Clutch state monitoring method and device, vehicle and medium

Abstract

The application provides a clutch state monitoring method and device, a vehicle and a medium. The method is applied to the technical field of vehicles. The method indirectly determines a pressure value provided by an electronic pump for a clutch by acquiring state information of the electronic pump and a gearbox, and indirectly determines an oil path conduction state by acquiring state information of an oil path electromagnetic valve, and then comprehensively determines a working state of the clutch and a power transmission path. In this way, the method does not need to rely on physical sensors, effectively reduces the cost, and saves the layout space inside and outside the transmission. At the same time, since the acquisition of the state information does not rely on the sensor signal which is prone to failure, the power transmission state error caused by the sensor failure can be avoided to a certain extent, thereby improving the functional safety level of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a clutch condition monitoring method, device, vehicle, and medium in the field of vehicle condition monitoring. Background Technology

[0002] In vehicle powertrain systems, real-time and accurate reporting of clutch status is a core prerequisite for achieving precise vehicle control, energy management, and safety monitoring. Currently, clutch status identification generally relies on sensors. However, sensors are costly and space-consuming, and relying solely on sensor signals for status judgment is prone to erroneous reporting when sensors malfunction, potentially leading to safety risks such as unexpected vehicle acceleration, power interruption, or transmission system damage, making it difficult to meet functional safety requirements. Summary of the Invention

[0003] This application provides a clutch status monitoring method, device, vehicle, and medium to at least solve the problems in the related art that rely on sensors, resulting in high system costs, insufficient layout space, and inability to meet functional safety requirements when a single sensor signal fails.

[0004] In a first aspect, a clutch status monitoring method is provided, the method comprising: in response to a clutch status query command, acquiring status information of an electronic pump, status information of a transmission, and status information of a solenoid valve, wherein the solenoid valve is disposed in an oil circuit between the electronic pump and the clutch; determining, based on the status information of the electronic pump and the status information of the transmission, a pressure value provided by the electronic pump to the clutch; determining, based on the status information of the solenoid valve, a position information of the solenoid valve; and determining, based on the pressure value and the position information, a clutch status.

[0005] This application indirectly determines the pressure value supplied by the electronic pump to the clutch by acquiring the status information of the electronic pump and the transmission, and indirectly determines the oil circuit conduction status by acquiring the status information of the oil circuit solenoid valve, thereby comprehensively determining the clutch's working status and power transmission path. In this way, it eliminates the need for physical sensors, effectively reducing costs and saving space inside and around the transmission. Furthermore, since the acquisition of status information does not rely on faulty sensor signals, it can, to some extent, avoid erroneous power transmission status reporting caused by sensor failure, thereby improving the vehicle's functional safety level.

[0006] According to one embodiment of this application, determining the state information of a clutch based on pressure value and position information includes: querying first correspondence data based on pressure value and position information to obtain the state information of the clutch; wherein, the first correspondence data includes the correspondence between pressure value-position information and clutch state information.

[0007] According to one embodiment of this application, the position information includes a first position, a second position, and a third position. The clutch includes a first clutch and a second clutch. The first clutch represents a clutch connecting the engine and the drive motor, and the second clutch represents a clutch connecting the drive motor and the gearbox. The first correspondence data includes: when the solenoid valve is in the first position and the pressure value is greater than a first preset pressure threshold, the first clutch is in an engaged state and the second clutch is in an open state; when the solenoid valve is in the first position and the pressure value is less than the first preset pressure threshold, or when the solenoid valve is in the second position, or when the solenoid valve is in the third position and the pressure value is less than the first preset pressure threshold, both the first clutch and the second clutch are in an open state; when the solenoid valve is in the third position and the pressure value is greater than the first preset pressure threshold, it is determined that the first clutch is in an open state and the second clutch is in an engaged state.

[0008] According to one embodiment of this application, determining the pressure value provided by the electronic pump to the clutch based on the state information of the electronic pump and the state information of the transmission includes: determining a first pressure value provided by the electronic pump to the clutch based on the state information of the electronic pump; determining a second pressure value provided by the electronic pump to the clutch based on the state information of the electronic pump and the state information of the transmission; and determining the average of the first pressure value and the second pressure value as the pressure value provided by the electronic pump to the clutch in response to the absolute value of the difference between the first pressure value and the second pressure value being less than a second preset pressure threshold.

[0009] This application determines the pressure value provided by the electronic pump to the clutch through dual-path redundant calculation and cross-validation, effectively avoiding pressure estimation errors caused by the failure of a single information source. By averaging the two methods when the deviation is within a second preset pressure threshold, random errors in each path are eliminated, significantly improving the accuracy and robustness of pressure estimation. When the deviation exceeds the threshold, fault diagnosis is triggered to promptly identify anomalies. Thus, without adding a physical pressure sensor, highly reliable indirect acquisition of clutch pressure values ​​is achieved, balancing cost control and functional safety requirements.

[0010] According to one embodiment of this application, determining the first pressure value provided by the electronic pump to the clutch based on the state information of the electronic pump includes: parsing the state information of the electronic pump to obtain the duty cycle of the electronic pump; querying a second correspondence based on the duty cycle to obtain the first pressure value; wherein the second correspondence is used to characterize the correspondence between the duty cycle and the first pressure value.

[0011] According to one embodiment of this application, determining a second pressure value provided by the electronic pump to the clutch based on the state information of the electronic pump and the state information of the transmission includes: parsing the state information of the electronic pump to obtain the motor current and speed of the electronic pump; parsing the state information of the transmission to obtain the oil temperature of the transmission; determining the oil filling flow rate of the electronic pump based on the speed and oil temperature of the electronic pump; determining the oil drain flow rate of the electronic pump based on the motor current and oil temperature of the electronic pump; calculating the oil filling volume of the clutch based on the oil filling flow rate and the oil drain flow rate of the electronic pump; and determining the second pressure value provided by the electronic pump to the clutch based on the oil filling volume of the clutch.

[0012] According to one embodiment of this application, determining the position information of a solenoid valve based on its state information includes: parsing the state information of the solenoid valve to obtain a first control current value and a second control current value corresponding to the solenoid valve, wherein the first control current value corresponding to the solenoid valve is acquired through a first current acquisition circuit, and the second control current value corresponding to the solenoid valve is acquired through a second current acquisition circuit; in response to the absolute value of the difference between the first control current value and the second control current value being less than a preset current threshold, determining the position information of the solenoid valve based on a preset current range in which the first control current value or the second control current value is located.

[0013] This application acquires a first control current value and a second control current value through two independent current acquisition circuits, and performs cross-verification. The solenoid valve position information is determined only when the deviation between the two values ​​is less than a preset current threshold, based on the preset range of the current value. This effectively identifies single-point faults in the current sampling circuit, to a certain extent avoiding misjudgments of the solenoid valve position information due to sampling errors, and thus preventing misjudgments of the power transmission path caused by incorrect clutch status identification. Without adding additional sensors, it significantly improves the reliability and functional safety level of solenoid valve position information acquisition.

[0014] Secondly, a clutch status monitoring device is provided, comprising: an acquisition module for acquiring status information of an electronic pump, a transmission, and a solenoid valve in response to a clutch status query command, wherein the solenoid valve is disposed in an oil circuit between the electronic pump and the clutch; a first determination module for determining the pressure value provided by the electronic pump to the clutch based on the status information of the electronic pump and the transmission; a second determination module for determining the position information of the solenoid valve based on the status information of the solenoid valve; and a third determination module for determining the clutch status information based on the pressure value and the position information.

[0015] Thirdly, a computer-readable storage medium is provided, on which a clutch status monitoring program is stored, which, when executed by a processor, implements the aforementioned clutch status monitoring method.

[0016] Fourthly, a vehicle is provided, including a memory, a processor, and a clutch status monitoring program stored in the memory and capable of running on the processor. When the processor executes the clutch status monitoring program, it implements the aforementioned clutch status monitoring method. According to the clutch status monitoring method, apparatus, vehicle, and medium of this application embodiment, in response to a clutch status query command, the status information of the electronic pump, the status information of the transmission, and the status information of the solenoid valve are obtained, wherein the solenoid valve is disposed in the oil circuit between the electronic pump and the clutch; based on the status information of the electronic pump and the transmission, the pressure value provided by the electronic pump to the clutch is determined; based on the status information of the solenoid valve, the position information of the solenoid valve is determined; and based on the pressure value and the position information, the clutch status information is determined. This application indirectly determines the pressure value provided by the electronic pump to the clutch by obtaining the status information of the electronic pump and the transmission, and indirectly determines the oil circuit conduction state by obtaining the status information of the oil circuit solenoid valve, thereby comprehensively determining the working state of the clutch and the power transmission path. Thus, it eliminates the need to rely on physical sensors, effectively reducing costs and saving internal and external space within the transmission. Simultaneously, since the acquisition of status information does not depend on sensor signals prone to failure, it can, to a certain extent, avoid erroneous reporting of power transmission status due to sensor failure, thereby improving functional safety. Attached Figure Description

[0017] Figure 1 Here is a flowchart of a clutch state monitoring method according to some embodiments of this application; Figure 2 Hydraulic schematic diagram according to some embodiments of this application; Figure 3 Here is a flowchart of a clutch state monitoring method according to other embodiments of this application; Figure 4 This is a block diagram of a clutch status monitoring device according to some embodiments of this application; Figure 5 This is a block diagram of a vehicle according to some embodiments of this application. Detailed Implementation

[0018] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0019] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0020] The clutch status monitoring method, device, vehicle, and medium of this application will now be described in detail with reference to the accompanying drawings.

[0021] Based on the background technology, related technologies generally employ a combination of clutch pressure sensors and gear position sensors to confirm the clutch status by collecting clutch pressure values ​​and gear position status. Specifically, by arranging pressure sensors in the clutch actuator or oil circuit, real-time clutch pressure values ​​are collected, and combined with the current gear position status feedback from the gear position sensor arranged on the shifting mechanism, the current clutch status information is comprehensively determined and confirmed through logical combination.

[0022] However, as the automotive industry's requirements for cost control, space optimization, and functional safety become increasingly stringent, the shortcomings of existing solutions are becoming more and more apparent. Firstly, high-precision clutch pressure sensors and gear position sensors are inherently expensive and require valuable installation space within or around the limited space of the transmission, which contradicts the current market trend of drastically reducing component size and system cost. More critically, in terms of functional safety, relying on a single sensor signal for status determination makes the system highly susceptible to erroneous power transmission status reports when the sensor itself malfunctions (such as signal drift, short circuit to ground, or open circuit). This makes it difficult to meet the high-level functional safety requirements for vehicle control systems in markets such as the EU, posing potential driving safety risks.

[0023] Based on this, this application does not rely on clutch pressure sensors and gear position sensors. Instead, it indirectly determines the clutch status information by acquiring the pressure value provided by the electronic pump to the clutch and the position information of the solenoid valve between the electronic pump and the clutch. This allows for real-time confirmation of the clutch status without the need for clutch pressure sensors and gear position sensors, while also reducing costs, saving layout space, and meeting functional safety requirements.

[0024] Figure 1 This is a flowchart of a clutch state monitoring method according to some embodiments of this application. (Refer to...) Figure 1 The clutch status monitoring method of this application embodiment may include the following steps: S110, in response to the clutch status query command, obtains the status information of the electronic pump, the status information of the transmission, and the status information of the solenoid valve, wherein the solenoid valve is located in the oil circuit between the electronic pump and the clutch.

[0025] S120 determines the pressure value that the electronic pump provides to the clutch based on the status information of the electronic pump and the transmission.

[0026] S130, determine the position information of the solenoid valve based on the solenoid valve's status information; S140 determines the clutch status information based on pressure value and position information.

[0027] Specifically, during vehicle operation, when the vehicle controller or transmission control unit needs to perform functions such as shifting decisions, power distribution, or fault diagnosis, it will actively issue a clutch status query command to obtain the current clutch status information.

[0028] Upon receiving a clutch status query command, the status information of the electric pump and the transmission can be read via the vehicle communication bus to indirectly obtain the pressure value provided by the electric pump to the clutch. For example, the pressure value provided by the electric pump to the clutch can be determined by querying a preset mapping table between the electric pump status information, the transmission status information, and the pressure value. This preset mapping table includes the pressure value provided by the electric pump to the clutch corresponding to the electric pump status information and the transmission status information, thereby achieving indirect acquisition of the clutch pressure value without the need for a physical pressure sensor.

[0029] Simultaneously, the status information of the solenoid valve can be read through the vehicle's communication bus, and the position information of the solenoid valve can be determined based on this status information. For example, the position information of the solenoid valve can be determined by looking up a preset mapping table between the solenoid valve's status information and its position information.

[0030] In this embodiment, the solenoid valve can be a three-position five-way valve, whose valve core position is directly determined by the control current. For example, when the control current is 0mA, the valve core is in the leftmost position, connecting the first clutch oil circuit; when the control current is 800mA, the valve core is in the middle drain position; and when the control current is 1500mA, the valve core is in the rightmost position, connecting the second clutch oil circuit. All of the above current thresholds can be calibrated.

[0031] Therefore, there is no need to install an additional clutch pressure sensor in the oil circuit, nor is it necessary to install a gear position sensor on the shifting mechanism. The pressure value provided by the electronic pump to the clutch can be determined by the operating parameters of the electronic pump, and the position information of the solenoid valve can be determined by the control current of the solenoid valve.

[0032] Furthermore, after determining the pressure value provided by the electronic pump to the clutch and the position information of the solenoid valve, the hydraulic system can first be judged based on the pressure value to determine whether oil pressure has been established, i.e., whether there is an effective driving force acting on the clutch; secondly, the current direction of oil circuit can be determined based on the position information of the solenoid valve, i.e., which clutch the oil is directed to or is in a draining state; finally, the state of each clutch can be determined through the logical combination of pressure and position conditions.

[0033] For example, when the pressure value indicates that the oil pressure has been established and the position information indicates that the oil circuit is connected to a specific clutch, it can be determined that the clutch is engaged or in the process of engaging, and the current power transmission path is the drive source connected to the clutch; when the position information indicates that the oil circuit is in the drain or intermediate non-working position, regardless of the pressure value, it can be determined that the clutch is disengaged and the power transmission is interrupted.

[0034] This application indirectly determines the pressure value supplied by the electronic pump to the clutch by acquiring the status information of the electronic pump and the transmission, and indirectly determines the oil circuit conduction status by acquiring the status information of the oil circuit solenoid valve, thereby comprehensively determining the clutch's working status and power transmission path. In this way, it eliminates the need for physical sensors, effectively reducing costs and saving space inside and around the transmission. Furthermore, since the acquisition of status information does not rely on faulty sensor signals, it can, to some extent, avoid erroneous power transmission status reporting caused by sensor failure, thereby improving the vehicle's functional safety level.

[0035] In some embodiments, determining the clutch state information based on pressure value and position information includes: querying first correspondence data based on pressure value and position information to obtain the clutch state information; wherein, the first correspondence data includes the correspondence between pressure value-position information and clutch state information.

[0036] Specifically, a first correspondence data is pre-constructed to represent the mapping relationship between pressure value, position information, and clutch status. After obtaining the current pressure value and solenoid valve position information, the first correspondence data is retrieved and matched using these pressure value and position information as query conditions, thereby parsing out the corresponding clutch status information and achieving sensorless and accurate identification of the clutch's working state.

[0037] In some embodiments, the position information includes a first position, a second position, and a third position. The clutch includes a first clutch and a second clutch. The first clutch represents a clutch connecting the engine and the drive motor, and the second clutch represents a clutch connecting the drive motor and the transmission. The first correspondence data includes: when the solenoid valve is in the first position and the pressure value is greater than a first preset pressure threshold, the first clutch is engaged and the second clutch is disengaged; when the solenoid valve is in the first position and the pressure value is less than the first preset pressure threshold, or when the solenoid valve is in the second position, or when the solenoid valve is in the third position and the pressure value is less than the first preset pressure threshold, both the first clutch and the second clutch are disengaged; when the solenoid valve is in the third position and the pressure value is greater than the first preset pressure threshold, the first clutch is disengaged and the second clutch is engaged. The first preset pressure threshold can be calibrated according to actual conditions and is not specifically limited here.

[0038] Specifically, the position information of the solenoid valve includes a first position, a second position, and a third position, which correspond to the three valve positions of the three-position five-way valve. The first position corresponds to a control current of 0mA, at which time the valve core is on the far left, and the first clutch oil circuit is connected. The second position corresponds to a control current of 800mA, at which time the valve core is in the middle position, the oil circuit is in the oil draining state, and all oil ports are connected to the oil tank. The third position corresponds to a control current of 1500mA, at which time the valve core is on the far right, and the second clutch oil circuit is connected.

[0039] Reference Figure 2 Both the first and second clutches can be multi-plate clutches. The first clutch is controlled by the leftmost oil circuit of a three-position five-way valve. When the valve is in the first position, pressurized oil from the electronic pump enters the first clutch cylinder through this circuit, pushing the piston to press the friction plates together, thus engaging the first clutch and connecting the engine and the drive motor. The second clutch is controlled by the rightmost oil circuit of a three-position five-way valve. When the valve is in the third position, pressurized oil is introduced into the second clutch cylinder, engaging the second clutch and connecting the drive motor and the gearbox. Furthermore, both clutches are cooled by Lube 1 circuit, which provides cooling and balancing to dissipate heat generated under slipping conditions, ensuring the reliability of clutch operation.

[0040] For example, the first correspondence data is shown in Table 1: Table 1

[0041] Specifically, when the three-position five-way valve is in the first position, i.e., the control current is 0mA, the valve core opens the oil circuit of the first clutch. If the pressure is greater than the first preset pressure threshold, it indicates that the hydraulic oil enters the first clutch cylinder with sufficient pressure, overcoming the return spring force to press the friction plate, thus engaging the first clutch. If the pressure is less than the first preset pressure threshold, the oil pressure cannot overcome the spring force, and the first clutch disengages. The second clutch, however, remains open because the oil circuit is not open and no pressurized oil enters.

[0042] When the three-position five-way valve is in the second position, that is, the middle oil drain position with a control current of 800mA, all oil ports are connected to the oil tank. Regardless of whether the electronic pump builds up pressure, the hydraulic oil is directly drained back to the oil tank. Therefore, regardless of whether the electronic pump pressure is greater than or less than the first preset pressure threshold, the first clutch and the second clutch are both in the open state.

[0043] When the three-position five-way valve is in the third position, i.e., the control current is 1500mA, the valve core opens the oil circuit of the second clutch. If the pressure is greater than the first preset pressure threshold, it indicates that the hydraulic oil enters the second clutch cylinder with sufficient pressure to overcome the return spring force and press the friction plate, thus engaging the second clutch. If the pressure is less than the first preset pressure threshold, the oil pressure cannot overcome the spring force, and the second clutch disengages. The first clutch, however, remains open because the oil circuit is not open and no pressurized oil enters.

[0044] In some embodiments, determining the pressure value provided by the electronic pump to the clutch based on the state information of the electronic pump and the state information of the transmission includes: determining a first pressure value provided by the electronic pump to the clutch based on the state information of the electronic pump; determining a second pressure value provided by the electronic pump to the clutch based on the state information of the electronic pump and the state information of the transmission; and determining the average of the first pressure value and the second pressure value as the pressure value provided by the electronic pump to the clutch in response to the absolute value of the difference between the first pressure value and the second pressure value being less than a second preset pressure threshold. The second preset pressure threshold can be calibrated according to actual conditions and is not specifically limited here.

[0045] Specifically, if the pressure value is calculated solely based on the electronic pump status information or solely based on the electronic pump status information and the gearbox status information, any deviation in the electronic pump control parameters or inaccuracy in the model will directly lead to incorrect pressure estimation, which in turn will cause misjudgment of the clutch status.

[0046] Therefore, the first pressure value provided by the electronic pump to the clutch can be determined based on the electronic pump's status information. For example, the first pressure value can be determined by querying a preset relationship table between the electronic pump's status information (e.g., duty cycle) and the first pressure value, where the first pressure value directly reflects the output pressure calculated from the electronic pump's own operating parameters. Simultaneously, based on the electronic pump's status information and the transmission's status information, a second pressure value provided by the electronic pump to the clutch can be determined. For example, the electronic pump's status information (e.g., current and speed) and the transmission's status information (e.g., oil temperature) can be input into a preset pressure calculation formula to output the second pressure value, where the second pressure value indirectly reflects the actual pressure level in the clutch oil circuit from the perspective of load end and system response. Finally, the pressure value provided by the electronic pump to the clutch is determined based on both the first and second pressure values. In this way, cross-validation based on pressure values ​​obtained from different paths can effectively avoid single-point failures and improve the accuracy of the pressure value provided by the electronic pump to the clutch.

[0047] Specifically, after determining the first pressure value and the first pressure value, the absolute value of the difference between the two is calculated, and the reliability of the currently obtained first pressure value and the first pressure value is determined based on this absolute value. For example, the absolute value is compared with a second preset pressure threshold, and the reliability of the first pressure value and the first pressure value is determined based on the comparison result. If the first pressure value and the first pressure value are determined to be reliable, the pressure value provided by the electronic pump to the clutch is calculated based on the first pressure value and the first pressure value; if the first pressure value and the first pressure value are determined to be unreliable, the electronic pump is controlled to shut off.

[0048] For example, if the absolute value of the difference between the first pressure value and the second pressure value is less than the second preset pressure threshold, it indicates that the first pressure value and the second pressure value are reliable, and the average value of the first pressure value and the second pressure value is determined as the pressure value provided by the electronic pump to the clutch; if the absolute value of the difference between the first pressure value and the second pressure value is greater than or equal to the second preset pressure threshold, it indicates that the first pressure value and the second pressure value are unreliable, and the electronic pump is controlled to shut down.

[0049] This application determines the pressure value provided by the electronic pump to the clutch through dual-path redundant calculation and cross-validation, effectively avoiding pressure estimation errors caused by the failure of a single information source. By averaging the two methods when the deviation is within a second preset pressure threshold, random errors in each path are eliminated, significantly improving the accuracy and robustness of pressure estimation. When the deviation exceeds the threshold, fault diagnosis is triggered to promptly identify anomalies. Thus, without adding a physical pressure sensor, highly reliable indirect acquisition of clutch pressure values ​​is achieved, balancing cost control and functional safety requirements.

[0050] In some embodiments, determining the first pressure value provided by the electronic pump to the clutch based on the electronic pump's state information includes: parsing the electronic pump's state information to obtain the electronic pump's duty cycle; querying a second correspondence based on the duty cycle to obtain the first pressure value; wherein the second correspondence is used to characterize the correspondence between the duty cycle and the first pressure value.

[0051] Specifically, the obtained electronic pump status information is first analyzed to extract the electronic pump's duty cycle parameter. Then, using this duty cycle as a query condition, a pre-established second correspondence is searched and matched. This second correspondence records the mapping relationship between different duty cycles and corresponding output pressure values, thereby directly querying the first pressure value.

[0052] In some embodiments, determining the second pressure value provided by the electronic pump to the clutch based on the status information of the electronic pump and the status information of the transmission includes: parsing the status information of the electronic pump to obtain the motor current and speed of the electronic pump; parsing the status information of the transmission to obtain the oil temperature of the transmission; determining the oil filling flow rate of the electronic pump based on the speed and oil temperature of the electronic pump; determining the oil drain flow rate of the electronic pump based on the motor current and oil temperature of the electronic pump; calculating the oil filling volume of the clutch based on the oil filling flow rate and the oil drain flow rate of the electronic pump; and determining the second pressure value provided by the electronic pump to the clutch based on the oil filling volume of the clutch.

[0053] Specifically, the total volume of the clutch chamber is fixed, and the clutch engagement process is divided into two stages, before and after the KP point (contact point). Before the KP point, the hydraulic oil only fills the outer cavity of the clutch during its free stroke; the piston has not yet pressed the friction plates tightly, and the pressure is extremely low and changes gradually. Once the oil volume reaches the critical point of the outer cavity volume (i.e., the KP point), the piston begins to press the friction plates tightly. Every subsequent slight increase in oil volume is converted into a pressing force on the friction plates, causing the pressure to rise. Therefore, the size of the oil volume directly determines the piston position and the degree of pressing, which in turn corresponds to the second pressure value. Therefore, by calculating the oil volume of the clutch, the second pressure value currently provided by the electronic pump to the clutch can be calculated in reverse.

[0054] For example, firstly, the status information of the electric pump and the transmission are analyzed to extract the electric pump's motor current and speed, as well as the transmission fluid temperature. Then, the electric pump's oil filling flow rate is determined based on the electric pump's speed and fluid temperature. For instance, the electric pump's speed and fluid temperature can be input into a preset oil filling flow rate calculation formula to calculate the electric pump's oil filling flow rate; alternatively, the electric pump's oil filling flow rate can be determined by looking up a preset relationship mapping table between speed, fluid temperature, and oil filling flow rate, where the preset relationship mapping table includes multiple speed-fluid temperature values ​​and the corresponding oil filling flow rate for each speed-fluid temperature value. Next, based on the electric pump's motor current and oil temperature, the discharge flow rate of the electric pump is determined. For example, the motor current and oil temperature can be input into a preset discharge flow rate calculation formula to calculate the discharge flow rate. Alternatively, the discharge flow rate can be determined by looking up a preset mapping table between motor current, oil temperature, and discharge flow rate. This mapping table includes multiple motor current-oil temperature values ​​and the corresponding discharge flow rate for each motor current-oil temperature value. Then, based on the electric pump's filling and discharge flow rates, the clutch's filling volume is calculated. For example, the current filling flow rate is subtracted from the discharge flow rate to obtain the net filling flow rate at that instant. This net filling flow rate is then multiplied by the control cycle duration to calculate the clutch's filling volume for this cycle. Finally, based on the clutch's filling volume, the second pressure value provided by the electric pump to the clutch is determined. For example, the clutch filling volume can be input into a preset second pressure value calculation formula to calculate the second pressure value; or, the second pressure value can be determined by querying a preset relationship mapping table between the filling volume and the second pressure value, wherein the preset relationship mapping table includes multiple filling volumes and the second pressure value corresponding to each filling volume.

[0055] In some embodiments, determining a second pressure value provided by the electronic pump to the clutch based on the state information of the electronic pump and the state information of the transmission includes: parsing the state information of the electronic pump to obtain the motor current and speed of the electronic pump; parsing the state information of the transmission to obtain the transmission fluid temperature; calculating a reference output pressure value of the electronic pump based on the motor current and speed; determining a temperature compensation coefficient corresponding to the fluid temperature; and calculating the second pressure value based on the reference output pressure value and the temperature compensation coefficient.

[0056] Specifically, the process begins by analyzing the status information of the electronic pump and the transmission, extracting the electric pump's motor current and speed, as well as the transmission fluid temperature. Next, based on the motor current and speed, a reference output pressure value is determined by consulting a pre-defined mapping table between motor current / speed and a reference output pressure value. This pre-defined mapping table includes multiple motor current-speed values ​​and their corresponding reference output pressure values. It should be noted that this reference value is a theoretical pressure value calculated based on the motor load characteristics under standard temperature conditions. Then, based on the transmission fluid temperature, a temperature compensation coefficient is determined by consulting a pre-defined temperature-compensation coefficient table or compensation function. This compensation coefficient corrects for pressure response deviations caused by changes in fluid viscosity. Finally, the reference output pressure value is multiplied or superimposed with the temperature compensation coefficient to obtain a temperature-corrected second pressure value. This second pressure value fully considers the actual operating conditions of the vehicle and environmental conditions, more accurately reflecting the effective pressure level transmitted from the electronic pump outlet through the oil circuit to the clutch cylinder.

[0057] In some embodiments, determining the position information of a solenoid valve based on its state information includes: parsing the solenoid valve's state information to obtain a first control current value and a second control current value corresponding to the solenoid valve, wherein the first control current value corresponding to the solenoid valve is acquired through a first current acquisition circuit, and the second control current value corresponding to the solenoid valve is acquired through a second current acquisition circuit; in response to the absolute value of the difference between the first control current value and the second control current value being less than a preset current threshold, determining the position information of the solenoid valve based on a preset current range in which the first control current value or the second control current value is located. The preset current threshold can be calibrated according to actual conditions and is not specifically limited here.

[0058] Specifically, the system first extracts status information characterizing the current operating state of the solenoid valve from the control signal output from the vehicle controller or transmission control unit to the solenoid valve. This status information is specifically represented by the first and second control current values ​​of the solenoid valve's drive circuit. The first and second control current values ​​can be acquired through a first current acquisition circuit and a second current acquisition circuit, respectively. It should be noted that if only a single-channel acquisition circuit is used, a failure in that circuit, such as resistor drift, amplifier failure, or abnormal analog-to-digital conversion, will directly lead to incorrect current readings, resulting in misjudgments of the solenoid valve's position information, affecting the accuracy of clutch status identification, and even causing serious misjudgments of the power transmission path.

[0059] Next, the two acquisition results are cross-validated. The absolute value of the difference between the first and second control current values ​​is calculated and compared with a preset current threshold. When the absolute value is less than the preset current threshold, it indicates that the results obtained by the two independent acquisition circuits are highly consistent, the current signal is reliable, and the acquisition circuit is normal. Subsequent valve position determination can be based on this current value. Conversely, if the absolute value exceeds the threshold, it indicates that at least one acquisition circuit has malfunctioned. This can trigger a diagnostic alarm and enter a safe state, such as controlling the electronic pump to shut down, to avoid making incorrect valve position determinations based on erroneous current values ​​to some extent.

[0060] After cross-validation, the position information of the solenoid valve is determined based on the preset current range in which the first or second control current value falls. The correspondence between the preset current range and each valve position of the solenoid valve has been pre-defined. For example: if the control current falls in the first range (e.g., around 0mA), it corresponds to the first position, which activates the first clutch oil circuit; if the control current falls in the second range (e.g., around 800mA), it corresponds to the second position, i.e., the intermediate drain position, with all oil ports connected to the oil tank; if the control current falls in the third range (e.g., around 1500mA), it corresponds to the third position, which activates the second clutch oil circuit. By determining the current range in which the current value falls, the current valve position of the solenoid valve can be accurately and reliably determined.

[0061] This application acquires a first control current value and a second control current value through two independent current acquisition circuits, and performs cross-verification. The solenoid valve position information is determined only when the deviation between the two values ​​is less than a preset current threshold, based on the preset range of the current value. This effectively identifies single-point faults in the current sampling circuit, to a certain extent avoiding misjudgments of the solenoid valve position information due to sampling errors, and thus preventing misjudgments of the power transmission path caused by incorrect clutch status identification. Without adding additional sensors, it significantly improves the reliability and functional safety level of solenoid valve position information acquisition.

[0062] As a concrete example, refer to Figure 3 The clutch status monitoring method in this application embodiment further includes the following steps: S201, Begin.

[0063] S202, in response to the clutch status query command.

[0064] S203 obtains the duty cycle of the electric pump, the motor current and speed, and the oil temperature of the transmission.

[0065] S204, obtain the first control current value and the second control current value corresponding to the solenoid valve.

[0066] S205 determines the first pressure value that the electric pump provides to the clutch based on the duty cycle.

[0067] Using the duty cycle as the query condition, the pre-established second correspondence is searched and matched. The second correspondence records the mapping relationship between different duty cycles and the corresponding output pressure values, so that the first pressure value can be directly obtained by querying.

[0068] S206 determines the second pressure value provided by the electronic pump to the clutch based on the motor current, speed, and oil temperature of the electronic pump.

[0069] The oil filling flow rate of the electric pump is determined based on the pump's rotational speed and oil temperature. For example, the pump's rotational speed and oil temperature can be input into a preset oil filling flow rate calculation formula to calculate the flow rate. Alternatively, the flow rate can be determined by consulting a preset mapping table of rotational speed, oil temperature, and oil filling flow rate, where the mapping table includes multiple rotational speed-oil temperature values ​​and the corresponding oil filling flow rate for each value. Then, the oil drain flow rate of the electric pump is determined based on the pump's motor current and oil temperature. Again, the pump's oil drain flow rate can be calculated by inputting these values ​​into a preset oil drain flow rate calculation formula. Alternatively, the oil drain flow rate can be determined by consulting a preset mapping table of motor current, oil temperature, and oil drain flow rate, where the mapping table includes multiple motor current-oil temperature values ​​and the corresponding oil drain flow rate for each value. Finally, the oil filling volume of the clutch is calculated based on the electric pump's oil filling and drain flow rates. For example, first, subtract the drain flow rate from the current oil filling flow rate of the electronic pump to obtain the net oil filling flow rate at that instant; then, multiply this net oil filling flow rate by the duration of the control cycle to calculate the oil filling volume of the clutch in this cycle. Finally, determine the second pressure value provided by the electronic pump to the clutch based on the clutch's oil filling volume. For example, the clutch's oil filling volume can be input into a preset second pressure value calculation formula to calculate the second pressure value; alternatively, the second pressure value can be determined by querying a preset relationship mapping table between oil filling volume and second pressure value, where the preset relationship mapping table includes multiple oil filling volumes and the second pressure value corresponding to each oil filling volume.

[0070] S207, determine whether the absolute value of the difference between the first pressure value and the second pressure value is less than the second preset pressure threshold. If yes, proceed to S209; otherwise, proceed to S208.

[0071] Specifically, if the pressure value is calculated solely based on the electronic pump status information or solely based on the electronic pump status information and the gearbox status information, any deviation in the electronic pump control parameters or inaccuracy in the model will directly lead to incorrect pressure estimation, which in turn will cause misjudgment of the clutch status.

[0072] Therefore, the first pressure value provided by the electronic pump to the clutch can be determined based on the electronic pump's status information. For example, the first pressure value can be determined by querying a preset relationship table between the electronic pump's status information (e.g., duty cycle) and the first pressure value, where the first pressure value directly reflects the output pressure calculated from the electronic pump's own operating parameters. Simultaneously, based on the electronic pump's status information and the transmission's status information, a second pressure value provided by the electronic pump to the clutch can be determined. For example, the electronic pump's status information (e.g., current and speed) and the transmission's status information (e.g., oil temperature) can be input into a preset pressure calculation formula to output the second pressure value, where the second pressure value indirectly reflects the actual pressure level in the clutch oil circuit from the perspective of load end and system response. Finally, the pressure value provided by the electronic pump to the clutch is determined based on both the first and second pressure values. In this way, cross-validation based on pressure values ​​obtained from different paths can effectively avoid single-point failures and improve the accuracy of the pressure value provided by the electronic pump to the clutch.

[0073] Specifically, after determining the first pressure value and the first pressure value, the absolute value of the difference between the two is calculated, and the reliability of the currently obtained first pressure value and the first pressure value is determined based on this absolute value. For example, the absolute value is compared with a second preset pressure threshold, and the reliability of the first pressure value and the first pressure value is determined based on the comparison result. If the first pressure value and the first pressure value are determined to be reliable, the pressure value provided by the electronic pump to the clutch is calculated based on the first pressure value and the first pressure value; if the first pressure value and the first pressure value are determined to be unreliable, the electronic pump is controlled to shut off.

[0074] For example, if the absolute value of the difference between the first pressure value and the second pressure value is less than the second preset pressure threshold, it indicates that the first pressure value and the second pressure value are reliable, and the average value of the first pressure value and the second pressure value is determined as the pressure value provided by the electronic pump to the clutch; if the absolute value of the difference between the first pressure value and the second pressure value is greater than or equal to the second preset pressure threshold, it indicates that the first pressure value and the second pressure value are unreliable, and the electronic pump is controlled to shut down.

[0075] S208 reports that the current pressure value is unreliable and simultaneously executes the shutdown safety state.

[0076] S209, the pressure value provided by the electronic pump to the clutch is determined based on the average of the first pressure value and the second pressure value.

[0077] S210: Determine whether the absolute value of the first control current value and the second control current value is less than a preset current threshold. If yes, execute S211; otherwise, execute S212.

[0078] First, the status information characterizing the current operating state of the solenoid valve is extracted from the control signal output from the vehicle controller or transmission control unit to the solenoid valve. This status information is specifically represented by the first control current value and the second control current value of the solenoid valve's drive circuit. The first and second control current values ​​can be acquired by a first current acquisition circuit and a second current acquisition circuit, respectively. It should be noted that if only a single-channel acquisition is used, a failure in this acquisition circuit, such as resistor drift, amplifier failure, or abnormal analog-to-digital conversion, will directly lead to incorrect current readings, resulting in misjudgment of the solenoid valve's position information, affecting the accuracy of clutch status identification, and even causing serious misjudgment of the power transmission path.

[0079] Next, the two acquisition results are cross-validated. The absolute value of the difference between the first and second control current values ​​is calculated and compared with a preset current threshold. When the absolute value is less than the preset current threshold, it indicates that the results obtained by the two independent acquisition circuits are highly consistent, the current signal is reliable, and the acquisition circuit is normal. Subsequent valve position determination can be based on this current value. Conversely, if the absolute value exceeds the threshold, it indicates that at least one acquisition circuit has malfunctioned. This can trigger a diagnostic alarm and enter a safe state, such as controlling the electronic pump to shut down, to avoid making incorrect valve position determinations based on erroneous current values ​​to some extent.

[0080] S211, determine the position information of the solenoid valve based on the preset current range in which the first control current value or the second control current value is located.

[0081] The position information of the solenoid valve is determined based on the preset current range in which the first or second control current value falls. The correspondence between the preset current range and each valve position of the solenoid valve has been pre-defined. For example: if the control current falls within the first range (e.g., around 0mA), it corresponds to the first position, which activates the first clutch oil circuit; if the control current falls within the second range (e.g., around 800mA), it corresponds to the second position, which is the intermediate drain position, with all oil ports connected to the oil tank; if the control current falls within the third range (e.g., around 1500mA), it corresponds to the third position, which activates the second clutch oil circuit. By determining the current range in which the current value falls, the current valve position of the solenoid valve can be accurately and reliably determined.

[0082] S212, report the current solenoid valve position loss, and simultaneously execute the shutdown safety state.

[0083] S213 determines the clutch status information based on pressure value and position information.

[0084] Specifically, a first correspondence data is pre-constructed to represent the mapping relationship between pressure value, position information, and clutch status. After obtaining the current pressure value and solenoid valve position information, the first correspondence data is retrieved and matched using these pressure value and position information as query conditions, thereby parsing out the corresponding clutch status information and achieving sensorless and accurate identification of the clutch's working state.

[0085] The first correspondence data includes: when the solenoid valve is in the first position and the pressure value is greater than the first preset pressure threshold, the first clutch is engaged and the second clutch is disengaged; when the solenoid valve is in the first position and the pressure value is less than the first preset pressure threshold, or when the solenoid valve is in the second position, or when the solenoid valve is in the third position and the pressure value is less than the first preset pressure threshold, both the first clutch and the second clutch are disengaged; when the solenoid valve is in the third position and the pressure value is greater than the first preset pressure threshold, it is determined that the first clutch is disengaged and the second clutch is engaged.

[0086] S214, End.

[0087] In summary, this application determines the pressure value provided by the electronic pump to the clutch by acquiring the status information of the electronic pump and the transmission, using a dual-path redundant calculation and cross-validation method, and obtains the solenoid valve position information through redundant acquisition and cross-validation mechanism, thereby comprehensively determining the clutch operating status and power transmission path. This eliminates the need for a clutch pressure sensor and gear position sensor, effectively reducing hardware costs, saving space inside and around the transmission, and significantly improving the vehicle's functional safety level.

[0088] Corresponding to the above embodiments, this application also proposes a clutch status monitoring device.

[0089] Reference Figure 4 The clutch status monitoring device 300 includes: an acquisition module 310, a first determination module 320, a second determination module 330, and a third determination module 340.

[0090] The acquisition module 310 is used to acquire the status information of the electronic pump, the transmission, and the solenoid valve in response to a clutch status query command. The solenoid valve is located in the oil circuit between the electronic pump and the clutch. The first determination module 320 is used to determine the pressure value provided by the electronic pump to the clutch based on the status information of the electronic pump and the transmission. The second determination module 330 is used to determine the position information of the solenoid valve based on its status information. The third determination module 340 is used to determine the clutch status information based on the pressure value and position information.

[0091] According to one embodiment of this application, the third determining module 340 is specifically used to query the first correspondence data based on the pressure value and position information to obtain the clutch status information; wherein, the first correspondence data includes the correspondence between the pressure value-position information and the clutch status information.

[0092] According to one embodiment of this application, the position information includes a first position, a second position, and a third position. The clutch includes a first clutch and a second clutch. The first clutch represents a clutch connecting the engine and the drive motor, and the second clutch represents a clutch connecting the drive motor and the gearbox. The first correspondence data includes: when the solenoid valve is in the first position and the pressure value is greater than a first preset pressure threshold, the first clutch is in an engaged state and the second clutch is in an open state; when the solenoid valve is in the first position and the pressure value is less than the first preset pressure threshold, or when the solenoid valve is in the second position, or when the solenoid valve is in the third position and the pressure value is less than the first preset pressure threshold, both the first clutch and the second clutch are in an open state; when the solenoid valve is in the third position and the pressure value is greater than the first preset pressure threshold, it is determined that the first clutch is in an open state and the second clutch is in an engaged state.

[0093] According to one embodiment of this application, the first determining module 320 is specifically configured to: determine a first pressure value provided by the electronic pump to the clutch based on the state information of the electronic pump; determine a second pressure value provided by the electronic pump to the clutch based on the state information of the electronic pump and the state information of the gearbox; and determine the average value of the first pressure value and the second pressure value as the pressure value provided by the electronic pump to the clutch in response to the absolute value of the difference between the first pressure value and the second pressure value being less than a second preset pressure threshold.

[0094] According to one embodiment of this application, the first determining module 320 is specifically used to parse the state information of the electronic pump to obtain the duty cycle of the electronic pump; and to query the second correspondence based on the duty cycle to obtain the first pressure value; wherein the second correspondence is used to characterize the correspondence between the duty cycle and the first pressure value.

[0095] According to one embodiment of this application, the first determining module 320 is specifically used to: parse the state information of the electronic pump to obtain the motor current and speed of the electronic pump; parse the state information of the gearbox to obtain the oil temperature of the gearbox; determine the oil filling flow rate of the electronic pump based on the speed and oil temperature of the electronic pump; determine the oil drain flow rate of the electronic pump based on the motor current and oil temperature of the electronic pump; calculate the oil filling volume of the clutch based on the oil filling flow rate and the oil drain flow rate of the electronic pump; and determine the second pressure value provided by the electronic pump to the clutch based on the oil filling volume of the clutch.

[0096] According to one embodiment of this application, the second determining module 330 is specifically used to parse the state information of the solenoid valve to obtain a first control current value and a second control current value corresponding to the solenoid valve. The first control current value corresponding to the solenoid valve is acquired through a first current acquisition circuit, and the second control current value corresponding to the solenoid valve is acquired through a second current acquisition circuit. In response to the absolute value of the difference between the first control current value and the second control current value being less than a preset current threshold, the position information of the solenoid valve is determined based on the preset current range in which the first control current value or the second control current value is located.

[0097] It should be noted that the above explanation of the embodiments and beneficial effects of the clutch status monitoring method also applies to the clutch status monitoring device of this application. To avoid redundancy, it will not be elaborated in detail here.

[0098] Corresponding to the above embodiments, this application also proposes a computer-readable storage medium.

[0099] The computer-readable storage medium of this application stores a clutch status monitoring program thereon, which, when executed by a processor, implements the aforementioned clutch status monitoring method.

[0100] It should be noted that the above explanation of the embodiments and beneficial effects of the clutch status monitoring method also applies to the computer-readable storage medium of the embodiments of this application. To avoid redundancy, it will not be elaborated in detail here.

[0101] Corresponding to the above embodiments, this application also proposes a vehicle.

[0102] See Figure 5 As shown, the vehicle 400 of this application includes a memory 410, a processor 420, and a clutch status monitoring program stored in the memory 410 and executable on the processor 420. When the processor executes the clutch status monitoring program, it implements the aforementioned clutch status monitoring method.

[0103] It should be noted that the above explanation of the embodiments and beneficial effects of the clutch status monitoring method also applies to the vehicles in the embodiments of this application, and will not be elaborated in detail here to avoid redundancy.

[0104] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0105] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0106] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for monitoring the state of a clutch, characterized in that, include: In response to a clutch status query command, the status information of the electronic pump, the status information of the transmission, and the status information of the solenoid valve are obtained, wherein the solenoid valve is disposed in the oil circuit between the electronic pump and the clutch; Based on the status information of the electronic pump and the status information of the gearbox, the pressure value provided by the electronic pump to the clutch is determined; The position information of the solenoid valve is determined based on its state information. The state information of the clutch is determined based on the pressure value and the position information.

2. The clutch status monitoring method according to claim 1, characterized in that, Determining the clutch status information based on the pressure value and the position information includes: Based on the pressure value and the position information, the first correspondence data is queried to obtain the state information of the clutch; The first correspondence data includes the correspondence between pressure value-position information and clutch status information.

3. The clutch status monitoring method according to claim 2, characterized in that, The location information includes a first position, a second position, and a third position. The clutch includes a first clutch and a second clutch. The first clutch represents the clutch connecting the engine and the drive motor, and the second clutch represents the clutch connecting the drive motor and the gearbox. The first correspondence data includes: When the solenoid valve is in the first position and the pressure value is greater than the first preset pressure threshold, the first clutch is engaged and the second clutch is disengaged. When the solenoid valve is in the first position and the pressure value is less than the first preset pressure threshold, or when the solenoid valve is in the second position, or when the solenoid valve is in the third position and the pressure value is less than the first preset pressure threshold, both the first clutch and the second clutch are in the open state. When the solenoid valve is in the third position and the pressure value is greater than the first preset pressure threshold, it is determined that the first clutch is in the open state and the second clutch is in the engaged state.

4. The clutch status monitoring method according to claim 1, characterized in that, The step of determining the pressure value provided by the electronic pump to the clutch based on the status information of the electronic pump and the status information of the transmission includes: Based on the status information of the electronic pump, a first pressure value is determined for the electronic pump to provide to the clutch; Based on the status information of the electronic pump and the status information of the transmission, a second pressure value is determined for the electronic pump to provide to the clutch; In response to the absolute value of the difference between the first pressure value and the second pressure value being less than a second preset pressure threshold, the average value of the first pressure value and the second pressure value is determined as the pressure value provided by the electronic pump to the clutch.

5. The clutch status monitoring method according to claim 4, characterized in that, Determining the first pressure value provided by the electronic pump to the clutch based on the status information of the electronic pump includes: The state information of the electronic pump is analyzed to obtain the duty cycle of the electronic pump; Based on the duty cycle, the second correspondence is queried to obtain the first pressure value; The second correspondence is used to characterize the correspondence between the duty cycle and the first pressure value.

6. The clutch status monitoring method according to claim 4, characterized in that, The step of determining the second pressure value provided by the electronic pump to the clutch based on the status information of the electronic pump and the status information of the transmission includes: The status information of the electronic pump is analyzed to obtain the motor current and speed of the electronic pump; The status information of the transmission is analyzed to obtain the transmission fluid temperature; The oil filling flow rate of the electronic pump is determined based on the rotational speed of the electronic pump and the oil temperature. The oil discharge flow rate of the electronic pump is determined based on the motor current of the electronic pump and the oil temperature. Based on the oil filling flow rate and the oil drain flow rate of the electronic pump, the oil filling volume of the clutch is calculated. The second pressure value provided by the electronic pump to the clutch is determined based on the oil volume of the clutch.

7. The clutch status monitoring method according to claim 1, characterized in that, Determining the position information of the solenoid valve based on its state information includes: The state information of the solenoid valve is analyzed to obtain the first control current value and the second control current value corresponding to the solenoid valve. The first control current value corresponding to the solenoid valve is acquired by a first current acquisition circuit, and the second control current value corresponding to the solenoid valve is acquired by a second current acquisition circuit. In response to the absolute value of the difference between the first control current value and the second control current value being less than a preset current threshold, the position information of the solenoid valve is determined based on the preset current range in which the first control current value or the second control current value is located.

8. A clutch status monitoring device, characterized in that, include: The acquisition module is used to acquire the status information of the electronic pump, the status information of the transmission, and the status information of the solenoid valve in response to the clutch status query command, wherein the solenoid valve is disposed in the oil circuit between the electronic pump and the clutch; The first determining module is used to determine the pressure value provided by the electronic pump to the clutch based on the status information of the electronic pump and the status information of the gearbox; The second determining module is used to determine the position information of the solenoid valve based on the state information of the solenoid valve. The third determining module is used to determine the state information of the clutch based on the pressure value and the position information.

9. A computer-readable storage medium, characterized in that, It stores a clutch status monitoring program, which, when executed by the processor, implements the clutch status monitoring method according to any one of claims 1-7.

10. A vehicle, characterized in that, The system includes a memory, a processor, and a clutch status monitoring program stored in the memory and capable of running on the processor. When the processor executes the clutch status monitoring program, it implements the clutch status monitoring method according to any one of claims 1-7.

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