Clutch control method and vehicle

Abstract

The invention provides a clutch control method and a vehicle, and relates to the technical field of vehicle control. The method comprises the steps of identifying a current working condition, and determining whether the current working condition is a target working condition; if the current working condition is the target working condition, a corresponding first oil temperature threshold value is determined according to the target working condition; wherein the first oil temperature threshold value is pre-calibrated based on the target working condition; oil degradation parameters are obtained; wherein the oil degradation parameter is a parameter representing the oil degradation degree; and according to the oil liquid degradation parameter, the first oil temperature threshold value and the clutch steel sheet temperature threshold value, a control strategy of the clutch is determined so as to control the clutch. Therefore, insufficiency or interruption of vehicle power under certain specific driving working conditions is avoided, the vehicle power continuity is ensured, a clutch control strategy can be adaptively adjusted along with the actual performance of oil, and the safety and reliability of long-term driving of the vehicle are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and particularly relates to a clutch control method and a vehicle. BACKGROUND

[0002] A wet clutch is widely used in a dual clutch transmission (DCT), an automatic transmission (AT) and a hybrid power transmission system due to its good torque transmission. The working process of the wet clutch depends on the sliding friction between friction plates, and the sliding friction generates heat. Excessive heat can cause a series of faults such as ablation, warping of the clutch friction plate and deterioration of the performance of lubricating grease. Therefore, a clutch overheating protection strategy is set to prevent faults caused by overheating.

[0003] In the related art, the clutch overheating protection strategy usually adopts a fixed temperature threshold to determine whether to forcibly disconnect the clutch and interrupt power transmission to forcibly cool. However, in some specific driving conditions, the clutch needs to be moderately slipped to maintain continuous and smooth power output, for example, in a walking speed mode or climbing a slope. If the clutch is forcibly disconnected due to reaching the fixed temperature threshold, the vehicle power will be insufficient or interrupted. SUMMARY

[0004] Embodiments of the present application provide a clutch control method and a vehicle to avoid insufficient vehicle power or interruption in some specific driving conditions.

[0005] In a first aspect, the embodiments of the present application provide a clutch control method, including: identifying a current condition, determining whether the current condition is a target condition; if the current condition is the target condition, determining a corresponding first oil temperature threshold according to the target condition; wherein the first oil temperature threshold is pre-calibrated based on the target condition; obtaining an oil degradation parameter; wherein the oil degradation parameter is a parameter representing the degree of oil degradation; determining a control strategy of a clutch according to the oil degradation parameter, the first oil temperature threshold and a clutch steel sheet temperature threshold, to control the clutch.

[0006] Based on the above technical content, the embodiment of the present application sets a specific driving condition as a target condition, and pre-calibrates a corresponding first oil temperature threshold for the specific driving condition. By identifying whether the current condition is in the target condition, the oil temperature threshold adapted to the specific driving condition is obtained, avoiding insufficient or interruption of vehicle power in some specific driving conditions, and ensuring the continuity of vehicle power. In addition, considering the influence of the physical and chemical properties of the oil on the clutch function, the oil degradation parameter representing the degradation degree of the oil is introduced in the embodiment of the present application, which participates in the determination of the clutch control strategy, so that the clutch control strategy can be adaptively adjusted according to the actual performance of the oil, thereby improving the safety and reliability of long-term driving of the vehicle.

[0007] In a possible implementation, the control strategy of the clutch is determined according to the oil degradation parameter, the first oil temperature threshold and a clutch plate temperature threshold. If the oil degradation parameter is greater than a first preset threshold and less than a second preset threshold, the first oil temperature threshold is adjusted according to the oil degradation parameter to obtain a second oil temperature threshold; wherein the second preset threshold is greater than the first preset threshold. The control strategy of the clutch is determined according to the second oil temperature threshold and the clutch plate temperature threshold.

[0008] Here, an implementation method of the oil degradation degree participating in the determination of the clutch control strategy is provided, that is, when the oil degrades to a certain degree, the first oil temperature threshold is adjusted to obtain a second oil temperature threshold adapted to the current condition and the oil state, thereby improving the driving safety of the vehicle.

[0009] In a possible implementation, the first oil temperature threshold is adjusted according to the oil degradation parameter to obtain a second oil temperature threshold, including: The second oil temperature threshold is obtained according to the oil degradation parameter, the first oil temperature threshold and a preset function; The preset function is pre-constructed based on the initial oil temperature threshold of the clutch, a shape control factor, and different oil temperature thresholds and corresponding adjusted oil temperature thresholds; the shape control factor controls the adjustment degree of the oil temperature threshold based on the degradation degree of the oil.

[0010] Here, an implementation method of adjusting the temperature threshold according to the oil degradation parameter is provided, and the second oil temperature threshold is controlled between the initial oil temperature threshold and the first oil temperature threshold by a preset function. The shape control factor associates the oil degradation parameter and the adjustment amount of the oil temperature threshold, and is used to reflect the influence degree of the oil degradation degree on the oil temperature threshold, thereby improving the reliability of the second oil temperature threshold and the driving safety of the vehicle.

[0011] In a possible implementation, the determining the control strategy of the clutch according to the oil degradation parameter, the first oil temperature threshold and the clutch plate temperature threshold further includes: if the oil degradation parameter is greater than a third preset threshold and less than the first preset threshold, sending an oil degradation warning signal; wherein the third preset threshold is less than the first preset threshold; if the oil degradation parameter is greater than the second preset threshold, sending an oil detection signal or an oil replacement signal.

[0012] Here, a method for hierarchical response based on oil state is provided. When the oil degradation degree is light, the user is prompted to pay attention to the oil state; when the oil degradation degree is heavy, the user is suggested to detect or replace. The above-mentioned early warning and maintenance guidance of the oil state avoid the damage of the clutch due to the failure of the oil, thereby reducing the safety hazard and improving the vehicle driving safety.

[0013] In a possible implementation, the determining the control strategy of the clutch according to the second oil temperature threshold and the clutch plate temperature threshold includes: if the oil temperature of the clutch is greater than the second oil temperature threshold, and / or the plate temperature of the clutch is greater than the clutch plate temperature threshold, controlling the clutch to be disconnected; if the oil temperature of the clutch is less than or equal to the second oil temperature threshold, and the plate temperature of the clutch is less than or equal to the clutch plate temperature threshold, controlling the clutch to be kept closed.

[0014] The above-mentioned technical content provides double protection for the clutch by monitoring the clutch oil temperature and the clutch plate oil temperature, thereby improving the vehicle driving safety.

[0015] In a possible implementation, before the determining the corresponding first oil temperature threshold according to the target working condition, the method further includes: acquiring running parameters of a test vehicle under the target working condition until the clutch of the test vehicle is disconnected when the clutch oil temperature exceeds an initial oil temperature threshold; wherein the running parameters include the clutch oil temperature; determining, based on the target working condition and the running parameters, an oil temperature at which the plate temperature of the clutch reaches the clutch plate temperature threshold under the simulation condition that the clutch is kept closed when the clutch oil temperature exceeds the initial oil temperature threshold, as a first boundary value of the clutch oil temperature in the bench test; Based on the target operating condition and the operating parameters, in the bench test, the temperature values ​​between the first boundary value and the second boundary value are traversed to detect the oil performance of the clutch and the steel plate condition of the clutch, so as to calibrate the first oil temperature threshold corresponding to the target operating condition; wherein, the second boundary value is the initial oil temperature threshold.

[0016] The aforementioned technical content, combining real-vehicle testing, simulation, and bench testing, achieves the calibration of the first oil temperature threshold. Specifically, basic data is obtained through real-vehicle testing, then the theoretical temperature safety boundary is determined using simulation, and finally, bench testing is used to optimize the calibration between the safety boundary and a traditional fixed threshold. This effectively protects the clutch under specific driving conditions while maximizing vehicle power transmission, thus improving the driving experience.

[0017] In one possible implementation, obtaining the oil degradation parameters includes: determining the current oil performance based on the initial oil performance, aging equivalent time, and oil performance decay model; and determining the oil degradation parameters based on the ratio of the current oil performance to the initial oil performance.

[0018] In this application embodiment, a feasible method for quantifying the degree of oil degradation is provided. By recording the cumulative working time of the oil in different temperature ranges, and combining the time corresponding to the unit degree of degradation in each temperature range, the degradation parameters of the oil in each temperature range are determined by equivalent comparison. By accumulating the degradation parameters of each temperature range, a comprehensive oil degradation parameter is obtained, thereby more accurately reflecting the actual life consumption status of the oil.

[0019] In one possible implementation, identifying the current operating condition and determining whether the current operating condition is the target operating condition includes: Obtain the current driving mode, gear, and gradient under the current operating conditions; Determine whether the driving mode under the current working condition is consistent with the driving mode under the target working condition, whether the gear under the current working condition is consistent with the gear under the target working condition, and whether the slope under the current working condition is consistent with the slope under the target working condition. If all conditions are consistent, then the current operating condition is determined to be the target operating condition; otherwise, the current operating condition is determined not to be the target operating condition.

[0020] Here, three easily obtainable operating parameters—drive mode, gear, and gradient—are used as important features for operating condition identification. By comparing the current operating condition with the preset target operating condition, the operating conditions that require the activation of specific control strategies can be accurately and reliably identified. The implementation process is simple, which improves the feasibility of the clutch control method.

[0021] In one possible implementation, after determining whether the current operating condition is the target operating condition, the method further includes: If the current operating condition is the target operating condition, then control the torque increase gradient of the clutch to increase to a preset gradient value, and / or control the engine speed to decrease to a preset speed value; The preset gradient value and the preset speed value are both related to the change in clutch oil temperature.

[0022] Here, when a specific driving condition is identified, the oil temperature change rate is actively reduced by adjusting the clutch torque rise rate and the engine speed, thereby reducing the friction heat at the source. Combining the above-mentioned measures to actively reduce friction heat with the subsequent measures to adjust the overheat protection temperature threshold helps to more effectively control the oil temperature within the safe oil temperature range, thereby reducing the probability of the clutch triggering overheat protection and disengaging, and further improving the vehicle's power continuity.

[0023] Secondly, embodiments of this application provide a clutch control device, including: The identification module is used to identify the current working condition and determine whether the current working condition is the target working condition; The processing module is configured to determine a corresponding first oil temperature threshold based on the target operating condition if the current operating condition is the target operating condition; wherein the first oil temperature threshold is pre-calibrated based on the target operating condition. The processing module is also used to acquire oil degradation parameters; wherein, the oil degradation parameters are parameters characterizing the degree of oil degradation; The control module is used to determine the control strategy of the clutch based on the oil degradation parameters, the first oil temperature threshold and the clutch steel plate temperature threshold, so as to control the clutch.

[0024] Thirdly, embodiments of this application provide a vehicle including a memory and a processor. The memory stores a computer program that can run on the processor, and when the processor executes the computer program, it implements the clutch control method as described in any of the first aspects.

[0025] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the clutch control method as described in any of the first aspects.

[0026] It is understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0027] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of this application; Figure 2 This is a schematic flowchart of a clutch control method provided in an embodiment of this application; Figure 3 This is a schematic flowchart of a clutch control method provided in another embodiment of this application; Figure 4 This is a schematic diagram of the structure of a clutch control device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0030] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0031] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0032] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0033] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0034] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0035] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0036] Wet clutches are a key component of transmission systems due to their excellent torque transmission capabilities. On one hand, overheating of the clutch friction plates can lead to burning, cracking, warping, and fatigue damage. On the other hand, excessively high clutch lubricating oil temperatures reduce its lubricating performance, altering the oil film characteristics on the friction plate surface and accelerating wear between the friction plates and steel plates. Therefore, clutch overheat protection strategies are implemented to prevent overheating-related malfunctions.

[0037] Clutch overheat protection strategies typically employ a fixed temperature threshold to determine whether to forcibly disengage the clutch and interrupt power transmission for forced cooling. However, the applicant has discovered that under certain driving conditions, moderate clutch slippage is necessary to maintain a continuous and stable power output, such as in cruising mode or when climbing hills. Forcibly disengaging the clutch due to reaching the fixed temperature threshold would result in insufficient or interrupted vehicle power. Therefore, it is necessary to consider a new method for clutch control.

[0038] Based on the aforementioned technical issues, in the embodiments of this application, a corresponding first oil temperature threshold is pre-calibrated for specific driving conditions, which is invoked when the current driving condition is identified as a specific driving condition. Here, the first oil temperature threshold is higher than the fixed temperature threshold in the relevant clutch overheat protection strategy, thereby relaxing the overheat protection triggering conditions and improving the continuity of vehicle power.

[0039] Furthermore, considering that hydraulic fluid performance degrades over time, prolonged or repeated high-temperature operating conditions can rapidly and severely damage its physicochemical properties, causing it to lose its lubrication, cooling, cleaning, sealing, and hydraulic transmission properties. Therefore, hydraulic degradation parameters, characterizing the degree of fluid degradation, are introduced into the determination of the clutch control strategy. This allows the clutch control strategy to adaptively adjust based on the actual performance of the hydraulic fluid, improving the safety and reliability of the clutch control method.

[0040] First refer to Figure 1, Figure 1 The illustration shows an application scenario diagram provided according to an embodiment of this application, in which the equipment involved includes a controller and a clutch installed on a vehicle.

[0041] Optionally, the controller stores the target operating condition and a first oil temperature threshold pre-calibrated based on the target operating condition. The controller monitors in real time whether the current operating condition meets the characteristics of the target operating condition. When it is determined that the current operating condition is the target operating condition, the corresponding first oil temperature threshold is called.

[0042] Here, the target operating conditions include certain driving conditions where the clutch continues to slip. These specific driving conditions are not suitable for continuing to use the fixed temperature threshold in the traditional overheat protection strategy. Therefore, in this embodiment, a first oil temperature threshold is pre-calibrated for the target operating conditions.

[0043] In addition, the controller monitors the oil degradation status, obtains oil degradation parameters, and then controls the clutch to disengage or remain closed based on the oil degradation parameters, the actual clutch oil temperature, the clutch plate temperature, the first oil temperature threshold, and the clutch plate temperature threshold.

[0044] The following is combined with Figure 1 Application scenarios, refer to Figures 2-3 This application describes a clutch control method provided according to exemplary embodiments. It should be noted that the above application scenarios are shown only to facilitate understanding of the spirit and principles of this application, and the embodiments of this application are not limited in any way. Rather, the embodiments of this application can be applied to any applicable scenario.

[0045] refer to Figure 2 , Figure 2 This is a schematic flowchart illustrating a clutch control method provided in an embodiment of this application. The method can be implemented using a computer program, such as application software. The executing entity of this method can be a clutch control device integrated with or installed with the relevant computer program. This executing entity can also be a medium storing the relevant computer program, such as a cloud drive or portable hard drive; alternatively, the executing entity can be implemented using a physical device integrated with or installed with the relevant computer program, such as a computer or server. The following description uses a controller as the executing entity as an example. Figure 2 As shown, the method in the embodiments of this application may include: S201. Identify the current operating condition and determine whether the current operating condition is the target operating condition.

[0046] Here, the target operating conditions include specific driving conditions that require continuous clutch slippage. When the clutch slips continuously, the clutch plate temperature may not be high, but the fluid temperature may reach a threshold, triggering overheat protection and causing the clutch to disengage, resulting in a loss or insufficient power to the vehicle. Therefore, for specific driving conditions with continuous clutch slippage, it is not suitable to continue using the fixed temperature threshold in traditional overheat protection strategies.

[0047] In this embodiment, the fixed temperature threshold in the traditional overheat protection strategy is used as the temperature threshold in the overheat protection strategy under non-target operating conditions. In subsequent embodiments, it will be referred to as the "initial temperature threshold". Here, the initial temperature threshold is set according to the characteristics of the hydraulic fluid. Temperature affects the performance of the hydraulic fluid and thus the function of the clutch. By setting the initial temperature threshold, the hydraulic fluid performance is ensured to be within the safe requirements.

[0048] Optionally, the target operating condition can be identified through vehicle operating parameters and road conditions. Taking drive mode as an example, in drive modes such as snow mode and walking mode, the clutch needs to continuously slip. Taking slope and smoothness as examples, in road conditions with obstacles such as inclines, potholes, and bumps, the clutch needs to continuously slip.

[0049] Optionally, this step analyzes the characteristics of a specific driving condition to obtain its operating parameters, which are then stored as the target condition. Under the current condition, these operating parameters are identified to determine whether the current condition is the target condition.

[0050] In this step, if the current operating condition is identified as the target operating condition, then the subsequent steps S202 to S204 are executed to control the clutch according to the first oil temperature threshold; if the current operating condition is identified as not the target operating condition, then the initial temperature threshold is used to control the clutch.

[0051] It should be noted that the first oil temperature threshold will be higher than the initial temperature threshold. This is because a smaller initial temperature threshold makes it easier to trigger overheat protection under certain driving conditions. Considering that the initial temperature threshold is designed with a certain degree of redundancy, and that occasional short-term exceedance of the initial temperature threshold has a limited impact on oil performance, the probability of triggering overheat protection can be reduced by increasing the temperature threshold within a reasonable range, thereby ensuring the continuity of vehicle power.

[0052] S202. If the current operating condition is the target operating condition, then determine the corresponding first oil temperature threshold according to the target operating condition; wherein, the first oil temperature threshold is pre-calibrated based on the target operating condition.

[0053] Optionally, the correspondence between the first oil temperature threshold and the target operating condition can be stored in a database, so that the corresponding first oil temperature threshold can be retrieved from the database according to the target operating condition.

[0054] Here, the calibration of the first oil temperature threshold can be achieved through simulation to model vehicle operation under target conditions, thus theoretically determining the first oil temperature threshold; alternatively, it can be done experimentally, testing multiple oil temperature thresholds separately, and selecting a suitable first oil temperature threshold based on driving safety and clutch damage after the tests. The simulation methods described above do not damage vehicle parts, while the calibration results from experimental methods are more realistic.

[0055] S203. Obtain oil degradation parameters; where oil degradation parameters are parameters that characterize the degree of oil degradation.

[0056] Understandably, the physicochemical properties of hydraulic fluid change over time. This degradation affects clutch function. Fluid degradation can be reflected in its physical and / or chemical properties. Physical properties include, but are not limited to, water content, kinematic viscosity, boiling point, density, specific heat capacity, and thermal conductivity; chemical properties include, but are not limited to, acidity / alkalinity, corrosivity, and chemical composition. In some embodiments, one hydraulic property parameter can be selected as the degradation parameter to characterize the degree of degradation; alternatively, multiple hydraulic property parameters can be multiplied by their corresponding weighting coefficients and summed, with the sum used as the degradation parameter to characterize the degree of degradation.

[0057] In other embodiments, since the characteristic parameters of different types of oils differ, in order to improve the universality and comparability of oil degradation parameters, the ratio of the current oil characteristic parameter value to the characteristic parameter value of unused oils is used as the oil degradation parameter to characterize the degree of oil degradation.

[0058] S204. Based on the oil degradation parameters, the first oil temperature threshold, and the clutch steel plate temperature threshold, determine the clutch control strategy to control the clutch.

[0059] Here, the clutch control strategy is determined by combining the degree of oil degradation, the first oil temperature threshold, and the steel plate temperature threshold. The clutch steel plate temperature threshold is determined based on the steel plate material properties and is used to ensure that the steel plate does not burn or deform, thus affecting clutch function.

[0060] In this step, the oil degradation parameters characterize the degree of oil degradation and reflect the current performance of the oil. The oil performance at the time of oil temperature threshold calibration will become increasingly different from the current oil performance as the usage time increases. Therefore, it is necessary to combine the oil degradation parameters and various temperature thresholds to determine the clutch control strategy.

[0061] Furthermore, this step takes into account that both the clutch fluid temperature and the clutch disc temperature affect the clutch's function. For example, excessively high clutch fluid temperature reduces its lubrication performance, leading to increased wear between the friction plates and the steel discs; excessively high steel disc temperature can cause burning, warping, and deformation, preventing the clutch from engaging smoothly. Therefore, clutch fluid temperature and clutch disc temperature are selected as reference indicators for clutch overheat protection, providing dual protection.

[0062] Optionally, the control strategy can be as follows: when the oil degradation parameters reach the preset range, if at least one of the conditions of oil temperature exceeding the first oil temperature threshold and steel plate temperature exceeding the steel plate temperature threshold is met, the clutch is disengaged; when the oil degradation parameters reach the preset range, if the oil temperature does not exceed the first oil temperature threshold and the steel plate temperature does not exceed the steel plate temperature threshold, the clutch is kept closed.

[0063] In this embodiment, a first oil temperature threshold is pre-calibrated for specific driving conditions. By identifying whether the current condition is in the target condition (i.e., the specific driving condition), an oil temperature threshold adapted to the specific driving condition is obtained, avoiding insufficient or interrupted vehicle power under certain specific driving conditions and ensuring the continuity of vehicle power. Considering the influence of the physical and chemical properties of the oil on the clutch function, an oil degradation parameter characterizing the degree of oil degradation is introduced to participate in the determination of the clutch control strategy, so that the clutch control strategy can be adaptively adjusted according to the actual performance of the oil, thereby improving the safety and reliability of the clutch control method.

[0064] The following examples illustrate the identification of operating conditions, the acquisition of oil degradation parameters, the determination of clutch control strategies, and the calibration of the first oil temperature threshold.

[0065] Figure 3 This is a schematic flowchart illustrating a clutch control method according to another embodiment of this application. Figure 3 As shown, the method includes: S301. Identify the current operating condition and determine whether the current operating condition is the target operating condition.

[0066] In this step, the target operating condition is identified through vehicle operating parameters and road conditions. Taking drive mode, gear, and gradient as examples, in one possible implementation, step S301, identifying the current operating condition and determining whether the current operating condition is the target operating condition, may include: (1) Obtain the driving mode, gear, and gradient under the current operating conditions; (2) Determine whether the driving mode under the current working condition is consistent with the driving mode under the target working condition, whether the gear under the current working condition is consistent with the gear under the target working condition, and whether the slope under the current working condition is consistent with the slope under the target working condition. (3) If all conditions are consistent, then the current working condition is determined to be the target working condition; otherwise, the current working condition is determined not to be the target working condition.

[0067] Here, the drive mode can be provided by the Vehicle Control Unit (VCU); the gear can be provided by the Transmission Control Unit (TCU); and the gradient can be obtained by sensors installed in the vehicle, or by combining the vehicle navigation system with a map containing gradient information.

[0068] In step (1), the drive mode affects the working state of the clutch. For example, in step speed mode, a low and stable vehicle speed needs to be maintained, and the engine is usually controlled at a low idle speed. The stability of the vehicle speed depends on the continuous slippage of the clutch to regulate the torque transmitted to the wheels. Therefore, setting it to step speed mode means that the clutch is about to enter a stage where slippage is the main working characteristic.

[0069] The gear selected in step (1) determines the transmission ratio. In lower gears, such as reverse (R), the transmission has a larger transmission ratio, which amplifies the output torque. When the vehicle needs to climb a hill, a lower gear is engaged to provide sufficient output torque to overcome driving resistance. When the engine's output torque is insufficient to overcome driving resistance, the clutch slippage compensates for the difference between the engine's output torque and the torque required to overcome driving resistance.

[0070] The slope in step (1) converts the vehicle's gravity component into resistance along the slope. The greater the slope, the greater the output torque required to keep the vehicle from slipping or to climb at a constant speed, and the higher the probability of clutch slippage.

[0071] Based on the above analysis, it can be seen that the driving mode, gear, and slope are key parameters for inferring whether the clutch is slipping.

[0072] In this implementation, step (2) compares the current driving mode, gear, and gradient with the target driving mode, gear, and gradient. If they match, the current driving mode is the target driving mode, i.e., the clutch is experiencing continuous slippage, and a pre-calibrated first oil temperature threshold can be used as the condition for controlling the clutch. If they do not match, the current driving mode is not the target driving mode, and the initial oil temperature threshold in the traditional overheat protection strategy can be used as the condition for controlling the clutch.

[0073] S302. If the current operating condition is the target operating condition, then determine the corresponding first oil temperature threshold according to the target operating condition; wherein, the first oil temperature threshold is pre-calibrated based on the target operating condition.

[0074] Here, the first oil temperature threshold can be calibrated by combining real vehicle testing, simulation methods, and bench testing. For example, in one possible implementation, before step S302, the following steps are included: (1) Obtain the operating parameters of the test vehicle under the target working conditions until the clutch disengages when the clutch oil temperature of the test vehicle exceeds the initial oil temperature threshold; wherein, the operating parameters include the clutch oil temperature; (2) Based on the target working conditions and operating parameters, under the simulation condition that the clutch remains closed when the clutch oil temperature exceeds the initial oil temperature threshold, the oil temperature at which the clutch steel plate temperature reaches the clutch steel plate temperature threshold is determined, and used as the first boundary value of clutch oil temperature in bench testing. (3) Based on the target working conditions and operating parameters, in the bench test, the temperature values ​​between the first boundary value and the second boundary value are traversed to detect the oil performance of the clutch and the steel plate condition of the clutch, so as to calibrate the first oil temperature threshold corresponding to the target working conditions; wherein, the second boundary value is the initial oil temperature threshold.

[0075] In step (1), the test vehicle adopts the initial temperature threshold in the traditional overheat protection strategy. The operating parameters of the test vehicle under the target operating condition are obtained through step (1), which may include, but are not limited to, drive mode, gear, clutch oil temperature, clutch torque, engine speed, vehicle speed, etc. The test period is from when the test vehicle is set to the target operating condition until the clutch triggers overheat protection and disengages.

[0076] The operating parameters acquired during the test period are preprocessed to predict the operating parameters if the clutch is not disengaged. When the vehicle is traveling smoothly before the clutch disengages, such as climbing a hill at a constant speed, the operating parameters are sequentially postponed; when the vehicle is not traveling smoothly before the clutch disengages, such as climbing a hill, the clutch torque shows an upward trend, and the torque needs to be predicted based on the rate of torque change before the clutch disengages.

[0077] In step (2), the target operating condition and the processed operating parameters are input into the clutch thermal simulation model. Assuming the clutch oil temperature exceeds the initial oil temperature threshold without disengaging, the test is continued for an extended period to obtain data on the change in clutch steel plate temperature over time, as well as data on the change in clutch oil temperature over time. The clutch oil temperature A℃ corresponding to the clutch steel plate temperature reaching the steel plate temperature threshold (taking 300℃ as an example) is used as the first boundary value. Here, A is used as the first boundary value to ensure that the subsequently set first oil temperature threshold does not damage the clutch steel plate in practical applications.

[0078] In step (3), the target operating conditions and operating parameters are input into the clutch bench test. Starting from the initial temperature threshold, the temperature threshold is gradually increased to the first boundary value A℃. Multiple long-term continuous tests are performed on each temperature threshold. The first oil temperature threshold is selected based on the clutch fluid performance and the condition of the clutch steel plates. Specifically, the changes in fluid performance are determined by detecting the physicochemical properties of the clutch fluid, and the condition of the steel plates is determined by detecting whether burn marks appear on the clutch surface.

[0079] Based on the above calibration process, it can be seen that the first oil temperature threshold is between the initial temperature threshold and the first boundary value. Therefore, the first oil temperature threshold is greater than the initial temperature threshold. This calibration method, under specific driving conditions, can effectively protect the clutch and maintain vehicle power transmission to the greatest extent, thus improving the driving experience.

[0080] S303. Obtain oil degradation parameters; wherein, oil degradation parameters are parameters that characterize the degree of oil degradation.

[0081] It is understandable that the physicochemical properties of hydraulic fluid change over time. This degradation in fluid performance can affect clutch function.

[0082] In one possible implementation, obtaining oil degradation parameters includes: (1) Determine the current oil performance based on the initial oil performance, aging equivalent time, and oil performance decay model; (2) Determine the oil degradation parameters based on the ratio of the current oil properties to the initial oil properties.

[0083] Initial oil performance refers to the performance benchmark value of brand-new, unused oil under standard reference conditions; for ease of calculation, initial oil performance is usually normalized to a constant of 1. Current oil performance refers to the current performance parameter value of the oil.

[0084] Optionally, based on the law of oil performance degradation, an exponential oil performance degradation model is constructed to determine the current oil performance based on the initial oil performance and the equivalent aging time. The expression of this exponential oil performance degradation model is as follows:

[0085] Where P(t) represents the current oil performance; P0 represents the initial oil performance; and k is the aging rate constant, which is related to the oil quality and can be calibrated through bench testing. For high-performance synthetic oils with antioxidant properties, the value of k is 3*10. -4 ;t eq The aging equivalent time can be determined according to the Arrhenius equation, a classic empirical formula describing the relationship between chemical reaction rate and temperature.

[0086] The Arrhenius formula is usually expressed as:

[0087] Where k_rate represents the rate of oil degradation; A is the frequency factor; Ea is the apparent activation energy of oil aging, which is the minimum energy barrier that needs to be overcome to occur; R is a constant associated with the activation energy; and T is the oil temperature.

[0088] The above formula shows that the chemical reaction rate has an exponential relationship with the reciprocal of temperature. Since the thermal degradation process of clutch oil also follows this law, in order to quantify the influence of temperature on the degradation process, in this embodiment, the aging equivalent time t is calculated according to the Arrhenius formula. eq .

[0089] First, define the reference temperature T. ref The degradation rate at the reference temperature is used as a benchmark. Comparing the degradation rates at the two temperatures yields the degradation scaling factor AFT(T), which is expressed as follows:

[0090] Based on the expression for the degradation scaling factor AFT(T), it can be deduced that an AFT(T) greater than 1 indicates that the oil at temperature T is better than at the reference temperature T. ref The rate of degradation is faster.

[0091] For example, the reference temperature T ref Taking 90℃ as an example, and temperature T as an example of 120℃, if AFT(120) equals 5, it means that the degree of degradation caused by the oil working at 120℃ for 1 hour is equivalent to working at 90℃ for 5 hours.

[0092] Next, the aging equivalent time t is calculated based on the degradation scaling factor AFT(T). eq Obtain the cumulative operating time of the oil in different temperature ranges; obtain the degradation ratio factor AFT(T) corresponding to each temperature range; calculate the aging equivalent time t for each temperature range. eq-i The total aging equivalent time t is obtained by superimposing the results. eq In this implementation, the temperature range can be divided into intervals of 10°C or 5°C, and this application embodiment does not impose any limitation. By increasing the number of temperature ranges and reducing the interval temperature, the accuracy of oil degradation parameters can be improved.

[0093] After obtaining the total aging equivalent time t eqThen, P(t) can be calculated based on the exponential oil performance degradation model constructed above. Optionally, in step (2), the oil degradation parameter F is determined based on the ratio of the current oil performance P(t) to the initial oil performance P0, and the expression for F is:

[0094] Here, the oil degradation parameter F is calibrated with a value between 0 and 1, where 0 represents brand new oil and 1 represents completely failed oil.

[0095] In one possible implementation, the control strategy of the clutch is determined based on the oil degradation parameters, the first oil temperature threshold, and the clutch steel plate temperature threshold, including steps S304 to S305.

[0096] S304. If the oil degradation parameter is greater than the first preset threshold and less than the second preset threshold, then the first oil temperature threshold is adjusted according to the oil degradation parameter to obtain the second oil temperature threshold; wherein the second preset threshold is greater than the first preset threshold.

[0097] In this step, considering that if the oil performance degrades to a certain extent, continuing to use the first oil temperature threshold as the trigger condition for the overheat protection strategy may pose a safety hazard, the first oil temperature threshold is adjusted to obtain the second oil temperature threshold when the oil degradation parameter is detected to be between the first and second preset thresholds, i.e., when a certain degree of degradation has been reached. This second oil temperature threshold is then used as the trigger condition for the overheat protection strategy, reducing the safety hazard.

[0098] In one possible implementation, step S304 involves adjusting the first oil temperature threshold based on oil degradation parameters to obtain a second oil temperature threshold, including: The second oil temperature threshold is obtained based on the oil degradation parameters, the first oil temperature threshold, and the preset function. The preset function is pre-constructed based on the initial oil temperature threshold of the clutch, the shape control factor, and different oil temperature thresholds and their corresponding adjusted oil temperature thresholds. The shape control factor controls the degree of adjustment of the oil temperature threshold based on the degree of oil degradation.

[0099] Among them, the shape control factor is used to control the sensitivity of the degree of oil degradation to the degree of oil temperature threshold adjustment, that is, to make a small adjustment to the oil temperature threshold when the degree of oil degradation is mild, and to make a large adjustment to the oil temperature threshold when the degree of oil degradation is severe.

[0100] For example, the preset function can be the natural logarithm function. The formula for the preset function is as follows:

[0101] Where B is the first oil temperature threshold; D is the initial oil temperature threshold; C is the second oil temperature threshold; F is the oil degradation parameter; and a is the shape control factor.

[0102] Optionally, 'a' can be an integer between 5 and 10, i.e., 5, 6, 7, 8, 9, or 10. Here, when 'a' is small, it lacks sensitivity to initial oil degradation, only significantly adjusting the temperature threshold when oil degradation is severe, resulting in poor safety. When 'a' is large, it is overly sensitive to initial oil degradation, significantly adjusting the temperature threshold even with slight oil degradation, failing to maximize the continuity of vehicle power. Choosing an appropriate value for 'a' helps the second temperature threshold better track the degradation of oil performance.

[0103] Optionally, the preset function can also be constructed as a power function, an exponential decay function, etc. This application embodiment does not limit it, as long as it satisfies the second temperature threshold to adapt to the current oil performance and ensure safety.

[0104] S305. Determine the clutch control strategy based on the second oil temperature threshold and the clutch steel plate temperature threshold.

[0105] This step uses a second oil temperature threshold and a clutch steel plate temperature threshold to achieve dual protection. It avoids both excessively high clutch oil temperature, which reduces lubrication performance and leads to increased wear between the friction plates and steel plates, and excessively high steel plate temperature, which can cause burning, warping, and deformation, resulting in the clutch failing to engage smoothly.

[0106] Optionally, step S305, based on the second oil temperature threshold and the clutch plate temperature threshold, determines the clutch control strategy, which may include: (1) If the oil temperature of the clutch is greater than the second oil temperature threshold, and / or the steel plate temperature of the clutch is greater than the clutch steel plate temperature threshold, then control the clutch to disengage. (2) If the oil temperature of the clutch is less than or equal to the second oil temperature threshold and the steel plate temperature of the clutch is less than or equal to the clutch steel plate temperature threshold, then control the clutch to remain closed.

[0107] In this implementation, the clutch is disengaged when at least one of the following conditions is met: the clutch oil temperature is greater than a second oil temperature threshold, and the clutch disc temperature is greater than a clutch disc temperature threshold, thereby improving driving safety. Conversely, if the clutch oil temperature is less than or equal to the second oil temperature threshold, and the clutch disc temperature is less than or equal to the clutch disc temperature threshold, it indicates that the clutch is functioning normally, and the clutch is then kept closed.

[0108] In one possible implementation, the control strategy of the clutch is determined based on the oil degradation parameters, the first oil temperature threshold and the clutch steel plate temperature threshold, and the steps S306 to S307 are also included.

[0109] S306. If the oil degradation parameter is greater than the third preset threshold and less than the first preset threshold, then send an oil degradation warning signal; wherein the third preset threshold is less than the first preset threshold.

[0110] S307. If the oil degradation parameter is greater than the second preset threshold, send an oil detection signal or an oil replacement signal.

[0111] As can be seen from step S304, the second preset threshold is greater than the first preset threshold, and the first preset threshold is greater than the third preset threshold. Here, the three preset thresholds can be determined through bench testing. For example, testing can be conducted using new oil and oils with different degrees of degradation. The critical value that triggers clutch failure can be used as the second preset threshold; the oil degradation parameter corresponding to the point where the first temperature threshold just fails to meet safety requirements can be used as the first preset threshold; and the point where the oil performance shows a clear and measurable decline but has not yet affected the clutch function can be used as the third preset threshold.

[0112] For example, the second preset threshold is 0.4, the first preset threshold is 0.2, and the third preset threshold is 0.1. Accordingly, the degree of oil degradation can be divided into three stages, and corresponding measures can be adopted at different stages.

[0113] When the fluid degradation parameter is greater than 0.1 but less than 0.2, a warning signal is sent to the driver via the vehicle's display, indicating that the fluid performance has deteriorated to a significant degree, but the degradation is minor, so the first fluid temperature threshold is still used. When the fluid degradation parameter is greater than 0.2 but less than 0.4, the degradation has worsened, and the second fluid temperature threshold is adjusted. When the fluid degradation parameter is greater than 0.4, the degradation is severe, and a signal to check or replace the fluid is sent to the driver via the vehicle's display. Optionally, a red warning light can be used to prompt the driver to check or replace the fluid.

[0114] The above-mentioned early warning and maintenance guidance on fluid status can prevent clutch damage due to fluid failure, thereby reducing safety hazards and improving vehicle driving safety.

[0115] In one possible implementation, after determining in step S301 whether the current operating condition is the target operating condition, the method further includes step S308.

[0116] S308. If the current operating condition is the target operating condition, control the clutch torque increase gradient to increase to the preset gradient value, and / or control the engine speed to decrease to the preset speed value.

[0117] The preset gradient value and preset speed value are both related to the change in clutch oil temperature.

[0118] In this step, under non-target operating conditions, to avoid drivability issues such as vehicle start-up vibration and jolts, the clutch torque gradient is set relatively small. However, under target operating conditions, such as when climbing a hill, the torque gradient can be increased to a preset value to shorten the time it takes for the clutch torque to change to the torque required for climbing, thus shortening the clutch slippage time and reducing the heat generated by slippage, which in turn reduces the clutch oil temperature variation. The preset gradient value can be determined through simulation or bench testing. Optionally, the torque gradient can be increased by increasing the clutch hydraulic fluid flow rate.

[0119] In this step, after the vehicle starts, if it is detected that it is in operating condition, the engine speed is controlled to decrease to a preset speed value. This actively reduces the clutch slippage speed difference, thereby reducing the heat generated by slippage and consequently reducing the clutch oil temperature variation. It should be noted that reducing the engine speed to the preset value must ensure the vehicle's drivability and prevent problems such as vibration or sudden stalling. This preset speed value can be determined through simulation or bench testing.

[0120] In this step, the two control strategies described above proactively reduce friction heat at its source. Combined with the aforementioned measures to adjust the overheat protection temperature threshold, this helps to more effectively control the oil temperature within a safe range, thereby reducing the probability of the clutch triggering overheat protection and disengaging, and further improving the vehicle's power continuity.

[0121] In this embodiment, by identifying whether the current operating condition is under the target operating condition (i.e., a specific driving condition), a first oil temperature threshold pre-calibrated based on the specific driving condition is obtained to avoid insufficient or interrupted vehicle power under certain specific driving conditions, thus ensuring the continuity of vehicle power. Considering the influence of the physical and chemical properties of the oil on the clutch function, an oil degradation parameter characterizing the degree of oil degradation is introduced to participate in the determination of the clutch control strategy, so that the clutch control strategy can be adaptively adjusted according to the actual performance of the oil, thereby improving the safety and reliability of the clutch control method.

[0122] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0123] Figure 4 This is a schematic diagram of the structure of a clutch control device provided in one embodiment of this application. Figure 5 As shown, the clutch control device 400 provided in this embodiment may include: an identification module 401, a processing module 402, and a control module 403.

[0124] The identification module 401 is used to identify the current working condition and determine whether the current working condition is the target working condition. The processing module 402 is used to determine the corresponding first oil temperature threshold according to the target operating condition if the current operating condition is the target operating condition; wherein the first oil temperature threshold is pre-calibrated based on the target operating condition; The processing module 402 is also used to acquire oil degradation parameters; wherein, the oil degradation parameters are parameters that characterize the degree of oil degradation; The control module 403 is used to determine the control strategy of the clutch based on the oil degradation parameters, the first oil temperature threshold and the clutch steel plate temperature threshold, so as to control the clutch.

[0125] This application sets a specific driving condition as the target condition and pre-calibrates a corresponding first oil temperature threshold for that specific driving condition. By identifying whether the current condition is within the target condition, an oil temperature threshold adapted to the specific driving condition is obtained, avoiding insufficient or interrupted vehicle power under certain driving conditions and ensuring continuous vehicle power. Furthermore, considering the influence of the physicochemical properties of the oil on clutch function, this application introduces an oil degradation parameter characterizing the degree of oil degradation, which participates in the determination of the clutch control strategy. This allows the clutch control strategy to adaptively adjust according to the actual performance of the oil, improving the safety and reliability of long-term vehicle operation.

[0126] In one possible implementation, the control module 403 is specifically used to adjust the first oil temperature threshold according to the oil degradation parameter if the oil degradation parameter is greater than the first preset threshold and less than the second preset threshold to obtain the second oil temperature threshold; wherein the second preset threshold is greater than the first preset threshold; the control module 403 is also specifically used to determine the clutch control strategy according to the second oil temperature threshold and the clutch steel plate temperature threshold.

[0127] Here, a method is provided to involve the degree of oil degradation in determining the clutch control strategy. When the oil degrades to a certain extent, a second oil temperature threshold that is adapted to the current operating conditions and oil state is obtained by adjusting the first oil temperature threshold, thereby improving vehicle driving safety.

[0128] In one possible implementation, the control module 403 is specifically used to obtain a second oil temperature threshold based on the oil degradation parameters, the first oil temperature threshold, and a preset function; wherein, the preset function is pre-constructed based on the initial oil temperature threshold of the clutch, the shape control factor, and different oil temperature thresholds and their corresponding adjusted oil temperature thresholds; the shape control factor controls the degree of adjustment of the oil temperature threshold based on the degree of oil degradation.

[0129] Here, a method is provided to adjust the temperature threshold according to the oil degradation parameter. The second oil temperature threshold is controlled between the initial oil temperature threshold and the first oil temperature threshold by a preset function. The shape control factor links the adjustment amount of the oil degradation parameter and the oil temperature threshold to reflect the influence of the degree of oil temperature degradation on the oil temperature threshold, thereby improving the reliability of the second oil temperature threshold and thus improving vehicle driving safety.

[0130] In one possible implementation, the control module 403 is further configured to send an oil degradation warning signal if the oil degradation parameter is greater than a third preset threshold and less than a first preset threshold; wherein the third preset threshold is less than the first preset threshold; the control module 403 is further configured to send an oil detection signal or an oil replacement signal if the oil degradation parameter is greater than a second preset threshold.

[0131] This paper presents a clutch control method that provides graded responses based on fluid condition. When fluid degradation is minor, the system alerts the user to the fluid status; when degradation is severe, it recommends inspection or replacement. This early warning and maintenance guidance based on fluid condition helps prevent clutch damage due to fluid failure, thereby reducing safety hazards and improving vehicle driving safety.

[0132] In one possible implementation, the control module 403 is specifically used to control the clutch to disengage if the clutch oil temperature is greater than a second oil temperature threshold and / or the clutch steel plate temperature is greater than a clutch steel plate temperature threshold; the control module 403 is also specifically used to control the clutch to remain closed if the clutch oil temperature is less than or equal to the second oil temperature threshold and the clutch steel plate temperature is less than or equal to the clutch steel plate temperature threshold.

[0133] The above-mentioned technical content, combined with monitoring the clutch oil temperature and clutch plate oil temperature, provides thermal protection control for the clutch, offering dual protection for the safe use of the clutch, thereby improving vehicle driving safety.

[0134] In one possible implementation, the clutch control device 400 further includes a calibration module 404. Before the processing module 402 determines the corresponding first oil temperature threshold according to the target operating condition, the calibration module 404 is used to acquire the operating parameters of the test vehicle under the target operating condition until the clutch oil temperature of the test vehicle exceeds the initial oil temperature threshold and the clutch disengages. The operating parameters include the clutch oil temperature. The calibration module 404 is also used to determine the oil temperature when the clutch steel plate temperature reaches the clutch steel plate temperature threshold under the simulation condition that the clutch remains closed when the clutch oil temperature exceeds the initial oil temperature threshold, based on the target working conditions and operating parameters, so as to serve as the first boundary value of clutch oil temperature in bench testing. The calibration module 404 is also used to traverse the temperature values ​​between the first boundary value and the second boundary value during bench testing based on the target operating conditions and operating parameters, to detect the oil performance of the clutch and the condition of the clutch steel plates, so as to calibrate the first oil temperature threshold corresponding to the target operating conditions; wherein, the second boundary value is the initial oil temperature threshold.

[0135] The aforementioned technical content, combining real-vehicle testing, simulation, and bench testing, achieves the calibration of the first oil temperature threshold. Specifically, basic data is obtained through real-vehicle testing, then the theoretical temperature safety boundary is determined using simulation, and finally, bench testing is used to optimize the calibration between the safety boundary and a traditional fixed threshold. This effectively protects the clutch under specific driving conditions while maximizing vehicle power transmission, thus improving the driving experience.

[0136] In one possible implementation, the processing module 402 is specifically used to determine the current oil performance based on the initial oil performance, the aging equivalent time, and the oil performance decay model; the processing module 402 is also specifically used to determine the oil degradation parameters based on the ratio of the current oil performance to the initial oil performance.

[0137] In this application embodiment, a feasible method for quantifying the degree of oil degradation is provided. By recording the cumulative working time of the oil in different temperature ranges, and combining the time corresponding to the unit degree of degradation in each temperature range, the degradation parameters of the oil in each temperature range are determined by equivalent comparison. By accumulating the degradation parameters of each temperature range, a comprehensive oil degradation parameter is obtained, thereby more accurately reflecting the actual life consumption status of the oil.

[0138] In one possible implementation, the identification module 401 is specifically used to obtain the driving mode, gear, and slope under the current working conditions. The identification module 401 is also used to determine whether the driving mode under the current working condition is consistent with the driving mode under the target working condition, whether the gear under the current working condition is consistent with the gear under the target working condition, and whether the slope under the current working condition is consistent with the slope under the target working condition. The identification module 401 is further used to determine the current working condition as the target working condition if all conditions are consistent; otherwise, it determines that the current working condition is not the target working condition.

[0139] Here, three easily obtainable operating parameters—drive mode, gear, and gradient—are used as important features for operating condition identification. By comparing the current operating condition with the preset target operating condition, the operating conditions that require the activation of specific control strategies can be accurately and reliably identified. The implementation process is simple, which improves the feasibility of the clutch control method.

[0140] In one possible implementation, after the identification module 401 determines whether the current operating condition is the target operating condition, the control module 403 is further configured to, if the current operating condition is the target operating condition, control the torque rise gradient of the clutch to increase to a preset gradient value, and / or control the engine speed to decrease to a preset speed value; wherein the preset gradient value and the preset speed value are both related to the change in clutch oil temperature.

[0141] Here, when a specific driving condition is identified, the oil temperature change rate is actively reduced by adjusting the clutch torque rise rate and the engine speed, thereby reducing the friction heat at the source. Combining the above-mentioned measures to actively reduce friction heat with the subsequent measures to adjust the overheat protection temperature threshold helps to more effectively control the oil temperature within the safe oil temperature range, thereby reducing the probability of the clutch triggering overheat protection and disengaging, and further improving the vehicle's power continuity.

[0142] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0143] Figure 5 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Figure 5 As shown, the vehicle 500 in this embodiment includes a processor 510 and a memory 520, wherein the memory 520 stores a computer program 521 that can run on the processor 510. When the processor 510 executes the computer program 521, it implements the steps in any of the above method embodiments, for example... Figure 2 The steps S201 to S204 are shown. Alternatively, when the processor 510 executes the computer program 521, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 4 The functions of the identification module 401, processing module 402, control module 403, and calibration module 404 are shown.

[0144] For example, computer program 521 may be divided into one or more modules / units, one or more of which are stored in memory 520 and executed by processor 510 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of computer program 521 in vehicle 500.

[0145] Those skilled in the art will understand that Figure 5 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more or fewer components than shown, or combinations of certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0146] The processor 510 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0147] The memory 520 can be an internal storage unit of the vehicle, such as a hard drive or memory, or an external storage device, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc. The memory 520 can also include both internal and external storage devices. The memory 520 is used to store computer programs and other programs and data required by the vehicle. The memory 520 can also be used to temporarily store data that has been output or will be output.

[0148] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0149] An embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described clutch control method.

[0150] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0151] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0152] In the embodiments provided in this application, it should be understood that the disclosed devices / vehicles and methods can be implemented in other ways. For example, the device / vehicle embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0153] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0154] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0155] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0156] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A clutch control method, characterized in that, include: Identify the current operating condition and determine whether the current operating condition is the target operating condition; If the current operating condition is the target operating condition, then a corresponding first oil temperature threshold is determined based on the target operating condition; wherein, the first oil temperature threshold is pre-calibrated based on the target operating condition; Obtain oil degradation parameters; wherein, the oil degradation parameters are parameters characterizing the degree of oil degradation; Based on the oil degradation parameters, the first oil temperature threshold, and the clutch steel plate temperature threshold, a control strategy for the clutch is determined to control the clutch.

2. The clutch control method according to claim 1, characterized in that, The step of determining the clutch control strategy based on the oil degradation parameters, the first oil temperature threshold, and the clutch steel plate temperature threshold includes: If the oil degradation parameter is greater than a first preset threshold and less than a second preset threshold, then the first oil temperature threshold is adjusted according to the oil degradation parameter to obtain a second oil temperature threshold; wherein, the second preset threshold is greater than the first preset threshold; The control strategy of the clutch is determined based on the second oil temperature threshold and the clutch steel plate temperature threshold.

3. The clutch control method according to claim 2, characterized in that, The step of adjusting the first oil temperature threshold according to the oil degradation parameters to obtain the second oil temperature threshold includes: The second oil temperature threshold is obtained based on the oil degradation parameters, the first oil temperature threshold, and the preset function; The preset function is pre-constructed based on the initial oil temperature threshold, shape control factor, and different oil temperature thresholds and their corresponding adjusted oil temperature thresholds of the clutch; the shape control factor controls the degree of adjustment of the oil temperature threshold based on the degree of oil degradation.

4. The clutch control method according to claim 2, characterized in that, The step of determining the clutch control strategy based on the oil degradation parameters, the first oil temperature threshold, and the clutch steel plate temperature threshold further includes: If the oil degradation parameter is greater than a third preset threshold and less than a first preset threshold, an oil degradation warning signal is sent; wherein the third preset threshold is less than the first preset threshold. If the oil degradation parameter is greater than the second preset threshold, an oil detection signal or an oil replacement signal is sent.

5. The clutch control method according to claim 2, characterized in that, The step of determining the clutch control strategy based on the second oil temperature threshold and the clutch steel plate temperature threshold includes: If the oil temperature of the clutch is greater than the second oil temperature threshold, and / or the steel plate temperature of the clutch is greater than the clutch steel plate temperature threshold, then the clutch is controlled to disengage. If the oil temperature of the clutch is less than or equal to the second oil temperature threshold, and the steel plate temperature of the clutch is less than or equal to the clutch steel plate temperature threshold, then the clutch is controlled to remain closed.

6. The clutch control method according to any one of claims 1-5, characterized in that, Before determining the corresponding first oil temperature threshold based on the target operating condition, the process includes: The operating parameters of the test vehicle under the target operating condition are obtained until the clutch disengages when the clutch oil temperature of the test vehicle exceeds the initial oil temperature threshold; wherein, the operating parameters include the clutch oil temperature; Based on the target operating conditions and the operating parameters, under the simulation condition that the clutch remains closed when the clutch oil temperature exceeds the initial oil temperature threshold, the oil temperature at which the clutch steel plate temperature reaches the clutch steel plate temperature threshold is determined, and used as the first boundary value of the clutch oil temperature in the bench test. Based on the target operating condition and the operating parameters, in the bench test, the temperature values ​​between the first boundary value and the second boundary value are traversed to detect the oil performance of the clutch and the steel plate condition of the clutch, so as to calibrate the first oil temperature threshold corresponding to the target operating condition; wherein, the second boundary value is the initial oil temperature threshold.

7. The clutch control method according to any one of claims 1-5, characterized in that, The acquisition of oil degradation parameters includes: The current oil performance is determined based on the initial oil performance, aging equivalent time, and oil performance degradation model. The oil degradation parameters are determined based on the ratio of the current oil properties to the initial oil properties.

8. The clutch control method according to any one of claims 1-5, characterized in that, include: The step of identifying the current operating condition and determining whether the current operating condition is the target operating condition includes: Obtain the current driving mode, gear, and gradient under the current operating conditions; Determine whether the driving mode under the current working condition is consistent with the driving mode under the target working condition, whether the gear under the current working condition is consistent with the gear under the target working condition, and whether the slope under the current working condition is consistent with the slope under the target working condition. If all conditions are consistent, then the current operating condition is determined to be the target operating condition; otherwise, the current operating condition is determined not to be the target operating condition.

9. The clutch control method according to any one of claims 1-5, characterized in that, After determining whether the current operating condition is the target operating condition, the method further includes: If the current operating condition is the target operating condition, then control the torque increase gradient of the clutch to increase to a preset gradient value, and / or control the engine speed to decrease to a preset speed value; The preset gradient value and the preset speed value are both related to the change in clutch oil temperature.

10. A vehicle comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the clutch control method as described in any one of claims 1 to 9.

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