Clutch control method and device

Abstract

The invention discloses a clutch control method and device. The method comprises the steps that whole vehicle operation data are obtained, wherein the whole vehicle operation data comprise the engine rotating speed, the gearbox gear, the gearbox output shaft rotating speed, the clutch working cylinder pressure and the clutch pedal opening degree; calculating the pressing force of a clutch friction plate according to the pressure of a clutch working cylinder; according to the gearbox gear and the gearbox output shaft rotating speed, the clutch output side rotating speed is calculated; calculating the relative slip angular velocity of the clutch friction surface according to the engine speed and the clutch output side speed; according to the relative slipping and grinding angular velocity of the friction surface of the clutch, the pressing force of the clutch and a preset dynamic friction coefficient, the slipping and grinding work is calculated; and according to the sliding friction work, the engine rotating speed, the clutch output side rotating speed and the clutch pedal opening degree, the clutch is controlled to be combined and disconnected. According to the technical scheme provided by the embodiment of the invention, abnormal wear caused by excessive half clutch of the clutch is effectively avoided, and the service life of the friction plate of the clutch is prolonged.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a clutch control method and device. Background Technology

[0002] Tractors are important agricultural machinery with a wide range of load variations during operation and a large number of gears in their transmissions. Wet clutches are increasingly used in tractors due to their advantages such as good heat dissipation and long service life. The quality of clutch control plays a decisive role in the quality of gear shifting. In some working conditions, it is necessary to use a semi-clutch operation to achieve low-speed movement of the tractor or to reduce the impact during gear shifting. However, if the clutch is in a semi-clutch slippage state for a long time, the clutch wear will be very large, which will reduce the service life of the clutch and increase maintenance and replacement costs. Summary of the Invention

[0003] This invention provides a clutch control method to solve the problem that the clutch is in a semi-engaged slipping state for a long time, which leads to a reduction in the service life of the clutch and an increase in maintenance and replacement costs.

[0004] According to one aspect of the present invention, a clutch control method is provided, comprising:

[0005] Acquire vehicle operating data, including engine speed, transmission gear, transmission output shaft speed, clutch working cylinder pressure, and clutch pedal opening.

[0006] Calculate the clutch friction plate clamping force based on the clutch working cylinder pressure;

[0007] Calculate the clutch output side speed based on the gearbox gear and the gearbox output shaft speed;

[0008] Calculate the relative slip angular velocity of the clutch friction surface based on the engine speed and the clutch output side speed;

[0009] The sliding work is calculated based on the relative sliding angular velocity of the clutch friction surface, the clutch clamping force, and the preset dynamic friction coefficient.

[0010] The engagement and disengagement of the clutch are controlled based on the slip friction work, the engine speed, the clutch output side speed, and the clutch pedal opening.

[0011] Optionally, calculating the clutch friction plate clamping force based on the clutch working cylinder pressure includes:

[0012] The clutch friction plate clamping force is calculated based on the product of the clutch working cylinder pressure and the pre-stored clutch working cylinder working area.

[0013] Optionally, calculating the clutch output side speed based on the gearbox gear and the gearbox output shaft speed includes:

[0014] The clutch output side speed is calculated by multiplying the output shaft speed of the gearbox by the total gear ratio corresponding to the gear.

[0015] Optionally, calculating the relative slip velocity of the clutch friction surface based on the engine speed and the clutch output side speed includes:

[0016] The relative slip velocity of the clutch friction surfaces is calculated using the following formula:

[0017] In the formula, The relative slip angular velocity of the clutch friction surfaces. Engine speed, This refers to the speed at the clutch output side.

[0018] Optionally, the sliding work is calculated based on the relative sliding angular velocity of the clutch friction surface, the clutch clamping force, and a preset dynamic friction coefficient, including:

[0019] The following formula is used to calculate the friction work:

[0020] In the formula, For the purpose of smoothing and grinding, The relative slip angular velocity of the clutch friction surfaces. For frictional torque, For time;

[0021] The formula for calculating frictional torque is as follows: In the formula, The preset coefficient of kinetic friction, This refers to the clutch clamping force. The average friction radius, This refers to the number of friction working surfaces;

[0022] The formula for calculating the average friction radius is as follows: In the formula, For the inner radius of the friction plate, Let be the outer radius of the friction plate.

[0023] Optionally, controlling the engagement and disengagement of the clutch based on the slippage work, the engine speed, the clutch output side speed, and the clutch pedal opening includes:

[0024] When the slippage work is less than the preset slippage work threshold, if the clutch pedal opening is greater than or equal to the first preset opening value, the clutch is completely disengaged; if the clutch pedal opening is less than or equal to the second preset opening value, the clutch is fully engaged; if the clutch pedal opening is the third preset opening value, half-clutch control is executed, wherein the third preset opening value is greater than the second preset opening value and less than the first preset opening value.

[0025] Optionally, controlling the engagement and disengagement of the clutch based on the slippage work, the engine speed, the clutch output side speed, and the clutch pedal opening includes:

[0026] When the slipping work is greater than the preset slipping work threshold and the clutch pedal opening is less than the first preset opening value, if the speed difference between the engine speed and the clutch output side speed before the slipping work is greater than the preset speed difference threshold, the clutch friction plate clamping force is controlled to the maximum according to the first preset slope so that the clutch is fully engaged, and the half-clutch control function is disabled within a set time. If the clutch pedal opening is greater than or equal to the first preset opening value when the half-clutch control function is disabled, the clutch is controlled to disengage.

[0027] When the slippage work is greater than the preset slippage work threshold and the clutch pedal opening is greater than or equal to the first preset opening value, if the speed difference between the engine speed and the clutch output side speed before the slippage work is greater than the preset speed difference threshold, then the clutch friction plate clamping force is controlled to 0 according to the second preset slope so that the clutch is completely disengaged, and the half-clutch control function is disabled within the set time.

[0028] Optionally, controlling the engagement and disengagement of the clutch based on the slippage work, the engine speed, the clutch output side speed, and the clutch pedal opening includes:

[0029] When the slipping work is greater than the preset slipping work threshold and the clutch pedal opening is less than the third preset opening value, if the speed difference between the engine speed and the clutch output side speed before the slipping work is greater than the preset slipping work threshold is less than the preset speed difference threshold, then the clutch friction plate clamping force is controlled to the maximum according to the third preset slope so that the clutch is fully engaged, and the half-clutch control function fails within the set time. If the clutch pedal opening is greater than or equal to the first preset opening value when the half-clutch control function fails, then the clutch is controlled to disengage.

[0030] When the slipping work is greater than the preset slipping work threshold and the clutch pedal opening is greater than or equal to the third preset opening value, if the speed difference between the engine speed and the clutch output side speed before the slipping work is greater than the preset slipping work threshold is less than the preset speed difference threshold, then the clutch friction plate clamping force is controlled to 0 according to the fourth preset slope so that the clutch is completely disengaged, and the half-clutch control function is disabled within the set time.

[0031] Optionally, the first preset opening value > the third preset opening value > the second preset opening value.

[0032] According to another aspect of the present invention, a clutch control device is provided, comprising:

[0033] The acquisition module is used to acquire vehicle operating data, which includes engine torque, engine speed, transmission gear, transmission output shaft speed, clutch working cylinder pressure, and clutch pedal opening.

[0034] A clutch friction plate clamping force calculation module is used to calculate the clutch friction plate clamping force based on the clutch working cylinder pressure.

[0035] The clutch output side speed calculation module is used to calculate the clutch output side speed based on the gear position of the gearbox and the output shaft speed of the gearbox.

[0036] A clutch friction surface relative slip friction angular velocity calculation module is used to calculate the clutch friction surface relative slip friction angular velocity based on the engine speed and the clutch output side speed.

[0037] The sliding friction work calculation module is used to calculate the sliding friction work based on the relative sliding friction angular velocity of the clutch friction surface, the clutch clamping force, and the preset dynamic friction coefficient.

[0038] The control module is used to control the engagement and disengagement of the clutch based on the slipping work, the engine speed, the clutch output side speed, and the clutch pedal opening.

[0039] The technical solution provided by this invention calculates key parameters such as clutch slip work and relative slip angular velocity of the clutch friction surface in real time, and controls the engagement and disengagement of the clutch in combination with pedal opening grade thresholds. This effectively avoids abnormal wear of the clutch caused by excessive half-clutching and extends the service life of the clutch friction plates. When the slip work exceeds the set value, the half-clutch function failure protection is automatically triggered, and the clutch is controlled to a fully engaged or disengaged state according to a preset slope to avoid mechanical failure caused by abnormal slip and improve the reliability of equipment operation.

[0040] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 A flowchart of a clutch control method provided in an embodiment of the present invention;

[0043] Figure 2 This is a schematic diagram of the structure of a clutch control device provided in an embodiment of the present invention;

[0044] Figure 3 This is a schematic diagram of an electronic device for a clutch control method provided in an embodiment of the present invention. Detailed Implementation

[0045] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0046] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0047] Figure 1 This is a flowchart illustrating a clutch control method provided in an embodiment of the present invention. This embodiment is applicable to vehicles with gearboxes, such as tractors, where prolonged semi-engaged slippage of the clutch leads to reduced clutch lifespan and increased maintenance and replacement costs. The method can be executed by a clutch control device, which can be implemented in hardware and / or software and can be configured in any electronic device with communication capabilities. See also... Figure 1The method includes:

[0048] S110. Obtain vehicle operating data, including engine speed, transmission gear, transmission output shaft speed, clutch working cylinder pressure, and clutch pedal opening.

[0049] Specifically, engine speed is acquired by a crankshaft position sensor, which monitors the crankshaft's rotation angle and speed in real time. The sensor converts the detected physical signal into an electrical signal, which is then transmitted to the vehicle's Electronic Control Unit (ECU). The ECU analyzes the signal to obtain accurate engine speed data. Transmission gear position is determined by a gear position sensor mounted on the transmission, such as a Hall effect or contact type sensor. This sensor detects the actual position of the shift fork or gear shaft and transmits the gear position signal to the ECU. The ECU determines the current gear and acquires the gear position data. Transmission output shaft speed is measured by a magnetoelectric / photoelectric speed sensor installed on the output shaft. This sensor monitors the number of rotations and angular velocity of the output shaft in real time, converting the signal into an electrical signal and transmitting it to the ECU. The ECU then processes the signal to obtain the transmission output shaft speed data. Clutch cylinder pressure is measured by a pressure sensor installed in the hydraulic circuit of the clutch cylinder. This sensor monitors the hydraulic pressure in the circuit in real time, converting the pressure signal into an electrical signal and transmitting it to the ECU to obtain the clutch cylinder pressure data. The clutch pedal opening is determined by an angle / displacement sensor installed in the transmission mechanism or pedal body of the clutch pedal. This sensor detects the angle or displacement of the driver pressing the pedal and converts it into a corresponding electrical signal, which is then transmitted to the vehicle's ECU. The ECU then interprets the clutch pedal opening data according to a preset mapping relationship.

[0050] S120. Calculate the clutch friction plate clamping force based on the clutch working cylinder pressure.

[0051] Specifically, the clutch friction plate clamping force is calculated based on the product of the clutch working cylinder pressure and the pre-stored clutch working cylinder working area.

[0052] The clutch friction plate clamping force is calculated using the following formula:

[0053] In the formula, This refers to the clamping force of the clutch friction plates. For the clutch working cylinder pressure, This represents the working area of ​​the clutch cylinder.

[0054] S130. Calculate the clutch output side speed based on the gearbox gear and the gearbox output shaft speed.

[0055] Specifically, the clutch output side speed is calculated based on the product of the gearbox output shaft speed and the gearbox overall transmission ratio corresponding to the gear position.

[0056] The clutch output speed is calculated using the following formula:

[0057] In the formula, The clutch output speed. The output shaft speed of the gearbox. This is the overall gear ratio of the gearbox.

[0058] S140. Calculate the relative slip angular velocity of the clutch friction surface based on the engine speed and the clutch output side speed.

[0059] Specifically, the relative slip angular velocity of the clutch friction surface is calculated using the following formula:

[0060] In the formula, The relative slip angular velocity of the clutch friction surfaces. Engine speed, This refers to the speed at the clutch output side.

[0061] S150. Calculate the sliding work based on the relative sliding angular velocity of the clutch friction surface, the clutch clamping force, and the preset dynamic friction coefficient.

[0062] Specifically, the friction work is calculated using the following formula:

[0063] In the formula, For the purpose of smoothing and grinding, The relative slip angular velocity of the clutch friction surfaces. For frictional torque, For time;

[0064] The formula for calculating frictional torque is as follows: In the formula, The preset coefficient of kinetic friction, This refers to the clutch clamping force. The average friction radius, This refers to the number of friction working surfaces;

[0065] The formula for calculating the average friction radius is as follows: In the formula, For the inner radius of the friction plate, Let be the outer radius of the friction plate.

[0066] S160: Controls the engagement and disengagement of the clutch based on the slip friction work, engine speed, clutch output side speed, and clutch pedal opening.

[0067] Specifically, this step embodies the core logic of the clutch control method provided by this invention. It is not a single parameter that is judged independently, but rather an excessive slippage judgment index with slippage work as the core, the difference between engine speed and clutch output speed as the basis for working condition matching, and the clutch pedal opening as the reference for driver operation commands. Through multi-parameter collaborative judgment and graded threshold control, intelligent regulation of clutch engagement / disengagement is achieved. The core purpose is to take into account the driver's operating intentions while avoiding clutch wear caused by excessive half-clutch slippage, and at the same time ensuring the smoothness of control.

[0068] First, the slippage work is the core indicator for judging whether the clutch is in a state of excessive slippage risk. If the slippage work is less than the set value, it means there is no risk of excessive slippage and partial clutch engagement is allowed; if the slippage work is greater than the set value, it means there is a risk of excessive slippage, triggering automatic protection and temporarily disabling the partial clutch engagement function.

[0069] The speed difference between the engine speed and the clutch output speed is a direct reflection of the degree of clutch slippage. It is also a key basis for adjusting the clutch friction plate clamping force, controlling the slope, and judging the protection action. In addition, it is a basic parameter for calculating slippage work.

[0070] The clutch pedal opening reflects the driver's actual operating intention. By setting graded thresholds, it serves as the boundary of the operating commands for fully disengaged, partially engaged, and fully engaged clutches, and is a direct reference for controlling clutch action.

[0071] The entire control strategy revolves around two main operating conditions: whether the slippage work exceeds a set value. Further subdivisions are made based on the speed difference and clutch pedal opening threshold, ultimately determining whether the clutch remains partially engaged, fully engaged, or completely disengaged.

[0072] For example, in operating condition 1: the sliding work is less than the set value (there is no risk of excessive sliding).

[0073] The system determines that the clutch can perform the partial clutch control function, using the clutch pedal opening as the core operational basis, and combining the speed difference between the engine speed and the clutch output speed for refined control, as follows:

[0074] The clutch state is matched directly by the clutch pedal opening: if the clutch pedal opening is greater than the set value 1, the clutch is fully disengaged; if the clutch pedal opening is less than the set value 2, the clutch is fully engaged; if the clutch pedal opening is between the set values ​​2 and 1, the clutch friction plate clamping force is controlled according to the corresponding opening value to maintain a semi-engaged state.

[0075] The control slope of the clutch friction plate clamping force is adjusted by combining the speed difference: the greater the speed difference, the smaller the control slope of the clutch friction plate clamping force, indicating a smoother clutch engagement / disengagement; the smaller the speed difference, the greater the control slope of the clutch friction plate clamping force, indicating a faster clutch engagement / disengagement, thereby reducing the impact of clutch action and improving driving / shifting smoothness.

[0076] For example, in operating condition 2: the sliding work is greater than the set value (there is a risk of excessive sliding).

[0077] The system immediately triggers the protection mechanism. Within a set time, the semi-clutch function fails, and the clutch is no longer allowed to remain in a semi-clutch state. At this time, the system makes a dual judgment based on the speed difference before the slippage work exceeds the threshold and the graded threshold of the clutch pedal opening, and forcibly controls the clutch to fully engage or fully disengage according to the preset slope.

[0078] The technical solution provided by this invention calculates key parameters such as clutch slip work and relative slip angular velocity of the clutch friction surface in real time, and controls the engagement and disengagement of the clutch in combination with pedal opening grade thresholds. This effectively avoids abnormal wear of the clutch caused by excessive half-clutching and extends the service life of the clutch friction plates. When the slip work exceeds the set value, the half-clutch function failure protection is automatically triggered, and the clutch is controlled to a fully engaged or disengaged state according to a preset slope to avoid mechanical failure caused by abnormal slip and improve the reliability of equipment operation.

[0079] In some other embodiments, optionally, step S160 specifically includes:

[0080] When the slippage work is less than the preset slippage work threshold, if the clutch pedal opening is greater than or equal to the first preset opening value, the clutch is completely disengaged; if the clutch pedal opening is less than or equal to the second preset opening value, the clutch is fully engaged; if the clutch pedal opening is the third preset opening value, half-clutch control is executed, wherein the third preset opening value is greater than the second preset opening value and less than the first preset opening value.

[0081] The preset slippage threshold is the core critical value for determining whether the clutch is in a state of excessive slippage risk. Its core principle is that within this threshold, clutch slippage will not produce abnormal wear, and it can meet the semi-clutch usage requirements for low-speed tractor travel and reduced gear shifting impact. The preset slippage threshold can be preset based on experimental data. The core principle for setting the first, second, and third preset opening values ​​is to match the driver's operating habits, the mechanical linkage characteristics of the clutch pedal and the working cylinder, and the smoothness of system control, while adapting to the semi-clutch control requirements within the safe range of slippage. The first, second, and third preset opening values ​​can be preset based on experimental data.

[0082] Specifically, this step is a control strategy for the clutch under conditions without excessive slippage risk. Its core is to use three preset thresholds for clutch pedal opening as the basis for judgment, ensuring the clutch's operating state precisely matches the driver's intentions. Simultaneously, it allows partial clutch operation only within a safe slippage range, satisfying the partial clutch usage requirements for low-speed tractor movement and reduced shifting shock, while avoiding unnecessary slippage wear. Details are as follows:

[0083] This control strategy only takes effect when the slippage work is less than the preset slippage work threshold. This premise means that the current slippage degree of the clutch is within a safe range and there is no risk of excessive slippage or abnormal wear. Therefore, the system allows the execution of the half-clutch control function, which is the basis for determining the clutch state corresponding to all subsequent pedal openings.

[0084] The relationship between the three preset opening values ​​is as follows: first preset opening value > third preset opening value > second preset opening value. The third preset opening value is not a single fixed value, but a general term for all opening ranges between the first and second preset opening values.

[0085] The clutch pedal opening directly reflects the driver's operating intention. The system precisely controls the clutch's working state based on the matching relationship between the clutch pedal opening and the preset opening value, which is divided into three situations:

[0086] Clutch pedal opening ≥ first preset opening value: When the driver depresses the clutch pedal to a sufficiently large extent, the system determines that the driver has a clear intention to completely disengage the clutch. At this time, the system directly controls the clutch to be completely disengaged, and there is no relative slippage of the clutch friction plates, resulting in no slippage wear.

[0087] Clutch pedal opening ≤ second preset opening value: When the driver presses the pedal very little or completely releases the pedal, the system determines that the driver has a clear intention to fully engage the clutch. At this time, the system directly controls the clutch to fully engage, the clutch friction plates are tightly fitted without relative slippage, and the system is in a stable power transmission state without additional wear.

[0088] When the clutch pedal opening is at the third preset opening value: the driver depresses the pedal to a moderate degree, and the opening is between the second and first preset opening values, the system determines that the driver has a need for half-clutch operation. At this time, half-clutch control is executed. The system will accurately match the clutch friction plate clamping force according to the opening to achieve the required half-clutch state. Since the slip work is less than the preset slip work threshold, the degree of slip of the half-clutch will not cause excessive wear of the clutch.

[0089] The technical solution provided by the embodiments of the present invention, under the premise of clutch slippage safety, allows the working state of the clutch to completely follow the driver's pedal operation intention. By clearly defining the three-level threshold of pedal opening, it avoids the clutch being in an unnecessary slippage state due to the ambiguity of pedal operation. At the same time, it accurately meets the driver's different operation needs for complete clutch disengagement, complete engagement and partial clutch engagement, taking into account both the operation intention and the basic protection of the clutch.

[0090] In some other embodiments, step S160 may optionally include:

[0091] When the slippage work is greater than the preset slippage work threshold and the clutch pedal opening is less than the first preset opening value, if the speed difference between the engine speed and the clutch output side speed before the slippage work is greater than the preset speed difference threshold, the clutch friction plate clamping force is controlled to the maximum according to the first preset slope so that the clutch is fully engaged, and the half-clutch control function fails within a set time. If the clutch pedal opening is greater than or equal to the first preset opening value when the half-clutch control function fails, the clutch is controlled to disengage.

[0092] Among them, if the slippage work exceeds the preset slippage work threshold, it indicates that the clutch is in a risky state of excessive slippage. Continuing to partially engage the clutch will cause serious wear, and automatic protection must be triggered. The difference between the engine speed and the clutch output speed before the slippage work exceeds the preset slippage work threshold is used as the criterion. This indicates that the degree of clutch slippage is already at a high level. That is, the larger the speed difference, the more severe the slippage, which is a high-risk slippage condition. It is necessary to terminate the slippage by forcibly changing the clutch state. The first preset opening value is the operating boundary for the clutch to be fully disengaged. If the clutch pedal opening is greater than or equal to this value, it indicates that the driver has a clear intention to completely disengage the clutch. If the clutch pedal opening is less than this value, it indicates that the driver does not have the intention to completely disengage the clutch.

[0093] Specifically, the following conditions must be met simultaneously: slippage work > preset slippage work threshold + clutch pedal opening < first preset opening value (driver does not intend to fully disengage the clutch) + speed difference before slippage work exceeds the threshold > preset speed difference threshold (high-risk slippage). When all three conditions are met, the system gradually adjusts the clutch friction plate clamping force to the maximum according to the first preset slope, so that the clutch is fully engaged. From the moment the slippage work exceeds the preset slippage work threshold, the half-clutch control function is disabled for a set period. During this period, the system will not respond to any half-clutch operation commands, fundamentally preventing the clutch from re-entering the slippage state. Moreover, if the driver subsequently depresses the clutch pedal to an opening ≥ the first preset opening value when the half-clutch function is disabled, it indicates that the driver has a clear intention to fully disengage the clutch. The system will respond to this operation and directly control the clutch to disengage, protecting the driver while also considering the driver's real-time operational intentions.

[0094] The first preset slope is the rate at which the clutch friction plate clamping force rises from its current value to its maximum value when the slippage energy exceeds the threshold + clutch pedal opening < the first preset opening value + speed difference exceeds the threshold. Its core function is to smoothly complete the clutch engagement, quickly terminating slippage and avoiding mechanical shock caused by sudden engagement, thus protecting the transmission system. This can be preset based on experimental data. The preset speed difference threshold can be preset based on actual operating conditions. The set time is the duration of the half-clutch control function failure after the slippage energy exceeds the threshold and triggers protection. Its core function is to allow the clutch to disengage from the slippage state, complete heat dissipation, and allow the slippage energy to decrease, preventing the driver from immediately engaging the clutch again and causing secondary wear. At the same time, it ensures that the set time is not too long, affecting the normal operation of the tractor. This can also be preset based on experimental data.

[0095] When the slippage work is greater than the preset slippage work threshold and the clutch pedal opening is greater than or equal to the first preset opening value, if the speed difference between the engine speed and the clutch output side speed before the slippage work is greater than the preset speed difference threshold, the clutch friction plate clamping force is controlled to 0 according to the second preset slope so that the clutch is completely disengaged, and the half-clutch control function is disabled within the set time.

[0096] The second preset slope is the rate at which the clutch friction plate clamping force drops from the current value to 0 when the slippage work exceeds the threshold + the clutch pedal opening is greater than or equal to the first preset opening value + the speed difference exceeds the threshold. Its core function is to smoothly complete the clutch disengagement and quickly terminate slippage while avoiding power interruption and hydraulic system shock caused by sudden disengagement. It can be preset based on experimental data.

[0097] Specifically, the following conditions must be met simultaneously: slippage work > preset slippage work threshold + clutch pedal opening ≥ first preset opening value (the driver already has a clear intention to fully disengage the clutch) + speed difference before slippage work exceeds the threshold > preset speed difference threshold (high-risk slippage). When all three conditions are met, the system gradually adjusts the clutch friction plate clamping force to 0 according to the second preset slope, so that the clutch is fully disengaged. From the time slippage work exceeds the threshold, the half-clutch control function is disabled for a set time. During this period, the system does not respond to any half-clutch operation commands, completely terminating the slippage state and avoiding accelerated wear.

[0098] The technical solution provided by this invention addresses the highest-risk slippage condition where both slippage work and speed difference exceed thresholds. It directly terminates slippage by forcibly controlling the clutch to a fully engaged / disengaged, slippage-free state, fundamentally preventing excessive clutch wear. Furthermore, it matches the driver's operating intentions with the clutch pedal opening, ensuring that mechanical protection does not contradict the driver's actual operation, thus improving operational adaptability. The clutch friction plate clamping force is adjusted using first / second preset slopes to avoid impact damage to the transmission system, such as the gearbox and drive shaft, caused by sudden power changes. Finally, by closing the semi-clutch within a set time, it prevents the driver from accidentally re-engaging the semi-clutch after a brief decrease in slippage work, forming a protective closed loop.

[0099] In some other embodiments, step S160 may optionally include:

[0100] When the slippage work is greater than the preset slippage work threshold and the clutch pedal opening is less than the third preset opening value, if the speed difference between the engine speed and the clutch output side speed before the slippage work is greater than the preset slippage work threshold is less than the preset speed difference threshold, then the clutch friction plate clamping force is controlled to the maximum according to the third preset slope so that the clutch is fully engaged, and the half-clutch control function is disabled within a set time. If the clutch pedal opening is greater than or equal to the first preset opening value when the half-clutch control function is disabled, then the clutch is controlled to disengage.

[0101] Among them, the difference between the engine speed before the slippage energy exceeds the threshold and the speed on the clutch output side is less than the preset speed difference threshold is used as the judgment criterion. This indicates that although the clutch has the problem of excessive slippage energy, the actual degree of slippage is not severe. That is, the smaller the speed difference, the more gentle the slippage, which belongs to the medium-low risk slippage condition. The slope of the protection action can be adapted to this condition for smoothness optimization. The third preset opening value is a subdivision judgment line in the half-clutch range, used to distinguish whether the driver is more inclined to engage or disengage the clutch during the half-clutch operation.

[0102] Specifically, the following conditions must be met simultaneously: slippage work > preset slippage work threshold + clutch pedal opening < third preset opening value (the driver is in the semi-clutch range, with a smaller pedal depressor and a stronger intention to engage the clutch) + speed difference before slippage work exceeds the threshold < preset speed difference threshold (low-to-medium risk slippage). When all three conditions are met, the system gradually adjusts the clutch friction plate clamping force to its maximum value according to the third preset slope, enabling the clutch to fully engage. From the moment slippage work exceeds the threshold, the semi-clutch control function fails for a set period. During this period, the system no longer responds to any semi-clutch operation commands, completely terminating the slippage state and preventing slippage work from accumulating and aggravating wear. Moreover, if the driver subsequently depresses the clutch pedal to an opening ≥ first preset opening value when the semi-clutch function fails, it indicates that the driver has a clear intention to completely disengage the clutch. The system will prioritize responding to this manual operation and directly control the clutch to disengage, providing mechanical protection while also considering the driver's real-time operational needs.

[0103] The third preset slope is the rate at which the clutch friction plate clamping force increases from the current value to the maximum value when the sliding work exceeds the threshold + clutch pedal opening < the third preset opening value + speed difference < preset speed difference threshold. It can be preset based on experimental data.

[0104] When the slippage work is greater than the preset slippage work threshold and the clutch pedal opening is greater than or equal to the third preset opening value, if the speed difference between the engine speed and the clutch output side speed before the slippage work is greater than the preset slippage work threshold is less than the preset speed difference threshold, then the clutch friction plate clamping force is controlled to 0 according to the fourth preset slope so that the clutch is completely disengaged, and the half-clutch control function is disabled within the set time.

[0105] Specifically, the following conditions must be met simultaneously: slippage work > preset slippage work threshold + clutch pedal opening ≥ third preset opening value (the driver is in the semi-engaged range, with a larger pedal depressor and a stronger intention to disengage the clutch) + speed difference before slippage work exceeds the threshold < preset speed difference threshold (low-to-medium risk slippage). When all three conditions are met, the system gradually adjusts the clutch friction plate clamping force to 0 according to the fourth preset slope, allowing the clutch to fully disengage. Moreover, from the moment slippage work exceeds the threshold, the semi-engaged control function is disabled for a set period of time. During this period, the system does not respond to any semi-engaged operation commands, fundamentally preventing the slippage state from recurring, until the clutch has completed heat dissipation and the slippage work returns to a safe range.

[0106] The fourth preset slope is the rate at which the clutch friction plate clamping force drops from the current value to 0 when the slip work exceeds the threshold + the clutch pedal opening is greater than or equal to the third preset opening value + the speed difference is less than the preset speed difference threshold. It can be preset based on experimental data.

[0107] The technical solution provided by this invention complements the protection logic for the high-risk slippage condition where the speed difference exceeds the threshold mentioned above. It covers all conditions where the speed difference is large or small after the slippage work exceeds the threshold. Regardless of the severity of slippage, as long as there is a risk of excessive clutch wear, the system will trigger the corresponding protection, achieving comprehensive protection. The third preset opening value is used to further subdivide the half-clutch, accurately identifying the driver's tendency to engage or disengage during half-clutch operation. This ensures that the forced protection action is highly consistent with the driver's intention, avoiding situations where the protection action contradicts the driver's operation. Through the third and fourth preset slopes, the smoothness of clutch engagement / disengagement is ensured while terminating slippage, avoiding additional impact damage to the gearbox, drive shaft, and hydraulic system caused by the protection action. The half-clutch function is closed within a set time to prevent the driver from accidentally entering the half-clutch state again before the clutch has finished cooling down and the slippage work has subsided, causing secondary accumulation of slippage work and secondary clutch wear.

[0108] Based on the above embodiments, during the multi-parameter clutch engagement / disengagement control process, the system calculates the slip work, engine speed, and clutch output speed in real time. Based on the rate of change of the slip work, it estimates the remaining time before the slip work exceeds the preset slip work threshold. Simultaneously, it displays the upcoming clutch engagement / disengagement action on the instrument panel, allowing the driver to adjust their operation in time, further reducing the risk of misoperation and ensuring coordination between parameter control and manual operation. By estimating the remaining time based on the rate of change of the slip work and displaying clutch action prompts in real time, the system helps the driver anticipate the system status, adjust their operation promptly, reduce the risk of misoperation, and improve overall safety.

[0109] Figure 2 This is a schematic diagram of a clutch control device provided in an embodiment of the present invention. See also: Figure 2 The device includes: a tiger-hill module 210, a clutch friction plate clamping force calculation module 220, a clutch output side speed calculation module 230, a clutch friction surface relative sliding angular velocity calculation module 240, a sliding work calculation module 250, and a control module 260.

[0110] The acquisition module 210 is used to acquire vehicle operating data, including engine torque, engine speed, transmission gear, transmission output shaft speed, clutch working cylinder pressure, and clutch pedal opening.

[0111] The clutch friction plate clamping force calculation module 220 is used to calculate the clutch friction plate clamping force based on the clutch working cylinder pressure.

[0112] The clutch output side speed calculation module 230 is used to calculate the clutch output side speed based on the gearbox gear and the gearbox output shaft speed.

[0113] The clutch friction surface relative slip friction angular velocity calculation module 240 is used to calculate the clutch friction surface relative slip friction angular velocity based on the engine speed and the clutch output side speed.

[0114] The sliding friction work calculation module 250 is used to calculate the sliding friction work based on the relative sliding friction angular velocity of the clutch friction surface, the clutch clamping force, and the preset dynamic friction coefficient.

[0115] The control module 260 is used to control the engagement and disengagement of the clutch based on the slip work, engine speed, clutch output side speed and clutch pedal opening.

[0116] The clutch control device provided in this embodiment of the invention can execute a clutch control method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method, which will not be elaborated here.

[0117] Figure 3 This is a schematic diagram of an electronic device for an embodiment of a clutch control method provided by the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0118] like Figure 3 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 and a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded into the RAM 13 from storage unit 18. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, the ROM 12, and the RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0119] Multiple components in electronic device 10 are connected to input / output I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of monitors, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0120] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as a clutch control method.

[0121] In some embodiments, a clutch control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via read-only memory ROM 12 and / or communication unit 19. When the computer program is loaded into random access memory RAM 13 and executed by processor 11, one or more steps of the clutch control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform a clutch control method by any other suitable means.

[0122] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transferring data and instructions to the storage system, the at least one input device, and the at least one output device.

[0123] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0124] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0125] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device for displaying information to a user; and a keyboard and pointing device through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with a user; for example, feedback provided to the user can be any form of sensory feedback; and input from the user can be received in any form.

[0126] The systems and technologies described herein can be implemented in computing systems that include backend components, middleware components, or frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium. Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0127] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0128] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0129] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A clutch control method characterized by, The method comprises: acquiring whole vehicle operation data, the whole vehicle operation data comprising engine speed, gearbox gear position, gearbox output shaft speed, clutch working cylinder pressure, clutch pedal opening degree; calculating clutch friction plate pressing force according to the clutch working cylinder pressure; calculating clutch output side rotating speed according to the gearbox gear position and the gearbox output shaft speed; calculating clutch friction surface relative sliding angular velocity according to the engine speed and the clutch output side rotating speed; calculating sliding friction work according to the clutch friction surface relative sliding angular velocity, the clutch pressing force and a preset dynamic friction coefficient; controlling the combination and disconnection of the clutch according to the sliding friction work, the engine speed, the clutch output side rotating speed and the clutch pedal opening degree.

2. The method of claim 1, wherein, The calculation of the clutch friction plate pressing force according to the clutch working cylinder pressure comprises: calculating the clutch friction plate pressing force according to the product of the clutch working cylinder pressure and a pre-stored clutch working cylinder acting area.

3. The method of claim 1, wherein, The calculation of the clutch output side rotating speed according to the gearbox gear position and the gearbox output shaft speed comprises: calculating the clutch output side rotating speed according to the product of the gearbox output shaft speed and a gearbox total transmission ratio corresponding to the gearbox gear position.

4. The method of claim 1, wherein, The calculation of the clutch friction surface relative sliding angular velocity according to the engine speed and the clutch output side rotating speed comprises: calculating the clutch friction surface relative sliding angular velocity by using the following formula: wherein is the relative sliding angle velocity of the clutch friction surfaces, is the engine rotational speed, is the rotational speed on the output side of the clutch.

5. The method of claim 1, wherein, The calculation of the sliding friction work according to the clutch friction surface relative sliding angular velocity, the clutch pressing force and a preset dynamic friction coefficient comprises: calculating the sliding friction work by using the following formula: ; where, is the sliding friction work, is the relative sliding angular velocity of the clutch friction surfaces, is the friction torque, is time; The formula for calculating the friction torque is: ; wherein, is a preset dynamic friction coefficient, is the clutch pressing force, is the average friction radius, is the number of friction working surfaces; Wherein, the average friction radius calculation formula is: ; in the formula, is the inner radius of the friction plate, is the outer radius of the friction plate.

6. The method of claim 1, wherein, The control of the combination and disconnection of the clutch according to the sliding friction work, the engine speed, the clutch output side rotating speed and the clutch pedal opening degree comprises: when the sliding friction work is less than a preset sliding friction work threshold value, if the clutch pedal opening degree is greater than or equal to a first preset opening degree value, the clutch is completely disconnected, if the clutch pedal opening degree is less than or equal to a second preset opening degree value, the clutch is completely combined, and if the clutch pedal opening degree is a third preset opening degree value, semi-clutch control is performed, wherein the third preset opening degree value is greater than the second preset opening degree value and less than the first preset opening degree value.

7. The method of claim 6, wherein, The control of the combination and disconnection of the clutch according to the sliding friction work, the engine speed, the clutch output side rotating speed and the clutch pedal opening degree comprises: when the sliding friction work is greater than the preset sliding friction work threshold value and the clutch pedal opening degree is less than the first preset opening degree value, if the rotating speed difference between the engine speed and the clutch output side rotating speed before the sliding friction work is greater than the preset sliding friction work threshold value is greater than a preset rotating speed difference threshold value, the clutch friction plate pressing force is controlled to the maximum at a first preset slope so as to completely combine the clutch, and the semi-clutch control function is invalidated within a set time, and in the case of the invalidation of the semi-clutch control function, if the clutch pedal opening degree is greater than or equal to the first preset opening degree value, the clutch is disconnected. When the slip work is greater than the preset slip work threshold value and the clutch pedal opening degree is greater than or equal to the first preset opening degree value, if the speed difference between the engine speed and the clutch output side speed before the slip work is greater than the preset slip work threshold value is greater than the preset speed difference threshold value, the clutch friction plate compression force is controlled to 0 at a second preset slope, so that the clutch is completely disconnected, and the half-clutch control function is invalidated within the set time.

8. The method of claim 6, wherein, Controlling the engagement and disengagement of the clutch according to the slip work, the engine speed, the clutch output side speed and the clutch pedal opening degree comprises: When the slip work is greater than the preset slip work threshold value and the clutch pedal opening degree is less than the third preset opening degree value, if the speed difference between the engine speed and the clutch output side speed before the slip work is greater than the preset slip work threshold value is less than the preset speed difference threshold value, the clutch friction plate compression force is controlled to the maximum at a third preset slope, so that the clutch is completely engaged, and the half-clutch control function is invalidated within the set time, and in the case of invalidation of the half-clutch control function, if the clutch pedal opening degree is greater than or equal to the first preset opening degree value, the clutch is controlled to be disconnected; When the slip work is greater than the preset slip work threshold value and the clutch pedal opening degree is greater than or equal to the third preset opening degree value, if the speed difference between the engine speed and the clutch output side speed before the slip work is greater than the preset slip work threshold value is less than the preset speed difference threshold value, the clutch friction plate compression force is controlled to 0 at a fourth preset slope, so that the clutch is completely disconnected, and the half-clutch control function is invalidated within the set time.

9. The method of claim 6, wherein, The first preset opening degree value > the third preset opening degree value > the second preset opening degree value.

10. A clutch control device characterized by comprising: Comprises: An acquisition module is used to acquire vehicle running data, the vehicle running data includes engine torque, engine speed, gearbox gear, gearbox output shaft speed, clutch working cylinder pressure, clutch pedal opening degree; A clutch friction plate compression force calculation module is used to calculate the clutch friction plate compression force according to the clutch working cylinder pressure; A clutch output side speed calculation module is used to calculate the clutch output side speed according to the gearbox gear and the gearbox output shaft speed; A clutch friction surface relative slip angular velocity calculation module is used to calculate the clutch friction surface relative slip angular velocity according to the engine speed and the clutch output side speed; A slip work calculation module is used to calculate the slip work according to the clutch friction surface relative slip angular velocity, the clutch compression force and the preset dynamic friction coefficient; A control module is used to control the engagement and disengagement of the clutch according to the slip work, the engine speed, the clutch output side speed and the clutch pedal opening degree.

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