameter.

[0013] According to another aspect of the embodiments of the present application, a clutch control device is also provided, comprising: a first obtaining module, configured to determine an initial control parameter of a clutch in a vehicle based on a driving demand of the vehicle, wherein the driving demand is used to represent a control demand of the clutch by a driver; a first adjusting module, configured to predict a target system pressure of the clutch based on the initial control parameter, and adjust the initial control parameter based on the target system pressure to obtain an adjusted control parameter, wherein the target system pressure is used to represent a system pressure of the clutch in a future time period under the control of the initial control parameter; a second adjusting module, configured to control the clutch to operate based on the adjusted control parameter, and adjust the adjusted control parameter based on an actual operating state of the clutch to obtain a target control parameter; and a first control module, configured to control the clutch to operate based on the target control parameter.

[0014] According to another aspect of the embodiments of the present application, a vehicle is also provided, comprising: a memory, storing an executable program; and a processor, configured to run the program, wherein the program is used to execute the method in the embodiments of the present application when running.

[0015] According to another aspect of the embodiments of the present application, a computer readable storage medium is also provided, comprising a stored executable program, wherein the computer readable storage medium is used to control a device where the computer readable storage medium is located to execute the method in the embodiments of the present application when the executable program runs.

[0016] According to another aspect of the embodiments of the present application, a computer program product is also provided, comprising a computer program, wherein the computer program is used to implement the method in the embodiments of the present application when executed by a processor.

[0017] According to another aspect of the embodiments of the present application, a computer program product is also provided, comprising a non-volatile computer readable storage medium, wherein the non-volatile computer readable storage medium stores a computer program, and the computer program is used to implement the method in the embodiments of the present application when executed by a processor.

[0018] According to another aspect of the embodiments of the present application, a computer program is also provided, wherein the computer program is used to implement the method in the embodiments of the present application when executed by a processor.

[0019] In the embodiment of the present application, the initial control parameter of the clutch in the vehicle is determined based on the driving demand of the vehicle; the target system pressure of the clutch is predicted based on the initial control parameter, and the initial control parameter is adjusted based on the target system pressure to obtain an adjusted control parameter; the clutch is controlled to operate based on the adjusted control parameter, and the adjusted control parameter is adjusted based on the actual operating state of the clutch to obtain a target control parameter; and the clutch is controlled to operate in a mode based on the target control parameter. The initial control parameter is pre-adjusted by predicting the target system pressure of the clutch, and the initial control parameter is actively adjusted before the clutch operates, thereby avoiding control delay caused by passive response and improving the immediacy and accuracy of pressure control. Through monitoring of the actual operating state of the clutch, a small difference between the predicted value and the actual value can be captured in time, and the adjusted control parameter is further adjusted rapidly until a better target control parameter is found, so that the stability and accuracy of the clutch pressure are maintained in any state of vehicle driving, thereby achieving the purpose of ensuring the real-time and accuracy of clutch control, and realizing the technical effect of improving the control accuracy of the clutch, thereby solving the technical problem of poor control accuracy of the clutch in the related art. BRIEF DESCRIPTION OF DRAWINGS

[0020] The accompanying drawings, which are included to provide a further understanding of the present application, constitute a part of this specification and illustrate exemplary embodiments of the present application and together with their description serve to explain the present application. In the drawings:

[0021] Figure 1 is a flowchart of a clutch control method according to an embodiment of the present application;

[0022] Figure 2 is a schematic diagram of an execution process of an optional clutch control method according to an embodiment of the present application;

[0023] Figure 3 is a schematic diagram of a clutch control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0024] In order to enable persons skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings of the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by persons skilled in the art without creative labor should fall within the protection scope of the present application.

[0025] It is to be understood that the terms "first", "second", and the like, used in the description and the claims of the application, as well as the above-described drawings, are used to distinguish similar objects and are not necessarily used to describe a particular sequential or chronological order. It should be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the application described herein are capable of functioning in other sequences than those described or otherwise illustrated herein. Furthermore, the terms "comprise", "comprising", "include", "including", and the like, used in the description and the claims of the application, are intended to be inclusive or open-ended and not restrictive; the process, method, system, product, or apparatus that includes a series of steps or units are not necessarily limited to those steps or units that are clearly recited, but can include other steps or units that are not expressly listed or inherent to such process, method, product, or apparatus.

[0026] According to an embodiment of the application, an embodiment of a clutch control method is provided. It is to be understood that the steps shown in the flowcharts of the drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowcharts, in some cases, the steps shown or described herein can be executed in an order different from that shown herein.

[0027] Figure 1 is a flowchart of a clutch control method according to an embodiment of the application, as shown in Figure 1 The method comprises the following steps:

[0028] Step S102, determining an initial control parameter of the clutch in the vehicle based on a driving demand of the vehicle, wherein the driving demand is used to represent the control demand of the driver on the clutch.

[0029] The driving demand can refer to the requirement or expectation of the driver on the vehicle performance expressed by operating the vehicle (such as stepping on the accelerator, braking, shifting, etc.). In the context of clutch control, the driving demand can specifically represent the operation demand of the driver on the vehicle, such as smooth starting, rapid acceleration, deceleration, or shifting. The driving demand can include the driving force and speed of the driver, as well as the current running state of the vehicle, such as the vehicle speed, engine speed, etc., which together determine how the clutch should respond to meet the expectations of the driver.

[0030] The initial control parameter can be the control parameter adopted by the clutch control system (hereinafter referred to as control system) when starting or responding to different working conditions. In the clutch control, the initial control parameter can include at least one or more of the following: oil pressure of the clutch, oil flow setting, hydraulic system gain, PID (Proportional-Integral-Derivative) coefficient of feedback control, etc. The initial control parameter is set when the vehicle starts or switches different driving modes to ensure that the clutch can respond in an efficient and safe manner.

[0031] In an optional embodiment, considering that the driving demand directly reflects the instantaneous requirement of the driver on the vehicle performance, such as acceleration, deceleration or maintaining the current speed. While the clutch as a component connecting the engine and the transmission system plays a crucial role in the mode switching of the vehicle, by analyzing the driving demand, it can be ensured that the control parameters of the clutch can quickly respond to the instructions of the driver, providing smooth power conversion. Therefore, the control system can determine the initial control parameters of the clutch in the vehicle based on the control demand of the driver on the clutch, that is, the driving demand of the vehicle, so that the clutch can meet the actual demand of the driver under various driving conditions and achieve better energy utilization efficiency.

[0032] For example, the control system can first determine the quantitative indicators of the driving demand. For example, the control system can analyze the acceleration demand of the driver by monitoring the degree of the driver stepping on the accelerator. The control system can analyze the mode switching demand of the driver by monitoring the operation of the driver on the mode switching. In addition, the control system can also collect vehicle operation data, based on which the behavior patterns of the driver in different driving scenarios and the performance of the vehicle under various conditions can be analyzed, so as to understand the relationship between the driving demand and the response of the vehicle. Subsequently, the control system can preliminarily set the clutch control parameters such as the filling strategy, the pressure threshold, the pressure increasing or decreasing rate, etc. based on the data obtained by monitoring and analyzing, so as to determine the initial control parameters.

[0033] Step S104, based on the initial control parameters, predicting a target system pressure of the clutch, and adjusting the initial control parameters based on the target system pressure to obtain adjusted control parameters, wherein the target system pressure is used to represent the system pressure of the clutch in a future time period under the control of the initial control parameters.

[0034] The target system pressure can refer to the pressure value that the hydraulic system of the clutch can reach under the control of the initial control parameters.

[0035] The adjusted control parameters can be parameters for correcting the operating state of the clutch. In the clutch pressure system based on hydraulic control, the initial control parameters can be set based on pre-set experience or theoretical model, but in the actual operation process, due to the changes of the vehicle operating environment, system aging or other uncertain factors, the initial control parameters may not be able to make the system pressure of the clutch accurately reach the ideal pressure. Therefore, the control system can dynamically adjust the control parameters by monitoring the actual system response to ensure that the system pressure meets the actual driving demand.

[0036] In an optional embodiment, considering that the control requirement of the clutch pressure can be very strict in different mode switching of the hybrid transmission, for example, faster response speed and lower overshoot can be required in high-speed shifting, while more attention can be paid to smoothness and impact reduction in low-speed shifting. By predicting the target system pressure of the clutch and adjusting the control parameters of the clutch accordingly, the operating state of the clutch can be accurately brought to the corresponding control requirement to meet the performance requirements of the transmission under different working conditions. Therefore, the control system can predict the system pressure of the clutch in the future time period under the control of the initial control parameters based on the initial control parameters, so as to obtain the target system pressure. Subsequently, the control system can adjust the initial control parameters based on the target system pressure as the basis for adjustment, to obtain the adjusted control parameters, so that the system pressure of the clutch under the control of the adjusted control parameters can be as close as possible to the system pressure under the ideal state.

[0037] For example, the control system can establish a mathematical model according to the physical characteristics of the clutch. Subsequently, the control system can use the established mathematical model to predict the target system pressure of the clutch in the future time period based on the current initial control parameters. The prediction process can be realized by numerical simulation, state space equation solving or model-based predictive control technology. Then, based on the predicted target system pressure, the control system can evaluate whether the system pressure of the clutch meets the control target, such as whether it can smoothly reach the system pressure under the ideal state, whether there is overshoot or the response time is too long, etc. If the prediction result does not meet the control target, the control system can adjust the control parameters to construct the adjusted control parameters, so as to improve the system performance of the clutch. For example, the control system can adjust the proportional, integral and derivative parameters of the PID controller according to the deviation between the predicted target system pressure and the system pressure under the ideal state, to reduce the deviation. In addition, the control system can also use an adaptive control algorithm to adjust the initial control parameters according to the predicted target system pressure.

[0038] Step S106, controlling the operation of the clutch based on the adjusted control parameters, and adjusting the adjusted control parameters based on the actual operating state of the clutch to obtain target control parameters.

[0039] The actual operating state can refer to the real working condition of the clutch under the action of the current control parameters. For example, the actual operating state can include at least one or more of the following: the oil pressure inside the clutch, the temperature when the clutch is working, the speed difference between the input shaft and the output shaft, the wear state, etc., but is not limited thereto.

[0040] The target control parameters can be the control parameters adjusted for the clutch to meet the expectations.

[0041] In an alternative embodiment, feedback information for the adjustment of the control parameters is provided in consideration of the actual operating state of the clutch. By monitoring the actual operating state of the clutch, it can be determined whether the clutch meets the control target, and data support can be provided for subsequent adjustment of the control parameters. Therefore, the control system can control the operation of the clutch based on the above-mentioned adjusted control parameters, and monitor the operating state of the clutch during the operation of the clutch, thereby obtaining the above-mentioned actual operating state. Subsequently, the control system can determine whether the system pressure of the clutch reaches the system pressure in the ideal state based on the actual operating state of the clutch. If not, the control system can further adjust the adjusted control parameters, thereby obtaining the above-mentioned target control parameters, so that the clutch can achieve a better operating state under different working conditions.

[0042] For example, the control system can apply the designed adjusted control parameters to the control of the clutch and monitor the actual operating state of the clutch in real time, including key parameters such as pressure and slip rate. Subsequently, the control system can adjust the above-mentioned adjusted control parameters according to the deviation between the actual operating state and the target state through a feedback control law. The above-mentioned adjustment process includes multiple iteration processes to continuously fine-tune the above-mentioned adjusted control parameters until the operating state of the clutch approaches the target state, thereby determining the target control parameters that make the operating state of the clutch optimal.

[0043] Step S108, controlling the operation of the clutch based on the target control parameters.

[0044] In an alternative embodiment, in a hybrid dedicated transmission, the role of the clutch is to smoothly switch power between different driving modes. This requires the control system to finely control the clutch to ensure smooth transition of power transmission and avoid power interruption or impact, thereby improving driving comfort and shift quality. The above-mentioned target control parameters are control parameters obtained by adjusting the above-mentioned adjusted control parameters. Under the control of the above-mentioned target control parameters, the operating state of the clutch can highly meet the control target. Therefore, the control system can control the operation of the clutch based on the above-mentioned target control parameters.

[0045] In the embodiments of the present application, based on the driving demand of the vehicle, the initial control parameter of the clutch in the vehicle is determined; based on the initial control parameter, the target system pressure of the clutch is predicted, and the initial control parameter is adjusted based on the target system pressure to obtain an adjusted control parameter; the clutch is controlled to operate based on the adjusted control parameter, and the adjusted control parameter is adjusted based on the actual operating state of the clutch to obtain a target control parameter; and the clutch is controlled to operate in a mode based on the target control parameter. By predicting the target system pressure of the clutch, the initial control parameter is pre-adjusted, which can actively adjust the initial control parameter before the clutch operates, avoid control delay caused by passive response, and improve the immediacy and accuracy of pressure control. Through monitoring the actual operating state of the clutch, small differences between the predicted value and the actual value can be captured in time, and the adjusted control parameter is further adjusted rapidly until a better target control parameter is found, so that the stability and accuracy of the clutch pressure are maintained in any state of vehicle driving, achieving the purpose of ensuring the real-time and accuracy of clutch control, thereby realizing the technical effect of improving the control accuracy of the clutch, and solving the technical problem of poor control accuracy of the clutch in the related art.

[0046] Further, the adjusted control parameter is adjusted based on the actual operating state of the clutch to obtain a target control parameter, including: determining an expected operating state of the clutch based on the driving demand, wherein the expected operating state is used to represent the operating state of the clutch when the driving demand is met; determining a state error between the actual operating state and the expected operating state; adjusting the adjusted control parameter to obtain a target control parameter in the case that the state error does not meet a preset condition; and determining the adjusted control parameter as the target control parameter in the case that the state error meets the preset condition.

[0047] The above-mentioned expected operating state can be the operating state that the clutch should reach or maintain under the current driving condition. The setting of the above-mentioned expected operating state aims to ensure the smoothness, power transmission efficiency and driving comfort of the vehicle, while avoiding excessive wear or damage of the clutch.

[0048] The above-mentioned state error can be the difference between the actual operating state of the clutch and the expected operating state. For example, the above-mentioned state error can be the deviation of the clutch pressure and the expected pressure, the deviation of the slip rate and the expected slip rate, etc., but is not limited thereto, and is specific to the performance index concerned by the control system. The calculation of the above-mentioned state error helps to monitor the performance of the clutch in real time and provides a basis for the adjustment of the control parameter, so as to reduce such error and make the clutch closer to its expected operating state.

[0049] In an optional embodiment, it is considered that the operating state of the clutch directly affects the shift smoothness of the transmission, the power transmission efficiency and the driving experience of the vehicle. Different driving requirements correspond to different operating states of the clutch. According to the above driving requirements, the above expected operating state is the basis for accurate clutch control. Therefore, the control system can analyze the operating state of the clutch when it meets the driving requirements based on the above driving requirements as the above expected operating state, and take the above expected operating state as the adjustment target of the control parameter of the clutch, to ensure that the control parameter matches the actual driving requirement, thereby improving the vehicle performance and driving experience. Further considering that the actual operating state of the clutch may deviate from the above expected operating state due to various factors (such as temperature, wear, system delay, etc.), the control system can determine the state error between the actual operating state of the clutch and the above expected operating state to quantify this deviation and provide a basis for subsequent control parameter adjustment. Specifically, when the above state error does not meet the preset condition, it means that the current adjustment control parameter cannot effectively control the clutch to reach the expected operating state, at which time the control system needs to adjust the above adjustment control parameter to reduce the above state error and make the operating state of the clutch closer to the expected operating state. When the above state error meets the preset condition, it means that the current adjustment control parameter has already met the driving requirement, at which time the control system does not need to further adjust the above adjustment control parameter, and can set the current adjustment control parameter as the above target control parameter for subsequent clutch control under the same or similar driving conditions.

[0050] For example, the control system can analyze the driving demand and set the expected operating state of the clutch based on the result of the demand analysis. For example, during acceleration, the clutch can need to be engaged quickly but smoothly to reduce power loss and impact, while during deceleration, the decoupling speed of the clutch needs to be moderate to avoid transmission interruption and vehicle stability problems. Then, the control system can use sensors to collect the actual operating state of the clutch, such as the actual slip rate, the speed difference and the pressure value, and can compare the actual operating state with the expected operating state to calculate the state error. The control system can also define a preset condition for the state error. For example, the control system can set an error threshold. When the state error exceeds the error threshold, the control system can consider that the actual operating state of the clutch is significantly different from the expected operating state, and the adjustment control parameter needs to be adjusted. For example, if the state error exceeds the preset condition, the control system can reduce the steady-state error by increasing the integral gain of the PID control, or improve the dynamic response by adjusting the proportional gain. The adjustment process can be based on a closed-loop control strategy, that is, the adjustment control parameter is continuously adjusted through a feedback mechanism until the state error is less than the error threshold, that is, the actual operating state of the clutch is close to the expected operating state. At this time, the control system can determine the current adjustment control parameter as the target control parameter.

[0051] Further, the method further comprises: constructing a state error function based on the state error and a preset parameter, wherein the state error function is used to represent the correlation between the change of the state error and the operating time of the clutch; determining an error change rate of the state error based on the state error function; and determining that the state error does not satisfy the preset condition when the error change rate is greater than or equal to a preset threshold.

[0052] The state error function can be a mathematical function for quantifying the difference between the actual operating state and the expected operating state of the clutch. The state error function can represent the relationship between the state error and the change of time, and can reveal the degree and trend of the system state deviating from the target state.

[0053] The error change rate can be the change speed of the state error. Based on the error change rate, the control system can verify the stability of the clutch operation.

[0054] The preset threshold can be a value used to determine whether the error change rate has reached the control target. When the error change rate exceeds this preset threshold, it indicates that the change speed of the clutch system state is too fast or too slow, and it can not be able to smoothly reach or stabilize at the expected state, so as to trigger additional control actions or adjustments to ensure that the clutch can operate as expected.

[0055] In an optional embodiment, the dynamic performance of the clutch in the control process, including the speed of pressure adjustment and the running stability, can be more accurately evaluated by associating the state error with the running time of the clutch. Therefore, the control system can determine the association between the change of the state error and the running time of the clutch based on the above state error and the preset parameter, thereby constructing the above state error function to quantify the change of the difference between the actual pressure and the expected pressure of the clutch over time. Subsequently, in order to further determine whether the running state of the clutch tends to be stable, the control system can determine the error change rate of the state error based on the above state error function, thereby timely adjusting the control strategy to avoid over or under control of the pressure. In the case where the error change rate is greater than or equal to the preset threshold, it is determined that the state error does not meet the preset condition. If the above error change rate is greater than or equal to the preset threshold, it means that the state error of the clutch is still unstable, and at this time the control system can determine that the above state error does not meet the preset condition.

[0056] For example, the control system can use the Lyapunov method to construct the above state error function and calculate the derivative of the function with respect to time to determine the above error change rate. In the Lyapunov method, the above preset threshold can be 0, and if the above derivative value is less than 0, it indicates that the change of the state error of the clutch has tended to be stable, meaning that the actual state of the clutch is close to the expected state. If the above derivative value is greater than or equal to 0, it indicates that the change of the state error of the clutch still has a large fluctuation, and at this time the control system can adjust the above adjustment control parameter according to the above derivative value to obtain the above target control parameter. It should be noted that the construction method of the above state error function and the selection of the preset threshold are only exemplary, and the staff can set them according to actual needs, which are not limited herein.

[0057] Further, adjusting the adjustment control parameter to obtain the target control parameter includes: adjusting the adjustment control parameter based on the state error and the preset parameter to obtain a new adjustment control parameter; controlling the clutch to run based on the new adjustment control parameter and monitoring a new actual running state of the clutch; determining a new state error between the new actual running state and the expected running state; and determining the new adjustment control parameter as the target control parameter in the case where the new state error meets the preset condition.

[0058] In an optional embodiment, after adjusting the adjustment control parameter to obtain a new adjustment control parameter, it is further needed to evaluate whether the new adjustment control parameter can make the operating state of the clutch close to the expected operating state, so as to determine the adjustment effect of the adjustment control parameter, so that the control system can make further control decisions. Therefore, after adjusting the adjustment control parameter based on the state error and the preset parameter to obtain a new adjustment control parameter, the control system can control the operation of the clutch based on the new adjustment control parameter, and continuously monitor the operating state of the clutch during the operation of the clutch, so as to obtain a new actual operating state. At this time, in order to evaluate the adjustment effect of the adjustment control parameter, the control system can determine a new state error between the new actual operating state and the expected operating state. If the new state error meets the preset condition, it indicates that the new adjustment control parameter can make the operating state of the clutch close to the expected operating state. At this time, the control system can determine the new adjustment control parameter as the target control parameter, so as to ensure that the clutch can stably and efficiently operate under various working conditions.

[0059] For example, the control system can preset a set of control parameter adjustment rules based on control theory. The adjustment rules can be based on PID control logic, or can include more complex adaptive control algorithms such as fuzzy control, neural network control, etc. Based on the control theory, the control system can construct preset parameters such as adjustment step of control parameter, adjustment direction, etc. Subsequently, the control system can calculate a new adjustment control parameter according to the current state error and the preset parameter, and control the operation of the clutch according to the new adjustment control parameter, so that the operating state of the clutch approaches the expected operating state. During the above control process, the control system can continuously collect the operating data of the clutch through the sensors deployed in the clutch in advance, so as to obtain a new actual operating state, and can compare the new actual operating state with the expected operating state to obtain a new state error. Subsequently, the control system can judge whether the new state error meets the preset condition. Once the new state error meets the preset condition, it means that the operating state of the clutch approaches or reaches the expected operating state. At this time, the new adjustment control parameter can be determined as the target control parameter.

[0060] Further, adjusting the adjustment control parameter based on the state error and the preset parameter to obtain a new adjustment control parameter comprises: constructing an initial adjustment parameter based on the state error; obtaining a target adjustment parameter based on the sum of the preset parameter and the initial adjustment parameter; and adjusting the adjustment control parameter based on the target adjustment parameter to obtain a new adjustment control parameter.

[0061] The initial adjustment parameter can be a set of parameter values set at the beginning of the adjustment process of the initial control parameter. The initial adjustment parameter can be preliminarily selected based on the designer's experience, theoretical analysis or the result of pre-experiment.

[0062] The target adjustment parameter can be an adjustment parameter obtained by adjusting the initial adjustment parameter according to the state error or the performance index of the clutch. The control parameter adjusted based on the target adjustment parameter can maintain the performance of the clutch at a relatively good level, so as to effectively track the set output target while keeping stable in the face of disturbance or uncertainty.

[0063] In an optional embodiment, in order to improve the adjustment efficiency of the adjustment control parameter, the control system can construct an initial adjustment parameter based on the state error as a starting point for adjustment. The determination process of the initial adjustment parameter can be based on the preliminary understanding of the current state error of the clutch and the preset rule or experience, so as to improve the pertinence of the adjustment process and thus improve the overall efficiency of the adjustment process. Considering that the preset parameter is a value set based on past experience or theoretical analysis, which reflects the basic expectation of the running state of the clutch, the control system can add the initial adjustment parameter and the preset parameter to obtain the target adjustment parameter, so as to improve the adjustment effect of the adjustment control parameter. Finally, the control system can adjust the adjustment control parameter based on the target adjustment parameter to obtain a new adjustment control parameter, so as to gradually reduce the state error until the running state of the clutch reaches or approaches the desired running state.

[0064] For example, the control system can use a feedback control mechanism based on Lyapunov function to adjust the adjustment control parameter. Specifically, the control system can calculate the differential value of the state error as the initial adjustment parameter. At the same time, the control system can calculate the integral value of the state error with respect to the running time of the clutch, and take the product of the integral value and a preset proportional parameter as the preset parameter. Subsequently, the control system can take the sum of the differential value of the state error and the preset parameter as the target adjustment parameter, and substitute it into the Lyapunov function to calculate the derivative value of the Lyapunov function with respect to the running time of the clutch. At this time, under the adjustment effect of the target adjustment parameter, the derivative value needs to remain negative, that is, the derivative value needs to remain less than 0, so that the error change rate of the clutch tends to be stable. At this time, the control system can solve the control parameter of the clutch under the current state, and take the control parameter as the new adjustment control parameter.

[0065] Further, the method further comprises: in the case that the new state error does not satisfy the preset condition, repeatedly performing the steps of adjusting the adjustment control parameter based on the state error and the preset parameter to obtain a new adjustment control parameter, controlling the clutch to operate based on the new adjustment control parameter, and monitoring a new actual operating state of the clutch to determine a new state error between the new actual operating state and the expected operating state, until the new state error satisfies the preset condition or a preset number of repetitions is reached; and in the case that the preset number of repetitions is reached, determining the new adjustment control parameter as the target control parameter.

[0066] The preset number of repetitions can refer to an upper limit of the number of adjustment cycles in the process of adjusting the control parameter based on the state error. Once the preset number of repetitions is reached, even if the state error still does not completely satisfy the preset condition, the iterative adjustment process is stopped, and the last generated adjustment control parameter is used as the target control parameter to complete the control of the clutch. The setting of the preset number of repetitions can prevent the adjustment of the control parameter from falling into a dead loop or a long time of no response.

[0067] In an optional embodiment, considering that the new adjustment control parameter obtained after a single adjustment of the adjustment control parameter can still be difficult to make the operating state of the clutch fit the expected operating state, the control system can ultimately determine a set of control parameters that can make the clutch stable at the expected operating state through continuous adjustment and evaluation. Therefore, the control system can repeatedly perform the adjustment process of the adjustment control parameter in the case that the new state error still does not satisfy the preset condition, that is, repeatedly perform the steps of adjusting the adjustment control parameter based on the state error and the preset parameter to obtain a new adjustment control parameter, controlling the clutch to operate based on the new adjustment control parameter, and monitoring a new actual operating state of the clutch to determine a new state error between the new actual operating state and the expected operating state. If the new state error corresponding to the current repetition round in the above repeated process satisfies the preset condition, the control system can determine the new adjustment control parameter corresponding to the current repetition round as the target control parameter. If the preset number of repetitions has been reached, indicating that the number of repetitions has reached an upper limit, the control system can determine the new adjustment control parameter corresponding to the last repetition round as the target control parameter.

[0068] Further, predicting the target system pressure of the clutch based on the initial control parameter comprises: inputting the initial control parameter into a state prediction model, predicting the operating state of the clutch by using the state prediction model to obtain a state prediction result; and constructing the target system pressure of the clutch based on the state prediction result.

[0069] The state prediction model can be a model for predicting the future pressure state of the clutch system in the hybrid-specific transmission. The state prediction model can be established based on the physical characteristics (such as pressure-flow characteristics) and control parameters (such as the output flow of the electric pump) of the clutch system, and can use methods in control theory such as PID control, Lyapunov stability theory, etc. to ensure the accuracy of the prediction.

[0070] The state prediction result can refer to the target pressure of the clutch system at a future time predicted by the state prediction model based on the given initial control parameters. The state prediction result can be used to guide the controller to adjust the current control strategy in order to more accurately achieve the expected pressure level, thereby achieving effective control of the clutch pressure.

[0071] In an optional embodiment, considering that the initial control parameters set at steady state may not be able to meet the precise control requirements of the clutch, the control system needs to adjust the initial control parameters in advance before the clutch is operated. In order to quantify the degree of adjustment of the initial control parameters, the control system can predict the target system pressure and determine the adjustment strategy for the initial control parameters based on the target system pressure. Further considering that the operating state of the clutch may change over time, temperature and other external conditions, the state prediction model can take these variables into account. Based on this, in order to improve the prediction accuracy of the target system pressure, the control system can input the initial control parameters into the state prediction model and use the state prediction model to predict the operating state of the clutch to obtain the state prediction result. Subsequently, the control system can calculate the target system pressure that the clutch can achieve under the control of the initial control parameters based on the state prediction result to guide the control system to adjust the initial control parameters.

[0072] For example, the control system can establish a state prediction model with high prediction accuracy based on the physical characteristics of the clutch. The state prediction model can be a dynamic model, a thermodynamic model, or a data-driven machine learning model such as a neural network, a support vector machine, etc. Subsequently, the control system can input the initial control parameters of the clutch into the state prediction model, which can feed back the state prediction result to the control system. Then, the control system can analyze the state prediction result output by the model to identify potential problems in the operation of the clutch, such as too fast or too slow engagement speed, overshoot, the impact of temperature changes on performance, etc. Based on the state prediction result, the control system can determine the target system pressure to evaluate the feasibility of the initial control parameters, thereby identifying the parts of the initial control parameters that need to be adjusted.

[0073] Further, the initial control parameter is adjusted based on the target system pressure to obtain an adjusted control parameter, including: determining an expected pressure change curve of the clutch based on the driving demand, wherein the expected pressure change curve is used to represent an expected change trend of the system pressure of the clutch; determining a pressure adjustment value of the system pressure based on a difference value between the expected pressure change curve and the target system pressure; and adjusting the initial control parameter based on the pressure adjustment value to obtain the adjusted control parameter.

[0074] The expected pressure change curve can be a desired pressure trajectory of the clutch system pressure varying with time or different operation variables, which is set according to the driving demand or the vehicle working condition. The expected pressure change curve reflects the accurate pressure value that the clutch should reach in different driving modes, so as to ensure smooth mode switching, fast response speed and small overshoot, thereby improving the performance and driving experience of the vehicle.

[0075] The pressure adjustment value can be a value calculated based on the difference between the actual system pressure and the expected pressure change curve, which is used to adjust the current control strategy. When the actual detected clutch system pressure is different from the target pressure at the corresponding time point or operation variable in the expected pressure change curve, the control system calculates the pressure adjustment value. The calculation method of the pressure adjustment value can include at least one or more of PID control, adaptive control or other control theories, which is not limited here depending on the design of the control strategy.

[0076] In an optional embodiment, considering that the target system pressure that the clutch can reach under the control of the initial control parameter may be difficult to meet the actual driving demand, in order to improve the control effect of the control system on the clutch, the control system can determine the expected pressure change curve of the clutch based on the driving demand, and clearly define the expected change trend of the system pressure of the clutch under the driving demand, so as to guide the control system to adjust the pressure of the clutch, thereby ensuring that the smooth switching requirement can be met in various driving situations. After the expected pressure change curve is constructed, the control system can calculate the difference value between the corresponding system pressure in the expected pressure change curve and the target system pressure at the current time point or operating state, so as to determine the pressure adjustment value of the system pressure, and clearly define the adjustment strength of the control system on the system pressure. Finally, the adjustment amount of the initial control parameter is calculated based on the pressure adjustment value, so as to adjust the initial control parameter to obtain the adjusted control parameter.

[0077] For example, the control system can analyze the influence of the above-mentioned driving demand on the clutch pressure, and calculate the expected value of the clutch pressure and the trend of the expected value according to the analysis result, so as to form a pressure change curve. Subsequently, the control system can read the corresponding pressure value from the expected pressure change curve based on the current time point, calculate the difference between the pressure value and the above-mentioned target system pressure, so as to obtain the above-mentioned pressure adjustment value. Then, the control system can select a suitable control strategy (such as PID control, fuzzy control, adaptive control, etc.) according to the size and direction of the above-mentioned pressure adjustment value, adjust the above-mentioned initial control parameter to obtain the above-mentioned adjustment control parameter, so as to reduce the deviation between the target system pressure and the pressure of the above-mentioned expected pressure change curve.

[0078] For the convenience of understanding, Figure 2 is a schematic diagram of the execution process of an optional clutch control method according to an embodiment of the present application, as shown in the figure, the process includes constructing a steady-state control law, introducing a reference dynamic feedforward control, constructing a dynamic feedforward control law, defining a system tracking error, introducing an error feedback control, constructing an error feedback control law, and determining a target control law. The specific construction process of the target control law will be described below, and part of the symbol definitions are as follows: Figure 2 represents the target control law of the clutch, represents the steady-state control law of the clutch, represents the reference dynamic feedforward control law of the clutch, represents the error feedback control law of the clutch, represents the state variable, represents the control output, in this embodiment, and are the main oil line pressures of the clutch oil line system, represents the system tracking error, that is, the difference between the expected main oil line pressure and the actual main oil line pressure of the clutch oil line system. represents the expected main oil line pressure, represents the expected main oil line pressure change rate (equivalent to ).

[0079] The control system can model the operating state of the clutch, and the control system model of the clutch can be as follows:

[0080] ;

[0081] In the formula, represents the main oil line pressure of the clutch oil line system, represents the main oil line pressure change rate of the clutch oil line system, represents the response time constant, represents the motor duty cycle of the solenoid valve,​ represents the flow regulation ability of the electromagnetic valve under different pressures.

[0082] In the above formula, can be denoted as , can be denoted as , and the above formula can be rewritten as:

[0083] ;

[0084] Assuming that the system only uses steady-state control, in the steady-state control stage, the system state does not change, that is, the system state satisfies the following formula:

[0085] ;

[0086] Substituting the above condition into the above control system model, the steady-state control law of the clutch can be obtained as:

[0087] ;

[0088] Since the above control system model is a nonlinear system, disturbances, parameters, and the like in the clutch control process will change, so only steady-state control cannot achieve the desired control effect, and reference dynamic feedforward control needs to be introduced. At this time, the above target control law can be:

[0089] ;

[0090] In the reference dynamic feedforward control, it can be assumed that the rate of change of the main oil line pressure is the same as the expected rate of change of the main oil line pressure:

[0091] ;

[0092] At this time, substituting the above target control law into the above control system model, the reference dynamic feedforward control law can be shown as follows:

[0093] ;

[0094] Since the above control system model does not consider external disturbances and modeling errors in the modeling process, in order to achieve the control target and improve the robustness of the control system model to uncertainty, on the basis of the above design, an error feedback control law is introduced. At this time, the above target control law can be:

[0095] ;

[0096] And the system tracking error can be defined as:

[0097] ;

[0098] At this time, the target control law is substituted into the control system model to obtain the system tracking error differential as shown in the following formula:

[0099] ;

[0100] Subsequently, the control system can select a Lyapunov function, and the expression of the function can be as shown in the following formula:

[0101] wherein, ;

[0102] In the formula, represents the Lyapunov function value, represents the feedback controller proportional parameter, represents the integral of the system tracking error with respect to time . The derivative of the Lyapunov function is obtained as follows:

[0103] ;

[0104] In the control system model, is not equal to 0, and based on the Lyapunov control theory, when is less than 0, the system tracking error can be asymptotically stable. In order to ensure negative, the following definition can be made:

[0105] ;

[0106] In the formula, represents the feedback controller integral parameter, and when is greater than 0, the following is easily obtained:

[0107] ;

[0108] At this time, the system tracking error is asymptotically stable, and the error feedback control law can be obtained as shown in the following formula by combining the above steps:

[0109] ;

[0110] Substituting the above formula into the determination formula of the target control law can obtain the final target control law as shown in the following formula:

[0111] .

[0112] According to the embodiment of the application, an embodiment of a clutch control device is provided, and it should be noted that the device can be used to execute the above clutch control method. The specific implementation process and application scenarios are the same as those of the above embodiment, and will not be described here again. Figure 3is a schematic diagram of a clutch control device according to an embodiment of the present application, as shown, the device comprises: Figure 3

[0113] The first acquisition module 302 is configured to determine an initial control parameter of the clutch in the vehicle based on a driving demand of the vehicle, wherein the driving demand is used to represent a control demand of the driver on the clutch.

[0114] The first adjustment module 304 is configured to predict a target system pressure of the clutch based on the initial control parameter, and adjust the initial control parameter based on the target system pressure to obtain an adjusted control parameter, wherein the target system pressure is used to represent a system pressure of the clutch in a future time period under the control of the initial control parameter.

[0115] The second adjustment module 306 is configured to control the clutch to operate based on the adjusted control parameter, and adjust the adjusted control parameter based on an actual operating state of the clutch to obtain a target control parameter.

[0116] The first control module 308 is configured to control the clutch to operate based on the target control parameter.

[0117] Further, the second adjustment module is further configured to: determine an expected operating state of the clutch based on the driving demand, wherein the expected operating state is used to represent an operating state of the clutch when the driving demand is met; determine a state error between the actual operating state and the expected operating state; adjust the adjusted control parameter to obtain the target control parameter in a case where the state error does not satisfy a preset condition; and determine the adjusted control parameter as the target control parameter in a case where the state error satisfies the preset condition.

[0118] Further, the device further comprises: a first construction module configured to construct a state error function based on the state error and a preset parameter, wherein the state error function is used to represent an association between a change of the state error and an operating time of the clutch; a first determination module configured to determine an error change rate of the state error based on the state error function; and a second determination module configured to determine that the state error does not satisfy the preset condition in a case where the error change rate is greater than or equal to a preset threshold.

[0119] Further, the second adjustment module is further configured to: adjust the adjusted control parameter based on the state error and the preset parameter to obtain a new adjusted control parameter; control the clutch to operate based on the new adjusted control parameter and monitor a new actual operating state of the clutch; determine a new state error between the new actual operating state and the expected operating state; and determine the new adjusted control parameter as the target control parameter in a case where the new state error satisfies the preset condition.

[0120] ​Further, the second adjustment module is further configured to: construct an initial adjustment parameter based on the state error; obtain a target adjustment parameter based on a sum of the preset parameter and the initial adjustment parameter; and adjust the adjustment control parameter based on the target adjustment parameter to obtain a new adjustment control parameter.

[0121] Further, the device further comprises: a third adjustment module configured to, in a case where the new state error does not satisfy the preset condition, repeatedly perform the steps of adjusting the adjustment control parameter based on the state error and the preset parameter to obtain a new adjustment control parameter, controlling the clutch to operate based on the new adjustment control parameter, monitoring a new actual operating state of the clutch, and determining a new state error between the new actual operating state and the expected operating state, until the new state error satisfies the preset condition or a repetition number reaches a preset number; and a third determination module configured to, in a case where the repetition number reaches the preset number, determine the new adjustment control parameter as the target control parameter.

[0122] Further, the first adjustment module is further configured to: input the initial control parameter into a state prediction model, and predict the operating state of the clutch by using the state prediction model to obtain a state prediction result; and construct a target system pressure of the clutch based on the state prediction result.

[0123] Further, the first adjustment module is further configured to: determine an expected pressure change curve of the clutch based on a driving demand, wherein the expected pressure change curve is used to represent an expected change trend of the system pressure of the clutch; determine a pressure adjustment value of the system pressure based on a difference value between the expected pressure change curve and the target system pressure; and adjust the initial control parameter based on the pressure adjustment value to obtain the adjustment control parameter.

[0124] Embodiments of the present application also provide a vehicle, comprising: a memory storing an executable program; and a processor configured to run the program, wherein the program is configured to execute the method in the embodiments of the present application when running.

[0125] Embodiments of the present application also provide a computer readable storage medium, comprising a stored executable program, wherein the computer readable storage medium is configured to control a device on which the computer readable storage medium is located to execute the method in the embodiments of the present application when the executable program runs.

[0126] Embodiments of the present application also provide a computer program product, comprising a computer program, wherein the computer program is configured to implement the method in the embodiments of the present application when executed by a processor.

[0127] Embodiments of the present application also provide a computer program product, comprising a non-volatile computer readable storage medium configured to store a computer program, wherein the computer program is configured to implement the method in the embodiments of the present application when executed by a processor.

[0128] The embodiments of the present application further provide a computer program which, when executed by a processor, implements the method in each of the above embodiments of the present application.

[0129] The above-mentioned serial numbers of the embodiments of the present application are only for description, and do not represent the advantages or disadvantages of the embodiments.

[0130] In the above-mentioned embodiments of the present application, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0131] In the several embodiments provided by the present application, it should be understood that the disclosed technology can be implemented in other ways. Of course, the embodiments described above are only schematic. For example, the division of units can be a logical function division, and there can be another division manner in actual implementation, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, and can be electrical or other forms.

[0132] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on a plurality of units. According to actual needs, part or all of the units can be selected to achieve the purpose of the present embodiment.

[0133] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware, or in the form of software functional unit.

[0134] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application, essentially or in other words, the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, including a number of instructions to make a computer device (which can be a personal computer, a server or a network device, etc.) execute all or part of the steps of the methods described in various embodiments of the present application. The aforementioned storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0135] The above is only the preferred embodiment of the present application, and it should be pointed out that for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, and these improvements and refinements should be considered as the protection scope of the present application.

Claims

1. A clutch control method characterized by, The method comprises: determining an initial control parameter of a clutch in a vehicle based on a driving demand of the vehicle, wherein the driving demand is used to represent a control demand of a driver on the clutch; predicting a target system pressure of the clutch based on the initial control parameter, and adjusting the initial control parameter based on the target system pressure to obtain an adjusted control parameter, wherein the target system pressure is used to represent a system pressure of the clutch in a future time period under control of the initial control parameter; controlling the clutch to operate based on the adjusted control parameter, and adjusting the adjusted control parameter based on an actual operating state of the clutch to obtain a target control parameter; controlling the clutch to operate based on the target control parameter.

2. The clutch control method according to claim 1, characterized by, The adjusting of the adjusted control parameter to obtain the target control parameter based on the actual operating state of the clutch comprises: determining an expected operating state of the clutch based on the driving demand, wherein the expected operating state is used to represent an operating state of the clutch when the driving demand is met; determining a state error between the actual operating state and the expected operating state; adjusting the adjusted control parameter to obtain the target control parameter in a case where the state error does not satisfy a preset condition; determining the adjusted control parameter as the target control parameter in a case where the state error satisfies the preset condition.

3. The clutch control method according to claim 2, characterized by, The method further comprises: constructing a state error function based on the state error and a preset parameter, wherein the state error function is used to represent a correlation between a change of the state error and an operating time of the clutch; determining an error change rate of the state error based on the state error function; determining that the state error does not satisfy the preset condition in a case where the error change rate is greater than or equal to a preset threshold.

4. The clutch control method according to claim 2, characterized by, The adjusting of the adjusted control parameter to obtain the target control parameter comprises: adjusting the adjusted control parameter based on the state error and a preset parameter to obtain a new adjusted control parameter; controlling the clutch to operate based on the new adjusted control parameter, and monitoring a new actual operating state of the clutch; determining a new state error between the new actual operating state and the expected operating state; determining the new adjusted control parameter as the target control parameter in a case where the new state error satisfies the preset condition.

5. The clutch control method according to claim 4, characterized by, The adjusting of the adjusted control parameter based on the state error and a preset parameter to obtain a new adjusted control parameter comprises: constructing an initial adjustment parameter based on the state error; obtaining a target adjustment parameter based on a sum of the preset parameter and the initial adjustment parameter; adjusting the adjusted control parameter based on the target adjustment parameter to obtain the new adjusted control parameter.

6. The clutch control method according to claim 4, characterized by, The method further comprises: In a case where the new state error does not satisfy the preset condition, repeatedly performing the steps of adjusting the adjustment control parameter based on the state error and the preset parameter to obtain a new adjustment control parameter, controlling the clutch to operate based on the new adjustment control parameter, and monitoring a new actual operating state of the clutch to determine a new state error between the new actual operating state and the expected operating state until the new state error satisfies the preset condition or a repetition number reaches a preset number; In a case where the repetition number reaches the preset number, determining the new adjustment control parameter as the target control parameter.

7. The clutch control method according to any one of claims 1 to 6, characterized by, Based on the initial control parameter, predicting a target system pressure of the clutch, including: inputting the initial control parameter into a state prediction model, and predicting an operating state of the clutch by using the state prediction model to obtain a state prediction result; Based on the state prediction result, constructing the target system pressure of the clutch.

8. The clutch control method according to claim 7, characterized by, Based on the target system pressure, adjusting the initial control parameter to obtain an adjustment control parameter, including: Based on the driving demand, determining an expected pressure change curve of the clutch, wherein the expected pressure change curve is used to represent an expected change trend of the system pressure of the clutch; Based on a difference value between the expected pressure change curve and the target system pressure, determining a pressure adjustment value of the system pressure; Based on the pressure adjustment value, adjusting the initial control parameter to obtain the adjustment control parameter.

9. A clutch control device characterized by comprising: including: The first acquisition module is configured to determine an initial control parameter of a clutch in a vehicle based on a driving demand of the vehicle, wherein the driving demand is used to represent a control demand of a driver on the clutch. The first adjustment module is configured to predict a target system pressure of the clutch based on the initial control parameter, and adjust the initial control parameter based on the target system pressure to obtain an adjustment control parameter, wherein the target system pressure is used to represent a system pressure of the clutch in a future time period under the control of the initial control parameter. The second adjustment module is configured to control the clutch to operate based on the adjustment control parameter, and adjust the adjustment control parameter based on an actual operating state of the clutch to obtain a target control parameter. The first control module is configured to control the clutch to operate based on the target control parameter.

10. A vehicle characterized by comprising: including: A memory storing an executable program; A processor configured to run the program, wherein the program performs the method of any one of claims 1 to 8 when running.

11. A computer readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein the executable program controls the device where the storage medium is located to perform the method of any one of claims 1 to 8 when running.

12. A computer program product, characterised in that, The computer program is executed by the processor to implement the method of any one of claims 1 to 8.

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