A clutch stick detection method for a vehicle and related apparatus

Abstract

The application discloses a clutch sticking detection method and related equipment of a vehicle, and relates to the technical field of clutch control. The method comprises the following steps: acquiring actual operation data of a target vehicle under a target working condition; processing the actual operation data to obtain actual parameter values of various performance parameters representing the working state of a clutch; determining standard parameter values of the various performance parameters based on current vehicle condition data of the target vehicle, wherein the current vehicle condition data comprises a driving mileage and a service life; calculating deviation rates between the actual parameter values of the various performance parameters and the corresponding standard parameter values; and determining a sticking detection result of the clutch according to the deviation rates of the various performance parameters. By introducing parameters matched with the wear state of the vehicle, the application avoids misjudging the change of the performance parameters caused by the normal use and aging of the vehicle as a clutch sticking fault, and improves the accuracy of clutch sticking detection.

Description

Technical Field

[0001] This application relates to the field of clutch control technology, and in particular to a method and related equipment for detecting clutch jamming in a vehicle. Background Technology

[0002] In hybrid vehicles, the clutch, as a key component for switching between direct drive and off-drive modes, is responsible for both power transmission and disengagement. The proper engagement and disengagement of the clutch directly affect the smoothness of power switching, driving safety, and the lifespan of the powertrain. In actual use, the clutch is prone to jamming due to hydraulic oil contamination, friction plate adhesion, actuator sticking, or abnormal electronic control signals, resulting in the inability to properly engage or disengage. Failure to detect this in time can lead to jerky power switching, increased fuel consumption, accelerated transmission wear, and in severe cases, power interruption, creating a driving safety hazard.

[0003] Currently, most methods for detecting clutch sticking rely on diagnostic alarms after a fault occurs, such as reading fault codes through the vehicle's diagnostic interface, lacking real-time detection capabilities. Some existing methods judge the clutch status based on a single signal, resulting in low accuracy and difficulty in identifying early sticking trends. More importantly, existing detection methods generally use fixed standard parameter values ​​as comparison benchmarks when setting judgment criteria. Using unchanging benchmarks for judgment can easily misjudge performance changes caused by normal aging as sticking faults, leading to insufficient accuracy in the detection results. Therefore, there is an urgent need for a new method for detecting clutch sticking in vehicles to solve the aforementioned technical problems. Summary of the Invention

[0004] The summary section introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. This summary section is not intended to limit the key and essential technical features of the claimed technical solutions, nor is it intended to determine the scope of protection of the claimed technical solutions.

[0005] Firstly, a method for detecting clutch sticking in a vehicle includes: Acquire the actual operating data of the target vehicle under the target operating conditions; The actual operating data is processed to obtain the actual parameter values ​​of each performance parameter characterizing the working state of the clutch; Based on the current vehicle condition data of the target vehicle, standard parameter values ​​for each performance parameter are determined, wherein the current vehicle condition data includes mileage and years of use; Calculate the deviation rate between the actual parameter values ​​and the corresponding standard parameter values ​​for each performance parameter; The clutch jamming test results are determined based on the deviation rates of each performance parameter.

[0006] In some implementations, acquiring actual operating data of the target vehicle under target operating conditions includes: Based on the current driving mode of the target vehicle, determine the target operating conditions for clutch detection; When the current operating state of the target vehicle meets the target operating conditions, the actual operating data is extracted from the target vehicle's controller area network bus and sensor system.

[0007] In some implementations, determining the standard parameter values ​​for each performance parameter based on the current vehicle condition data of the target vehicle includes: The initial degree of aging is obtained by summing the ratio of the mileage to the preset baseline mileage with the ratio of the years of use to the preset baseline years. When the initial aging degree is less than or equal to a preset aging threshold, the initial aging degree is determined as the aging degree coefficient; or, when the initial aging degree is greater than the preset aging threshold, the preset aging threshold is determined as the aging degree coefficient. Based on the aging coefficient, the basic standard values ​​of each performance parameter are corrected to obtain the standard parameter values ​​of each performance parameter. The basic standard values ​​are the design standard values ​​of the clutch in its brand-new state.

[0008] In some implementations, calculating the deviation rate between the actual parameter values ​​and the corresponding standard parameter values ​​for each performance parameter includes: When the performance parameter is an upper limit type parameter, calculate the difference between the actual parameter value and the standard parameter value, divide the difference by the standard parameter value to obtain a first ratio, and then take the larger value of the first ratio and zero as the deviation rate of the performance parameter. When the performance parameter is a lower limit parameter, the difference between the standard parameter value and the actual parameter value is calculated, and the difference is divided by the standard parameter value to obtain a second ratio. The larger value of the second ratio and zero is then used as the deviation rate of the performance parameter. The upper limit parameter is a parameter whose smaller value indicates better performance, and the lower limit parameter is a parameter whose larger value indicates better performance.

[0009] In some implementations, the clutch sticking detection result includes the overall degree of clutch sticking, and determining the clutch sticking detection result based on the deviation rate of each performance parameter includes: Within each parameter dimension, the maximum value among the deviation rates of all performance parameters under that parameter dimension is selected as the dimension deviation rate of that parameter dimension. The parameter dimensions include response-type parameter dimensions, displacement-type parameter dimensions, pressure-type parameter dimensions, and synchronization-type parameter dimensions. Assign a preset weight to each parameter dimension, and multiply the dimension deviation rate of each parameter dimension by the corresponding preset weight to obtain the weighted deviation rate of each parameter dimension. The overall degree of jamming of the clutch is obtained by summing the weighted deviation rates of each parameter dimension.

[0010] In some embodiments, the clutch sticking detection result includes the degree of local sticking of the clutch sub-component, and determining the clutch sticking detection result based on the deviation rate of each performance parameter includes: Determine the correspondence between multiple clutch sub-components and the parameter dimensions; For each clutch sub-component, the target parameter dimension associated with the clutch sub-component is determined based on the correspondence. Obtain the deviation rate of each performance parameter under the target parameter dimension; The maximum value of the deviation rate is determined as the degree of local jamming of the clutch sub-component.

[0011] In some implementations, it also includes: Based on the overall level of stagnation and a preset overall threshold, generate stagnation warning information; and / or, Based on the degree of local jamming of any clutch sub-component and a preset local threshold, maintenance prompts for the sub-component are generated.

[0012] Secondly, this application proposes a clutch sticking detection device for a vehicle, comprising: The data acquisition unit is used to acquire the actual operating data of the target vehicle under the target operating conditions. The parameter processing unit is used to process the actual operating data to obtain the actual parameter values ​​of each performance parameter that characterizes the working state of the clutch. The standard determination unit is used to determine the standard parameter values ​​of each performance parameter based on the current vehicle condition data of the target vehicle, wherein the current vehicle condition data includes mileage and years of use; The deviation calculation unit is used to calculate the deviation rate between the actual parameter value and the corresponding standard parameter value of each performance parameter. The jamming detection unit is used to determine the jamming detection result of the clutch based on the deviation rate of each performance parameter.

[0013] Thirdly, an electronic device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program stored in the memory to implement the steps of the clutch sticking detection method for a vehicle according to any one of the first aspects.

[0014] Fourthly, this application also proposes a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the clutch sticking detection method for a vehicle according to any one of the first aspects.

[0015] In summary, the clutch sticking detection method for vehicles provided in this application ensures that all detection data originates from specific operational phases where the clutch actually engages in power transmission or disengagement by acquiring actual operating data of the target vehicle under target working conditions. This avoids interference from invalid data collected under non-target working conditions. The actual operating data is processed to obtain actual parameter values ​​for various performance parameters characterizing the clutch's working state. The original sensor signals and bus signals are transformed into quantifiable indicators that directly reflect various aspects of the clutch's working state, such as response speed, displacement accuracy, pressure build-up capability, and synchronization smoothness. This ensures that the assessment of clutch sticking degree does not rely on a single threshold judgment or empirical rules. Standard parameter values ​​for each performance parameter are determined based on the target vehicle's current vehicle condition data, which includes mileage and years of use. A benchmark matching the vehicle's own wear condition is introduced, allowing the standard parameter values ​​to adjust according to the vehicle's actual aging degree. This avoids misjudging performance parameter changes caused by normal vehicle aging as sticking faults and improves the matching degree between the detection results and the vehicle's true physical state. The deviation rate between the actual parameter values ​​and the corresponding standard parameter values ​​of each performance parameter is calculated. The deviation of the actual parameter values ​​relative to the standard parameter values ​​is quantified as a deviation rate, allowing for horizontal comparison and comprehensive evaluation of different categories of performance parameters such as response, displacement, pressure, and synchronization parameters. The clutch sticking detection result is determined based on the deviation rate of each performance parameter. By judging the deviation rates across multiple dimensions, the final output detection result reflects whether clutch sticking exists and its severity, achieving accurate detection of clutch sticking. Attached Figure Description

[0016] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit this specification. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic flowchart of a vehicle clutch jamming detection method provided in an embodiment of this application; Figure 2 A schematic diagram of a clutch jamming detection device for a vehicle provided in an embodiment of this application; Figure 3 This is a schematic diagram of an electronic device for detecting clutch sticking in a vehicle, provided as an embodiment of this application. Detailed Implementation

[0017] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this application 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 described herein can be implemented in orders other than those illustrated or described herein. Furthermore, "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that includes 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. The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them.

[0018] This application relates to the field of detection technology for clutch sticking faults in hybrid vehicles. In plug-in hybrid electric vehicles, the direct drive system is one of the core architectures of the hybrid system. As a key actuator for switching direct drive modes, the clutch is responsible for transmitting and disconnecting power between different driving modes such as pure electric drive, hybrid drive, and engine direct drive. The normal engagement and disengagement of the clutch directly affects the smoothness of vehicle power switching, driving safety, and the service life of the powertrain. During use, the clutch operates under high pressure, high temperature, and frequent operation for extended periods, making it prone to sticking faults due to hydraulic oil contamination, friction plate surface material adhesion, mechanical jamming of the actuator, or abnormal transmission of electronic control signals.

[0019] If clutch sticking is not detected and warned of in time, it can lead to minor issues such as jerking during mode switching, abnormally high fuel consumption, and accelerated wear of internal transmission friction pairs. More serious issues can result in sudden power interruption or unexpected vehicle jerking, threatening driving safety. Most existing clutch fault detection methods rely on passive diagnosis after a fault occurs, such as reading stored fault codes through onboard diagnostic systems. This method only detects problems after the fault has become severe enough to trigger a system alarm, lacking early real-time detection capabilities for sticking trends. Other detection methods rely solely on single-type sensor signals to judge the clutch status. Due to the limited information dimension, these methods are easily affected by signal noise and transient operating condition fluctuations, resulting in low accuracy and an inability to comprehensively reflect the clutch's operating status in multiple aspects, including response speed, displacement accuracy, pressure build-up capability, and rotational synchronization smoothness.

[0020] More importantly, existing testing methods generally use the design parameters of the clutch in its brand-new factory condition as a fixed benchmark when setting the standard reference value for judging whether the clutch is stuck. However, the actual performance of a vehicle's clutch will gradually decline within the normal range as mileage accumulates and the years of use increase. This decline is a natural aging phenomenon of mechanical components and is not the same as a sticking fault. Using a fixed benchmark for sticking judgment means that the testing system cannot distinguish whether the performance decline is caused by normal aging or abnormal sticking, and is prone to misjudging performance parameter changes caused by normal vehicle use and aging as sticking faults, resulting in insufficient reliability and accuracy of the test results.

[0021] To address the aforementioned issues, this application provides a method for detecting clutch sticking in vehicles. By introducing standard parameter values ​​that match the wear condition of the vehicle itself as a comparison benchmark, and making a judgment based on the deviation rate of actual performance parameters in multiple dimensions, the method achieves the detection of clutch sticking.

[0022] To facilitate understanding of the technical solution of this application, the following explanations are provided for some specific terms involved in this application.

[0023] The target operating conditions in this application refer to the set of vehicle operating state constraints that trigger the clutch sticking detection process. The target operating conditions are preset based on the working characteristics of the clutch when it performs power transmission and disengagement functions in actual use. This ensures that the collected operating data reflects the clutch's working state and avoids collecting invalid data during driving phases when the clutch is not engaged. Target operating conditions typically include limitations on vehicle driving mode, driving speed range, engine speed range, battery remaining charge status, and other auxiliary conditions. For example, the detection trigger conditions may be limited to the vehicle being in or out of direct drive mode, the vehicle speed being within a preset speed range (e.g., 60 km / h to 140 km / h), the engine speed being within a preset speed range (e.g., 1000 rpm to 3500 rpm), and the battery state of charge being greater than or equal to a preset charge threshold (e.g., 20%).

[0024] The actual operating data in this application refers to the raw signal data directly collected through the vehicle controller local area network bus and various sensors (including displacement sensors, pressure sensors, temperature sensors, torque sensors, current and voltage acquisition devices, etc.). In this application, the actual operating data includes at least four categories: electronic control signal data (such as clutch control commands, actuator drive voltage and current), hydraulic signal data (such as hydraulic circuit target pressure, actual pressure and pressure build-up time), mechanical motion signal data (such as clutch target displacement, actual displacement and displacement response delay time), and vehicle operation signal data (such as engine speed, motor speed, and transmission system torque fluctuation value).

[0025] The performance parameters in this application refer to quantifiable indicators that characterize the working state of the clutch in different aspects, obtained after signal processing and quantitative analysis of actual operating data. These performance parameters differ from raw sensor voltage values ​​or bus messages; they are indicators formed after filtering, feature extraction, and numerical calculation. Based on the different working characteristics they represent, performance parameters are divided into several categories, such as response parameters reflecting the speed of the clutch's response to control commands (e.g., the response delay time from the issuance of the clutch control command to the actual start of action, reflecting the response speed of the actuator); displacement parameters reflecting the actual displacement accuracy and smoothness of the clutch friction plates (e.g., the deviation value and deviation rate between the actual displacement and the target displacement, reflecting the motion accuracy of the mechanical mechanism); pressure parameters reflecting the pressure building or release capability of the hydraulic circuit (e.g., the deviation value, deviation rate, and pressure building rate or release rate between the actual pressure and the target pressure of the hydraulic circuit, reflecting the pressure building capability of the hydraulic mechanism); and synchronization parameters reflecting the degree of synchronization between the engine and motor speeds and the smoothness of torque transmission during clutch engagement or disengagement (e.g., the speed synchronization deviation value between the engine and motor and the torque fluctuation value of the transmission system, reflecting the synchronization smoothness of the hybrid module control mechanism).

[0026] The actual parameter values ​​in this application refer to the calculated values ​​of each performance parameter obtained by processing actual operating data within the current testing cycle. These actual parameter values ​​reflect the clutch's true operating performance under current conditions and serve as the basis for comparing deviations with standard parameter values.

[0027] The standard parameter values ​​in this application refer to reference benchmark values ​​used for comparison with actual parameter values. These standard parameter values ​​are not fixed factory design parameters, but rather benchmark values ​​obtained by adjusting the design standard values ​​based on the vehicle's aging level as reflected in current vehicle condition data, based on the clutch's design standard values ​​in a brand-new state. The purpose of introducing standard parameter values ​​is to ensure that the comparison benchmark is reasonably adjusted to follow the actual wear condition of the vehicle, thereby distinguishing whether performance degradation stems from normal aging or from abnormal jamming malfunctions.

[0028] The upper and lower limit parameters in this application are used to distinguish the different directions of performance parameter quality. Upper limit parameters are those whose smaller values ​​indicate better clutch performance, such as response delay time, displacement deviation rate, and torque fluctuation coefficient. Lower limit parameters are those whose larger values ​​indicate better clutch performance, such as pressure build-up rate. When calculating the deviation rate, for upper limit parameters, the deviation rate is the larger of the difference between the actual parameter value and the standard parameter value, divided by the standard parameter value, and zero; for lower limit parameters, the deviation rate is the larger of the difference between the standard parameter value and the actual parameter value, divided by the standard parameter value, and zero. A positive deviation rate occurs when the actual performance is worse than the standard value, and a zero deviation rate occurs when the performance is better than the standard value.

[0029] The parameter dimension in this application is a classification method for performance parameters, grouping multiple performance parameters with similar physical meanings or related to the same sub-component together. The parameter dimensions are divided into response-type parameter dimensions, displacement-type parameter dimensions, pressure-type parameter dimensions, and synchronization-type parameter dimensions. Within each parameter dimension, the maximum value among the deviation rates of all performance parameters under that dimension is selected as the dimension deviation rate.

[0030] The overall jamming degree of this application is a comprehensive quantitative indicator reflecting the overall health status of the clutch. Its calculation method is as follows: A preset weight is assigned to each parameter dimension (e.g., 40% for displacement, 25% for response, 20% for pressure, and 15% for synchronization). Then, the dimensional deviation rate of each parameter dimension is multiplied by its corresponding weight, and the products are summed to obtain the overall jamming degree. The overall jamming degree is used for graded early warning.

[0031] The localized jamming degree in this application refers to the severity of jamming calculated for each sub-component of the clutch (including the hydraulic mechanism, actuator, mechanical mechanism, and hybrid module control mechanism, i.e., friction plates). Each sub-component is associated with at least one performance parameter, and the localized jamming degree of that sub-component is the maximum value among the deviation rates of all its associated performance parameters. The localized jamming degree is used to locate specific faulty components, facilitating component repair.

[0032] Please see Figure 1 This is a schematic flowchart of a vehicle clutch jamming detection method provided in an embodiment of this application, which specifically includes: S110. Obtain the actual operating data of the target vehicle under the target operating conditions; For example, in the actual driving process of a hybrid vehicle, the clutch is not continuously in a working state. It only performs engagement or disengagement actions under specific driving modes and operating conditions. Therefore, the detection of clutch sticking needs to be carried out during the stage when the clutch is actually involved in power transmission or disengagement in order to collect effective data reflecting its working state.

[0033] S120. Process the actual operating data to obtain the actual parameter values ​​of each performance parameter that characterizes the working state of the clutch; For example, the raw data collected through the vehicle controller LAN bus and sensor system includes electronic control signals, hydraulic signals, mechanical motion signals, and vehicle operation signals. These signals cannot be directly used for quantitative comparison of the degree of jamming. Therefore, it is necessary to filter and reduce noise, extract features, and perform numerical calculations on the raw data to transform the signals into quantitative indicators reflecting various aspects of the clutch's operating status. Specifically, the response delay time is extracted from the timing difference between the clutch control command and the displacement signal; the displacement deviation value and deviation rate are calculated from the comparison between the target displacement and the actual displacement; the pressure build-up rate is estimated from the hydraulic pressure and pressure build-up time; and the synchronization deviation and torque fluctuation coefficient are obtained from the speed difference between the engine and the motor and the torque fluctuation value. After the above processing, the raw operating data is converted into actual parameter values ​​for four types of performance parameters: response, displacement, pressure, and synchronization.

[0034] S130. Based on the current vehicle condition data of the target vehicle, determine the standard parameter values ​​of each performance parameter, wherein the current vehicle condition data includes mileage and years of use; For example, the mechanical characteristics of the clutch in vehicles with different mileage and years of use will decline within a normal range. If a uniform and fixed design standard value is used to judge sticking, it is easy to misjudge the performance degradation caused by normal aging as a sticking fault. Therefore, it is necessary to modify the basic standard value of the clutch in its brand-new state according to the current mileage and years of use of the target vehicle, so that the standard parameter value matches the current aging degree of the vehicle, and accurately distinguishes between normal performance decline and abnormal sticking.

[0035] S140. Calculate the deviation rate between the actual parameter values ​​and the corresponding standard parameter values ​​of each performance parameter. For example, the actual measured value of each performance parameter is compared with the standard value after correction for mileage and service life, and the relative deviation between the two is calculated. This deviation is expressed as a deviation rate. The deviation rate transforms the differences of the original parameters under different dimensions and physical meanings into dimensionless percentage values, allowing different types of parameters such as response delay time, displacement deviation rate, pressure build-up rate, and torque fluctuation coefficient to be compared on the same scale.

[0036] S150. Determine the clutch jamming test results based on the deviation rate of each performance parameter.

[0037] For example, these deviation rates are comprehensively processed according to their physical meaning and functional correlation to form a detection result reflecting the overall health status of the clutch and the specific fault location. Specifically, firstly, the deviation rates of multiple dimensions such as response, displacement, pressure, and synchronization are weighted and summed to obtain the overall degree of clutch sticking. This overall degree of sticking is used to characterize the comprehensive deterioration level of the clutch from response speed, displacement accuracy, pressure build-up capability to speed synchronization smoothness. According to the preset correspondence between each performance parameter and clutch sub-components, the maximum value of the deviation rate of the performance parameters associated with the same sub-component is determined as the local degree of sticking of that sub-component. The local degree of sticking is used to locate the specific component that is sticking. Finally, the overall degree of sticking and the local degree of sticking are combined as the clutch sticking detection result output.

[0038] In summary, the clutch sticking detection method for vehicles provided in this application ensures that all detection data originates from specific operational phases where the clutch actually engages in power transmission or disengagement by acquiring actual operating data of the target vehicle under target operating conditions. This avoids interference from invalid data collected under non-target operating conditions. The actual operating data is processed to obtain actual parameter values ​​for various performance parameters characterizing the clutch's working state. The original sensor signals and bus signals are transformed into quantifiable indicators that directly reflect various aspects of the clutch's operating state, such as response speed, displacement accuracy, pressure build-up capability, and synchronization smoothness. This ensures that the assessment of clutch sticking does not rely on a single threshold judgment or empirical rules. Standard parameter values ​​for each performance parameter are determined based on the target vehicle's current vehicle condition data, which includes mileage and years of use. A benchmark matching the vehicle's own wear condition is introduced, allowing the standard parameter values ​​to adjust according to the vehicle's actual aging degree. This avoids misjudging performance parameter changes caused by normal vehicle aging as sticking faults and improves the matching degree between the detection results and the vehicle's true physical state. The deviation rate between the actual parameter values ​​and the corresponding standard parameter values ​​of each performance parameter is calculated. The deviation of the actual parameter values ​​relative to the standard parameter values ​​is quantified as a deviation rate, allowing for horizontal comparison and comprehensive evaluation of different categories of performance parameters such as response, displacement, pressure, and synchronization parameters. The clutch sticking detection result is determined based on the deviation rate of each performance parameter. By judging the deviation rates across multiple dimensions, the final output detection result reflects whether clutch sticking exists and its severity, achieving accurate detection of clutch sticking.

[0039] In some instances, the actual operating data of the target vehicle under target operating conditions is obtained, including: Based on the current driving mode of the target vehicle, determine the target operating conditions for clutch detection; When the current operating status of the target vehicle meets the target operating conditions, the actual operating data is extracted from the target vehicle's controller area network bus and sensor system.

[0040] For example, the vehicle control unit of the target vehicle determines the target operating conditions required for clutch detection based on the current driving mode. Driving mode refers to the current power output mode of the vehicle, including pure electric drive mode, hybrid drive mode, and engine direct drive mode. Since the clutch only performs engagement or disengagement actions during the direct drive mode engagement and disengagement phases, and remains stationary in other driving modes, its operating characteristics cannot be reflected through operational data. Therefore, it is necessary to determine the corresponding target operating conditions based on the current driving mode.

[0041] The target operating conditions are preset vehicle operating state constraint parameters used to limit the triggering timing of collecting actual operating data. When the vehicle is in the direct drive mode engagement or disengagement phase, the corresponding target operating conditions include: vehicle speed within a preset speed range, engine speed within a preset speed range, remaining battery charge greater than or equal to a preset charge threshold, steering wheel angle less than a preset angle threshold, clutch temperature within a preset temperature range, and no braking operation performed by the vehicle. The aforementioned preset speed range, preset speed range, preset charge threshold, preset angle threshold, and preset temperature range are all parameter ranges pre-calibrated based on the clutch's design operating characteristics. Using the current driving mode as the basis for determining the target operating conditions ensures that the detection process is triggered only during driving phases when the clutch is actually engaged, avoiding the collection of invalid data during driving phases when the clutch is disengaged or not involved in power transmission.

[0042] When the vehicle control unit of the target vehicle detects that the current operating state meets all the constraint parameters of the target operating condition, the data acquisition process is triggered. The data acquisition process synchronously extracts actual operating data from the target vehicle's controller area network (CLAN) bus and sensor system. The CLAN bus provides electronic control signal data and vehicle operating signal data, while the sensor system provides hydraulic signal data and mechanical motion signal data. Electronic control signal data includes the status information of the clutch control command, the actuator drive voltage value, and the actuator drive current value. Hydraulic signal data includes the target pressure value and actual pressure value of the hydraulic circuit, as well as the time it takes for the hydraulic pressure to build up from zero to the target pressure value. Mechanical motion signal data includes the target displacement value and actual displacement value of the clutch, as well as the response delay time between the issuance of the control command and the start of the actual displacement change. Vehicle operating signal data includes the real-time engine speed value, the real-time motor speed value, and the real-time torque fluctuation value of the transmission system. The data acquisition process continuously extracts the above four types of data at a preset acquisition frequency within a preset acquisition duration, and outputs the effective average value of each data item within the acquisition period as the actual operating data for this test, for use in subsequent performance parameter calculation steps.

[0043] By determining the target operating conditions for clutch detection based on the current driving mode of the target vehicle, the detection triggering time is limited to the direct drive mode engagement or disengagement phase when the clutch actually performs engagement or disengagement actions. This is further constrained by multiple dimensions of operating parameters, including vehicle speed, engine speed, remaining battery charge, steering wheel angle, clutch temperature, and braking status. This ensures that the clutch is in a true working state at the time of actual data acquisition, rather than being stationary or unloaded. This avoids interference from data collected during driving phases when the clutch is not involved in power transmission, which could affect deviation rate calculations and jamming determination. When all target operating conditions are met, four types of actual operating data—electronic control signals, hydraulic signals, mechanical motion signals, and vehicle operation signals—are simultaneously extracted from the controller area network bus and sensor system. The effective average value is taken within a preset acquisition time at a preset acquisition frequency as the output, covering the entire clutch process from control command issuance, hydraulic pressure establishment, mechanical displacement execution, to power synchronization.

[0044] In some instances, actual operating data is processed to obtain actual parameter values ​​for various performance parameters that characterize the clutch's working state. Specifically, this involves feature extraction and quantification calculation of electronic control signal data, hydraulic signal data, mechanical motion signal data, and vehicle operation signal data to obtain actual parameter values ​​for eight performance parameters in four categories.

[0045] In the calculation of response parameters, the response speed characteristics of the clutch to control commands are extracted based on electronic control signal data and mechanical motion signal data. The first performance parameter is the combined response delay time, which is directly extracted from the mechanical motion signal data. The actual value of the combined response delay time is the time difference between the moment the clutch control command is issued and the moment the actual clutch displacement begins to change. This parameter reflects the speed of the actuator's response to control commands. The second performance parameter is the response delay deviation rate. This parameter is calculated by taking the difference between the actual value of the combined response delay time and the baseline standard delay time of this type of clutch in a brand-new state, extracted from the cloud-based standard parameter library. Then, the difference is divided by the baseline standard delay time and multiplied by 100% to obtain the actual value of the response delay deviation rate. This parameter reflects the degradation ratio of the current response delay relative to the brand-new state. The combined response delay time and response delay deviation rate together constitute the actual parameter values ​​of the response parameters.

[0046] In the calculation of displacement parameters, the displacement execution accuracy characteristics of the clutch friction plates are extracted based on mechanical motion signal data. The third performance parameter is the actual displacement deviation value. This parameter is calculated as follows: the difference between the target engagement displacement value and the actual engagement displacement value of the clutch is taken as the actual parameter value of the actual displacement deviation. This parameter reflects the absolute deviation of the actual clutch displacement relative to the target displacement. The fourth performance parameter is the actual displacement deviation rate. This parameter is calculated as follows: the actual displacement deviation value is divided by the target engagement displacement value of the clutch, and then multiplied by 100% to obtain the actual parameter value of the actual displacement deviation rate. This parameter reflects the proportion of displacement deviation relative to the target stroke. The actual displacement deviation value and the actual displacement deviation rate together constitute the actual parameter values ​​of the displacement parameters.

[0047] In the calculation of pressure parameters, the pressure-building capability characteristics of the hydraulic circuit are extracted based on hydraulic signal data. The fifth performance parameter is the actual pressure deviation value. This parameter is calculated as the difference between the target hydraulic pressure value and the actual hydraulic pressure value of the clutch. This parameter directly reflects the absolute deviation between the actual output pressure and the target pressure of the hydraulic circuit. The sixth performance parameter is the pressure build-up rate. This parameter is calculated by dividing the actual hydraulic pressure value of the clutch by the pressure build-up time from zero to that actual hydraulic pressure value. This parameter reflects the hydraulic circuit's ability to build pressure per unit time. The actual pressure deviation value and the pressure build-up rate together constitute the actual parameter values ​​of the pressure parameters.

[0048] In the calculation of synchronization parameters, the degree of speed synchronization and torque transmission smoothness characteristics of the power end during clutch engagement or disengagement are extracted based on vehicle operation signal data. The 7th performance parameter is the speed synchronization deviation value. This parameter is calculated by taking the difference between the real-time engine speed and the real-time motor speed, resulting in the actual value of the speed synchronization deviation. This parameter reflects the degree of speed synchronization between the rotating components at both ends of the clutch. The 8th performance parameter is the transmission system torque fluctuation coefficient. This parameter is calculated by dividing the actual torque fluctuation value of the transmission system by the designed rated torque fluctuation value during the clutch engagement phase of the direct drive system, resulting in the actual value of the transmission system torque fluctuation coefficient. This parameter reflects the smoothness of the clutch torque transmission process. The speed synchronization deviation value and the transmission system torque fluctuation coefficient together constitute the actual parameter values ​​of the synchronization parameters.

[0049] By performing signal filtering, feature extraction, and numerical calculations on actual operating data, the original electronic control signals, hydraulic signals, mechanical motion signals, and vehicle operating signals are transformed into eight quantifiable indicators: response delay time, response delay deviation rate, actual displacement deviation value, actual displacement deviation rate, actual pressure deviation value, pressure build-up rate, speed synchronization deviation value, and transmission system torque fluctuation coefficient. These indicators cover the entire workflow of the clutch, from receiving control commands, actuator response, hydraulic pressure build-up, mechanical displacement execution, to power-end speed synchronization and torque transmission. By converting these raw sensor signals into quantifiable performance parameters with physical meaning, the determination of clutch jamming no longer relies on threshold comparisons of a single signal, but rather on deviation analysis based on multi-dimensional performance parameters. The clutch's operating state is evaluated from four aspects: response speed, displacement accuracy, pressure build-up capability, and synchronization smoothness.

[0050] In some instances, standard parameter values ​​for various performance parameters are determined based on the current vehicle condition data of the target vehicle, including: The initial degree of aging is obtained by summing the ratio of the mileage driven to the preset baseline mileage with the ratio of the service life to the preset baseline years. When the initial aging degree is less than or equal to the preset aging threshold, the initial aging degree is determined as the aging degree coefficient; or, when the initial aging degree is greater than the preset aging threshold, the preset aging threshold is determined as the aging degree coefficient. Based on the aging degree coefficient, the basic standard values ​​of each performance parameter are corrected to obtain the standard parameter values ​​of each performance parameter. The basic standard values ​​are the design standard values ​​of the clutch in its brand-new state.

[0051] For example, in the actual use of hybrid vehicles, the hydraulic circuit seals of the clutch, the transmission components of the actuator, the surface materials of the friction plates, and other mechanical moving parts will experience varying degrees of natural wear and performance degradation as mileage accumulates and the service life increases. This performance degradation is not a fault, but rather a physical change in the mechanical components after long-term operation, manifested as a gradual increase in response delay time, a slow increase in displacement deviation, a gradual decrease in pressure build-up rate, and a slight deterioration in synchronization smoothness. If, under these circumstances, the design standard values ​​of the clutch in its brand-new factory condition are still used as the benchmark for judging sticking faults, parameter deviations caused by normal aging will be misjudged as sticking abnormalities, resulting in false alarms. Therefore, each time a sticking test is performed, the standard parameter values ​​are corrected based on the current vehicle condition data to ensure that the benchmark matches the actual physical aging state of the vehicle.

[0052] The initial aging level is obtained by summing the ratio of the mileage driven to the preset baseline mileage and the ratio of the service life to the preset baseline service life. Mileage is the total distance the target vehicle has traveled, in kilometers; the preset baseline mileage is a pre-set mileage benchmark value, such as 1 million kilometers; service life is the number of years the target vehicle has been in use; and the preset baseline service life is a pre-set service life benchmark value, such as 20 years. The formula for calculating the initial aging level is: mileage divided by the preset baseline mileage plus service life divided by the preset baseline service life. The initial aging level characterizes the level of aging of the vehicle due to accumulated mileage and the passage of time; a higher value indicates a higher degree of vehicle aging.

[0053] After obtaining the initial aging degree, it is compared with a preset aging threshold. The preset aging threshold is an upper limit set in advance to prevent excessive correction of the standard parameter value due to an excessively high aging degree coefficient; for example, it is set to 0.2. When the initial aging degree is less than or equal to the preset aging threshold, the initial aging degree is directly determined as the aging degree coefficient; when the initial aging degree is greater than the preset aging threshold, the preset aging threshold is used as the aging degree coefficient. Through the above operation, the aging degree coefficient is limited to the range between 0 and the preset aging threshold, avoiding the situation where the aging degree coefficient is too high due to the long mileage or long service life of individual vehicles, thus preventing the standard parameter value from deviating from the actual physical allowable range of the clutch.

[0054] After obtaining the aging degree coefficient, the baseline standard values ​​of each performance parameter are corrected based on this coefficient to obtain the standard parameter values ​​for each performance parameter. The baseline standard value is the design standard value of the clutch in its brand-new state, i.e., the theoretical ideal value of each performance parameter of the clutch when the vehicle leaves the factory. The correction method is to multiply the baseline standard value by (1 + aging degree coefficient), or use other linear correction relationships, so that the standard parameter value is appropriately relaxed as the aging degree coefficient increases. For example, the baseline standard value for response delay time is 50ms; when the aging degree coefficient is 0.2, the corrected standard parameter value becomes 60ms. By introducing the aging degree coefficient to adjust the baseline standard value, the standard parameter value increases or relaxes reasonably with the increase of vehicle mileage and years of use, so that the standard parameter value matches the current actual aging state of the vehicle.

[0055] In summary, this embodiment quantifies mileage and years of use into initial aging levels and limits them within a preset aging threshold to obtain an aging coefficient reflecting the overall aging level of the vehicle. Based on this coefficient, the design standard value of the clutch in its new state is then modified, so that the standard parameter value is no longer a fixed factory parameter, but a benchmark value adjusted according to the actual wear level of the vehicle. This adjustment eliminates the performance degradation component caused by normal aging in the comparison between actual parameter values ​​and standard parameter values ​​in the deviation rate calculation. It avoids misjudging normal phenomena such as increased response delay, decreased displacement accuracy, and reduced pressure build-up rate caused by increased mileage or extended years of use as jamming faults, improving the accuracy of jamming detection results and making the detection method equally applicable to vehicles of different ages and mileages.

[0056] In some instances, the deviation rate between the actual parameter values ​​and the corresponding standard parameter values ​​for each performance parameter is calculated, including: When the performance parameter is an upper limit type parameter, calculate the difference between the actual parameter value and the standard parameter value, divide the difference by the standard parameter value to obtain the first ratio, and then take the larger value of the first ratio and zero as the deviation rate of the performance parameter. When the performance parameter is a lower limit parameter, the difference between the standard parameter value and the actual parameter value is calculated. The difference is divided by the standard parameter value to obtain the second ratio. The larger value of the second ratio and zero is taken as the deviation rate of the performance parameter. The upper limit parameter is the parameter whose smaller value indicates better performance, and the lower limit parameter is the parameter whose larger value indicates better performance.

[0057] For example, performance parameters are pre-classified into two types: upper limit parameters and lower limit parameters. Upper limit parameters are those whose smaller values ​​indicate better clutch performance. For instance, response delay time characterizes how quickly the actuator responds to control commands; a shorter delay time indicates better performance, thus belonging to the upper limit category. Displacement deviation rate characterizes the deviation of the actual displacement of the clutch friction plates from the target displacement; a smaller deviation indicates better performance, thus belonging to the upper limit category. The transmission system torque fluctuation coefficient characterizes the smoothness of torque transmission by the clutch; a smaller torque fluctuation amplitude indicates better performance, thus also belonging to the upper limit category. Lower limit parameters are those whose larger values ​​indicate better clutch performance. For example, pressure build-up rate characterizes the hydraulic circuit's ability to build pressure per unit time; a higher pressure build-up rate indicates better performance, thus belonging to the lower limit category.

[0058] The performance parameters are divided into upper limit parameters and lower limit parameters because, in actual operation, the actual measured values ​​of upper limit parameters gradually increase as clutch performance deteriorates, while the actual measured values ​​of lower limit parameters gradually decrease as clutch performance deteriorates. If a uniform difference calculation method is used, the deviation directions of the two parameters will be opposite, making it impossible to compare the deviation rates on the same scale.

[0059] When a calculated performance parameter is determined to be an upper limit parameter, the difference between the actual value and the standard value is calculated. This difference reflects the absolute deviation of the actual measured value from the standard reference value. For upper limit parameters, since the actual parameter value will be greater than the standard parameter value when clutch performance deteriorates, a positive difference indicates performance deterioration, while a negative difference indicates that the actual performance is better than the standard requirement. Dividing the calculated difference by the standard parameter value yields a dimensionless first ratio, which reflects the proportion of the actual deviation to the standard reference value.

[0060] In actual vehicle operation, some performance parameters may temporarily exceed the standard parameter values ​​due to instantaneous fluctuations in operating conditions or measurement noise. This results in a negative difference, leading to a negative first ratio. In this case, the negative value indicates better-than-expected performance rather than performance degradation and should not be included in the cumulative calculation of the degree of sluggishness. Therefore, the first ratio is compared to zero, and the larger value is taken as the deviation rate for this upper limit parameter. The deviation rate is zero when the actual parameter value is better than the standard parameter value, and positive when the actual parameter value is worse than the standard parameter value.

[0061] When a calculated performance parameter is determined to be a lower limit parameter, the difference between the standard parameter value and the actual parameter value is calculated. This difference reflects the difference between the standard reference value and the actual measured value. For lower limit parameters, since the actual parameter value will be less than the standard parameter value when clutch performance deteriorates, a positive difference between the standard parameter value and the actual parameter value indicates performance deterioration, while a negative difference indicates that the actual performance is better than the standard requirement. Dividing the calculated difference by the standard parameter value yields a dimensionless second ratio, which reflects the proportion of the actual difference to the standard reference value.

[0062] When the actual parameter value is better than the standard parameter value, the second ratio is negative. This second ratio is compared to zero, and the larger of the two values ​​is taken as the deviation rate for that lower limit parameter, ensuring that only the direction of performance degradation produces a positive deviation rate. By calculating the difference in different directions for the upper and lower limit parameters respectively, and combining this with the operation of taking the larger value with zero, the deviation rate of all performance parameters is made positive when the clutch performance deteriorates. Furthermore, the larger the deviation rate value, the more severe the deviation of the actual performance from the standard requirements. This processing method eliminates the obstacles caused by differences in dimensions and inconsistent numerical directions between different performance parameters, allowing response, displacement, pressure, and synchronization performance parameters to be weighted and evaluated on the same dimensionless scale.

[0063] In some instances, clutch sticking test results include the overall degree of clutch sticking. The clutch sticking test results are determined based on the deviation rate of various performance parameters, including: Within each parameter dimension, the maximum value among the deviation rates of all performance parameters under the parameter dimension is selected as the dimension deviation rate of the parameter dimension. The parameter dimensions include response parameter dimensions, displacement parameter dimensions, pressure parameter dimensions, and synchronization parameter dimensions. Assign a preset weight to each parameter dimension, and multiply the dimension deviation rate of each parameter dimension by the corresponding preset weight to obtain the weighted deviation rate of each parameter dimension. The overall degree of clutch sticking is obtained by summing the weighted deviation rates of each parameter dimension.

[0064] For example, performance parameters are pre-divided into four dimensions based on their physical meaning and functional correlation: response parameters, displacement parameters, pressure parameters, and synchronization parameters. The response parameters dimension includes two performance parameters: response delay time and response delay deviation rate. Both reflect the response speed of the clutch actuator to control commands; a longer delay time or a larger delay deviation rate indicates poorer response performance. The displacement parameters dimension includes two performance parameters: actual displacement deviation value and actual displacement deviation rate. Both reflect the execution accuracy of the clutch friction plate's actual displacement relative to the target displacement; a larger deviation value or a larger deviation rate indicates poorer motion accuracy of the mechanical mechanism. The pressure parameters dimension includes two performance parameters: actual pressure deviation value and pressure build-up rate. Both reflect the clutch hydraulic circuit's ability to build up or release pressure; a larger pressure deviation value or a lower pressure build-up rate indicates poorer pressure build-up capability of the hydraulic mechanism. The synchronization parameters include two performance parameters: speed synchronization deviation and transmission system torque fluctuation coefficient. Both of these performance parameters reflect the degree of speed synchronization between the engine and the motor and the smoothness of torque transmission during clutch engagement or disengagement. The larger the speed deviation or the larger the torque fluctuation coefficient, the worse the synchronization smoothness of the hybrid module control mechanism.

[0065] For each parameter dimension, the deviation rates of all performance parameters included in that dimension are compared one by one, and the maximum value is selected as the dimension deviation rate for that parameter dimension. The maximum value is chosen instead of the average value because multiple performance parameters within the same parameter dimension reflect the same type of operating characteristics of the same subsystem from different perspectives. The performance parameter with the largest deviation rate represents the subsystem's worst performance within the current testing period, determining the upper limit of the subsystem's overall functionality. Therefore, using the maximum deviation rate as the representative value for that dimension can capture the most prominent degradation signal in the subsystem, avoiding the masking of severe local degradation problems by taking the average value. For example, in the synchronization parameter dimension, if the deviation rate of the speed synchronization deviation value is zero while the deviation rate of the transmission torque fluctuation coefficient is high, it indicates that the clutch performs normally in terms of speed synchronization but has significant degradation in torque transmission smoothness. Selecting the maximum value as the dimension deviation rate ensures that this degradation signal is not covered by the zero deviation rate of the speed synchronization deviation value.

[0066] After obtaining the dimensional deviation rates for each of the four parameter dimensions, a preset weight is assigned to each parameter dimension. This preset weight is pre-set based on the degree of influence of each parameter dimension on the overall clutch sticking state. For example, the displacement parameter dimension is assigned a first weight value, the response parameter dimension a second weight value, the pressure parameter dimension a third weight value, and the synchronization parameter dimension a fourth weight value, with the sum of the four weight values ​​being 100%. The dimensional deviation rate of each parameter dimension is multiplied by its corresponding preset weight to obtain the weighted deviation rate of that parameter dimension. The weighted deviation rate reflects the contribution of the clutch working characteristics represented by that parameter dimension to the overall sticking degree after comprehensively considering its importance. The weighted deviation rates of the four parameter dimensions are summed to obtain the overall sticking degree of the clutch. The overall sticking degree is a comprehensive quantitative indicator, with a value range between 0 and 100%. The higher the value, the more severe the comprehensive deterioration of the clutch's multi-dimensional working characteristics. When the actual performance of all performance parameters is better than or equal to the corresponding standard parameter values, all deviation rates are zero, the overall sticking degree is zero, and the clutch is in normal working condition.

[0067] In summary, this embodiment calculates the overall sticking degree by grouping the eight performance parameters into four dimensions, taking the maximum deviation rate within each dimension, and then weighting and summing them according to preset weights. This ensures that the output overall sticking degree integrates the degradation information from four aspects: response speed, displacement accuracy, pressure build-up capability, and synchronization smoothness. By taking the maximum value within each dimension, the most prominent degradation signals in each subsystem are preserved from being overwhelmed by averaging. The weighted summation reflects the differences in the degree of influence of different operating characteristics on the overall function of the clutch, so that the final overall sticking degree reflects the health status of the clutch under the current operating conditions.

[0068] In some instances, clutch sticking test results include the degree of localized sticking in clutch sub-components. The clutch sticking test results are determined based on the deviation rates of various performance parameters, including: Determine the correspondence between multiple clutch sub-components and parameter dimensions; For each clutch sub-component, the target parameter dimension associated with the clutch sub-component is determined based on the correspondence. Obtain the deviation rate of each performance parameter under the target parameter dimension; The maximum value in the deviation rate is determined as the degree of local jamming in the clutch sub-component.

[0069] For example, a mapping relationship is pre-established between multiple clutch sub-components and the above four parameter dimensions. The clutch sub-components include a hydraulic mechanism, an actuator, a mechanical mechanism, and a hybrid module control mechanism. The hydraulic mechanism is responsible for providing the hydraulic power required for clutch operation, and its operating state affects the pressure build-up rate and actual pressure deviation value in the pressure parameter dimension. The actuator receives control commands and drives the clutch operation, and its operating state affects the engagement response delay time and response delay deviation rate in the response parameter dimension. The mechanical mechanism includes friction plates and transmission components, and its displacement execution accuracy affects the actual displacement deviation value and actual displacement deviation rate in the displacement parameter dimension. The hybrid module control mechanism is responsible for speed coordination and torque transmission between the engine and the motor, and its operating state affects the speed synchronization deviation value and transmission torque fluctuation coefficient in the synchronization parameter dimension.

[0070] Based on the above correspondence, for each clutch sub-component, the associated target parameter dimension is determined. For example, the target parameter dimension corresponding to the hydraulic mechanism is the pressure parameter dimension, the target parameter dimension corresponding to the actuator is the response parameter dimension, the target parameter dimension corresponding to the mechanical mechanism is the displacement parameter dimension, and the target parameter dimension corresponding to the hybrid module control mechanism is the synchronization parameter dimension.

[0071] After determining the target parameter dimension associated with each clutch sub-component, the deviation rate of each performance parameter under that target parameter dimension is obtained. Since each parameter dimension may contain multiple performance parameters—for example, the synchronization parameter dimension includes the deviation rates of two performance parameters: speed synchronization deviation and transmission torque fluctuation coefficient—it is necessary to obtain the deviation rate values ​​of all performance parameters under that dimension. For each clutch sub-component, the maximum value among the deviation rates of all performance parameters under its associated target parameter dimension is determined as the local sticking degree of that clutch sub-component. The logic of taking the maximum value is because a local anomaly of a sub-component may be manifested through one of multiple parameters. For example, when the friction plates in the hybrid module control mechanism stick, the deviation rate of the transmission torque fluctuation coefficient will increase significantly, while the deviation rate of the speed synchronization deviation may still be within the normal range. In this case, taking the maximum value captures the severe fault manifestation of the sub-component. Through the above processing, a local sticking degree value is obtained for each clutch sub-component, which is used to locate the specific component experiencing sticking and assess the severity of the component's deterioration.

[0072] In some instances, it also includes: Based on the overall level of stagnation and a preset overall threshold, generate stagnation warning information; and / or, Based on the degree of local jamming of any clutch sub-component and a preset local threshold, maintenance prompts for the sub-component are generated.

[0073] For example, the system is graded based on both overall and localized jamming levels. Preset overall thresholds include a first preset threshold and a second preset threshold. The overall jamming level is compared with both thresholds: when the overall jamming level is less than or equal to the first preset threshold, it is classified as mild jamming, and the warning level is determined to be Level 1; when the overall jamming level is greater than the first preset threshold but less than or equal to the second preset threshold, it is classified as moderate jamming, and the warning level is determined to be Level 2; when the overall jamming level is greater than the second preset threshold, it is classified as severe jamming, and the warning level is determined to be Level 3. Corresponding warning information is determined based on the different warning levels: for Level 1 warnings, only jamming alerts are pushed to the driver via the vehicle's instrument panel; for Level 2 warnings, high-frequency alerts are pushed via the instrument panel, and fault information is sent to a remote communication terminal; for Level 3 warnings, emergency alerts are pushed via the instrument panel, and the target vehicle's powertrain is controlled to execute active intervention strategies, including at least one of restricting direct drive mode activation, reducing engine output torque, or prioritizing pure electric mode operation.

[0074] For the degree of localized jamming in each clutch sub-component, preset local thresholds include a first preset local threshold and a second preset local threshold, classifying the degree of localized jamming into three levels: a localized jamming degree less than or equal to the first preset local threshold is considered normal; a degree greater than the first preset local threshold but less than or equal to the second preset local threshold is considered slightly abnormal; and a degree greater than the second preset local threshold is considered severely abnormal. When the degree of localized jamming in any clutch sub-component exceeds the first preset local threshold, a maintenance prompt is generated for that sub-component, including its name and the level of abnormality associated with its localized jamming. The maintenance prompt is independent of the overall warning information and can be generated simultaneously or separately, guiding maintenance personnel to prioritize the sub-component with the most severe localized jamming. The overall jamming level-based warning focuses on reminding the driver to take different levels of countermeasures at the vehicle level, while the localized jamming level-based maintenance prompt focuses on locating the source of the fault at the component level. The combination of these two approaches constitutes a detection result from overall to localized levels.

[0075] In some instances, the types of slack include separate slack, combined slack, and partial slack, and also include: When the target vehicle is in the direct drive mode cut-out stage and the separation command is issued, if the actual parameter value is {(actual separation displacement is less than the target separation displacement in the standard parameter value) or (actual pressure change is less than the target pressure change, i.e., insufficient hydraulic pressure release capability) or (torque fluctuation value in the actual parameter value is greater than the standard torque fluctuation value in the standard parameter value)} and (the actual separation process is completed, and the speed and torque at both ends of the clutch remain synchronized), the jamming type is determined to be separation jamming (requesting separation but actually unable to separate). When the target vehicle is in direct drive mode and the engagement command is issued, if the actual parameter value is {(actual engagement displacement is less than the target engagement displacement in the standard parameter value) or (actual pressure change is less than the target pressure change, i.e., insufficient hydraulic pressure establishment capability) or (torque fluctuation value in the actual parameter value is greater than the standard torque fluctuation value in the standard parameter value)} and (after the actual engagement process is completed, the speed and torque at both ends of the clutch cannot be kept synchronized), the jamming type is determined to be engagement jamming (requesting engagement but unable to engage). When the target vehicle is in the direct drive mode engagement or disengagement phase and the engagement or disengagement command is issued, if the actual parameter values ​​are {(actual engagement / disengagement displacement is less than the target engagement / disengagement displacement in the standard parameter values) or (actual pressure change is less than the target pressure change) or (torque fluctuation value in the actual parameter values ​​is greater than the standard torque fluctuation value in the standard parameter values)} and (the actual disengagement process ends and the speed and torque at both ends of the clutch no longer remain synchronized / the actual engagement process ends and the speed and torque at both ends of the clutch remain synchronized), the sticking type is determined to be semi-sticking (weak disengagement / engagement performance, but the function is still implemented).

[0076] The type of sticking is output as a component of the clutch sticking detection results, used in conjunction with the overall and local sticking levels to form fault diagnosis information. Specifically, the sticking type can be used to distinguish the specific stage of the fault: disengagement sticking indicates the fault occurs during the clutch's power disengagement process; combined sticking indicates the fault occurs during the clutch's power transmission process; and partial sticking indicates the clutch can still perform its actions, but its performance has significantly deteriorated. The output sticking type can determine the focus of active intervention strategies, such as prioritizing limiting direct drive mode engagement during combined sticking and prioritizing reducing engine output torque to avoid power interruption during disengagement sticking. Simultaneously, the sticking type can also serve as part of the maintenance prompts, helping maintenance personnel quickly locate the cause of the fault.

[0077] In some instances, it also includes: Within a preset detection period, a seven-day monitoring window is used to store the overall clutch sticking level measured each day, recording the initial value (day 1) and the current value (day 7) for each day. When the difference between the overall sticking level on day 7 and day 1 is greater than or equal to 5%, the sticking level is considered to have increased within seven days, triggering the condition. At this point, regardless of whether the current overall sticking level falls within a Level 1, Level 2, or Level 3 warning range, the current warning level is upgraded by one level: if it is currently Level 1, it is upgraded to Level 2; if it is currently Level 2, it is upgraded to Level 3; if it is already Level 3, it remains at Level 3. The upgraded warning level triggers the corresponding active intervention strategy. For a Level 2 warning after the upgrade, a high-frequency warning is pushed through the vehicle's instrument panel, and fault information is sent to the remote communication terminal. For a Level 3 warning after the upgrade, while pushing an emergency warning, the vehicle's powertrain system is controlled to perform at least one intervention operation, such as restricting direct drive mode engagement, reducing engine output torque, or prioritizing pure electric mode driving. By monitoring the rate of change in the degree of sticking over seven days, the accelerated deterioration trend of clutch performance can be detected in advance, avoiding delayed intervention due to the slow accumulation of deterioration.

[0078] The technical solution of this application will be further described in detail below through specific embodiments.

[0079] This embodiment uses a plug-in hybrid passenger vehicle as an example. The target vehicle has a total mileage of 86,000 kilometers in hybrid mode and a service life of 2.5 years. During vehicle operation, the vehicle control unit sends a direct drive request signal, switching the power mode from hybrid drive mode to direct drive mode, and the target vehicle enters the direct drive mode engagement phase. At this time, the real-time operating status data of the vehicle is as follows: driving speed 62 km / h, engine speed 2150 rpm, battery remaining charge 58%, steering wheel angle 8 degrees, clutch temperature 75℃, and no braking operation. The aforementioned real-time operating status simultaneously meets all the constraint parameters of the target operating condition, namely, the vehicle is in direct drive mode, the driving speed is within the preset speed range of 60km / h to 140km / h, the engine speed is within the preset speed range of 1000rpm to 3500rpm, the remaining battery charge is greater than the preset battery charge threshold of 20%, the steering wheel angle is less than the preset steering angle threshold of 15°, and the clutch temperature is within the preset temperature range of 40℃ to 120℃ with no braking operation. The on-board detection system then triggers the clutch sticking detection process. The hardware support for the detection process includes an on-board data acquisition unit, an on-board processing unit, vehicle instruments, a central control screen, and an on-board remote communication terminal. The on-board data acquisition unit integrates displacement sensors, pressure sensors, torque sensors, and a controller area network bus transceiver. The on-board processing unit is used to perform performance parameter calculations and sticking determination. The on-board remote communication terminal is used to upload the detection data to a cloud server. The cloud server pre-stores a mapping relationship library between vehicle condition information, operating conditions, and standard performance parameters.

[0080] After triggering the detection process, the on-board data acquisition unit synchronously extracts actual operating data from the target vehicle's controller area network bus and various sensor systems at a sampling frequency of 100Hz. The acquisition time covers the entire process of switching to direct drive mode, totaling 3 seconds. The effective average value of each data item within the acquisition period is taken as the basic data for this detection. The acquired electronic control signal data includes: clutch engagement control command trigger time (starting acquisition 0.2 seconds after command issuance), actuator drive voltage 12.3V, and actuator drive current 8.6A. The acquired hydraulic signal data includes: clutch hydraulic circuit target pressure 18MPa, clutch hydraulic circuit actual pressure 15.2MPa, and hydraulic pressure build-up time 1.8 seconds. The acquired mechanical motion signal data includes clutch target engagement displacement 15mm, clutch actual engagement displacement 11.7mm, and clutch displacement response delay time 70 milliseconds. The acquired vehicle operation signal data includes engine real-time speed 2150rpm, motor real-time speed 2120rpm, and transmission system real-time torque fluctuation value 12N·m.

[0081] After acquiring the actual operating data, the onboard processing unit performs signal filtering, quantization calculation, and feature extraction on the data to obtain the actual parameter values ​​of eight performance parameters in four categories that characterize the clutch's working state. In the response parameter dimension, the response delay time is directly extracted from the mechanical motion signal data, and the time difference of 70ms between the clutch control command issuance and the start of actual displacement change is taken as the actual parameter value. The response delay deviation rate is calculated by subtracting the basic standard delay time of 50ms (extracted from the cloud-based standard parameter library for the clutch in its new state) from the actual parameter value of 70ms, then dividing by the basic standard delay time and multiplying by 100%, resulting in an actual parameter value of 40%. In the displacement parameter dimension, the actual displacement deviation value is taken as the difference of 3.3mm between the target clutch engagement displacement of 15mm and the actual engagement displacement of 11.7mm. The actual displacement deviation rate is calculated by dividing the actual displacement deviation value of 3.3mm by the target engagement displacement of 15mm and multiplying by 100%, resulting in an actual parameter value of 22%. In the pressure parameter dimension, the actual pressure deviation value is taken as the difference of 2.8 MPa between the target hydraulic pressure of the clutch (18 MPa) and the actual hydraulic pressure (15.2 MPa). The pressure build-up rate is calculated by dividing the actual hydraulic pressure (15.2 MPa) by the hydraulic pressure build-up time (1.8 s), resulting in an actual pressure build-up rate of 8.44 MPa / s. In the synchronization parameter dimension, the speed synchronization deviation value is taken as the difference of 30 rpm between the real-time engine speed (2150 rpm) and the real-time motor speed (2120 rpm). The transmission system torque fluctuation coefficient is calculated by dividing the actual torque fluctuation value (12 N·m) by the design rated torque fluctuation value (5 N·m), resulting in an actual transmission system torque fluctuation coefficient of 2.4.

[0082] After obtaining the actual values ​​of each performance parameter, the onboard processing unit determines the standard values ​​of each performance parameter based on the current vehicle condition data of the target vehicle. The initial aging level of 0.211 is obtained by summing the ratio of 86,000 km to the preset baseline mileage of 1,000,000 km (0.086) with the ratio of 2.5 years of service life to the preset baseline life of 20 years (0.125). This initial aging level is greater than the preset aging threshold of 0.2, and the preset aging threshold of 0.2 is determined as the aging level coefficient. Based on the aging coefficient of 0.2, the basic standard values ​​of each performance parameter are corrected. The basic standard value for response delay time is less than or equal to 50ms, and the corrected standard parameter value is less than or equal to 60ms. The basic standard value for actual displacement deviation rate is less than or equal to 10%, and the corrected standard parameter value is less than or equal to 12%. The basic standard value for pressure build-up rate is greater than or equal to 10MPa / s, and the corrected standard parameter value is greater than or equal to 8MPa / s. The basic standard value for transmission system torque fluctuation coefficient is less than or equal to 1.5, and the corrected standard parameter value is less than or equal to 1.8. The allowable deviation threshold for each performance parameter is set to 20%.

[0083] After determining the standard parameter values, the on-board processing unit calculates the deviation rate between the actual and corresponding standard parameter values ​​for each performance parameter. Specifically, considering that the response delay time is an upper limit parameter, with an actual value of 70ms greater than the corrected standard value of 60ms, the difference between the actual and standard values ​​(10ms) is divided by the standard value of 60ms, yielding a deviation rate of approximately 16.7%. The actual displacement deviation rate is also an upper limit parameter, with an actual value of 22% greater than the corrected standard value of 12%, so the deviation rate is set at 22%. The pressure build-up rate is a lower limit parameter, with an actual value of 8.44MPa / s greater than the corrected standard value of 8MPa / s. Since the actual value is better than the standard value, the difference between the standard and actual values ​​is negative, and the larger value is taken after comparing it with zero, resulting in a deviation rate of 0. The torque fluctuation coefficient of the transmission system belongs to the upper limit category of parameters. The actual parameter value of 2.4 is greater than the corrected standard parameter value of 1.8. The difference between the actual parameter value and the standard parameter value of 0.6 is calculated and divided by the standard parameter value of 1.8 to obtain a deviation rate of about 33.3%. The deviation rate of the above performance parameters is the highest deviation rate of each parameter dimension, so the other four performance parameters will not be described in detail.

[0084] The onboard processing unit calculates the overall sluggishness based on the deviation rates of various performance parameters. According to a preset weighting scheme, displacement parameters are assigned a first weight of 40%, response parameters a second weight of 25%, pressure parameters a third weight of 20%, and synchronization parameters a fourth weight of 15%. Within each parameter dimension, the maximum deviation rate is selected as the dimension deviation rate. The dimension deviation rate for response parameters is 16.7%, for displacement parameters it is 22%, for pressure parameters it is 0%, and for synchronization parameters it is 33.3%. Multiplying the dimension deviation rates of each parameter dimension by their corresponding weights and summing the results, we obtain the overall sluggishness as 40%×22%+25%×16.7%+20%×0%+15%×33.3%=17.975%. This overall sluggishness is greater than the first preset threshold of 10% and less than or equal to the second preset threshold of 20%, thus falling within the moderate sluggishness range, corresponding to a level two warning.

[0085] The onboard processing unit calculates the degree of localized jamming in each clutch sub-component based on the deviation rate of various performance parameters. For the hydraulic mechanism, related to pressure parameters, the deviation rate of pressure build-up rate is 0, indicating zero localized jamming, and is therefore considered normal. For the actuator, related to response parameters, the deviation rate of response delay time is 16.7%, indicating a localized jamming of 16.7%. This value is less than or equal to 20%, indicating mild jamming. For the mechanical mechanism, related to displacement parameters, the deviation rate of actual displacement deviation is 22%, indicating a localized jamming of 22%. This value is greater than 20% and less than or equal to 50%, indicating moderate jamming. For the hybrid module control mechanism (i.e., the friction plates), related to synchronization parameters, the deviation rate of the transmission system torque fluctuation coefficient is 33.3%, indicating moderate jamming. Based on the above calculation results, the output jamming type of the vehicle processing unit is semi-jammed, that is, the actual engagement displacement of the clutch is 11.7mm, which is less than the target engagement displacement of 15mm, but the engagement function has not been completely lost. The pressure build-up rate is normal, but the response delay is too large and the torque fluctuation is obvious.

[0086] After generating the jamming detection results, the on-board processing unit triggers a level-two warning based on an overall jamming degree of 17.975%. A yellow fault warning icon pops up on the vehicle's instrument panel, displaying a scrolling message indicating clutch jamming in the direct-drive system. A detailed fault message box appears on the central control screen, showing that the clutch is partially engaged and stuck, with an overall jamming degree of 17.975%. The associated sub-components are: mechanical mechanism (moderate), friction plate (moderate), actuator (slight), and hydraulic mechanism (normal).

[0087] The vehicle-mounted remote communication terminal uploads all data from this inspection to the cloud server. This data includes vehicle condition information, operating conditions, actual operating data, actual values ​​of each performance parameter, standard values ​​of each performance parameter, deviation rate of each performance parameter, overall degree of jamming, local degree of jamming of each sub-component, and warning level. The cloud server synchronizes this data to the repair service terminal to prepare a repair plan in advance. Warning information is continuously displayed on the vehicle's instrument panel and central control screen until the fault is cleared after repair. If the fault is not cleared, the warning information is repeatedly pushed every time the vehicle is started.

[0088] Please see Figure 2 The diagram below illustrates the structure of a clutch jamming detection device for a vehicle, as provided in this application embodiment, and includes: Data acquisition unit 21 is used to acquire the actual operating data of the target vehicle under the target operating conditions; The parameter processing unit 22 is used to process the actual operating data to obtain the actual parameter values ​​of each performance parameter that characterizes the working state of the clutch. The standard determination unit 23 is used to determine the standard parameter values ​​of each performance parameter based on the current vehicle condition data of the target vehicle, wherein the current vehicle condition data includes mileage and years of use; Deviation calculation unit 24 is used to calculate the deviation rate between the actual parameter value and the corresponding standard parameter value of each performance parameter. The jamming detection unit 25 is used to determine the jamming detection result of the clutch based on the deviation rate of each performance parameter.

[0089] Please see Figure 3 This application also provides an electronic device 300, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor. When the processor 320 executes the computer program 311, it implements the steps of a clutch sticking detection method for a vehicle.

[0090] Since the electronic device described in this embodiment is the device used to implement the clutch jamming detection device of the vehicle in this application embodiment, those skilled in the art can understand the specific implementation method and various variations of the electronic device in this embodiment based on the method described in this application embodiment. Therefore, how the electronic device implements the method in this application embodiment will not be described in detail here. Any device used by those skilled in the art to implement the method in this application embodiment is within the scope of protection of this application.

[0091] In practice, when the computer program 311 is executed by the processor, it can implement any of the embodiments corresponding to the first aspect.

[0092] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0093] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

[0094] Although preferred embodiments have been described in this specification, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications beyond the scope of this specification.

[0095] Obviously, those skilled in the art can make various modifications to this specification without departing from its spirit and scope. Therefore, this specification also intends to include any modifications that fall within the scope of the claims and their equivalents.

Claims

1. A method for detecting clutch sticking in a vehicle, characterized in that, include: Acquire the actual operating data of the target vehicle under the target operating conditions; The actual operating data is processed to obtain the actual parameter values ​​of each performance parameter characterizing the working state of the clutch; Based on the current vehicle condition data of the target vehicle, standard parameter values ​​for each performance parameter are determined, wherein the current vehicle condition data includes mileage and years of use; Calculate the deviation rate between the actual parameter values ​​and the corresponding standard parameter values ​​for each performance parameter; The clutch jamming test results are determined based on the deviation rates of each performance parameter.

2. The method according to claim 1, characterized in that, The acquisition of actual operating data of the target vehicle under target operating conditions includes: Based on the current driving mode of the target vehicle, determine the target operating conditions for clutch detection; When the current operating state of the target vehicle meets the target operating conditions, the actual operating data is extracted from the target vehicle's controller area network bus and sensor system.

3. The method according to claim 1, characterized in that, The determination of standard parameter values ​​for each performance parameter based on the current vehicle condition data of the target vehicle includes: The initial degree of aging is obtained by summing the ratio of the mileage to the preset baseline mileage with the ratio of the years of use to the preset baseline years. When the initial aging degree is less than or equal to a preset aging threshold, the initial aging degree is determined as the aging degree coefficient; or, when the initial aging degree is greater than the preset aging threshold, the preset aging threshold is determined as the aging degree coefficient. Based on the aging coefficient, the basic standard values ​​of each performance parameter are corrected to obtain the standard parameter values ​​of each performance parameter. The basic standard values ​​are the design standard values ​​of the clutch in its brand-new state.

4. The method according to claim 1, characterized in that, The calculation of the deviation rate between the actual parameter value and the corresponding standard parameter value of each performance parameter includes: When the performance parameter is an upper limit type parameter, calculate the difference between the actual parameter value and the standard parameter value, divide the difference by the standard parameter value to obtain a first ratio, and then take the larger value of the first ratio and zero as the deviation rate of the performance parameter. When the performance parameter is a lower limit parameter, the difference between the standard parameter value and the actual parameter value is calculated, and the difference is divided by the standard parameter value to obtain a second ratio. The larger value of the second ratio and zero is then used as the deviation rate of the performance parameter. The upper limit parameter is a parameter whose smaller value indicates better performance, and the lower limit parameter is a parameter whose larger value indicates better performance.

5. The method according to claim 4, characterized in that, The clutch jamming detection result includes the overall degree of clutch jamming. Determining the clutch jamming detection result based on the deviation rate of each performance parameter includes: Within each parameter dimension, the maximum value among the deviation rates of all performance parameters under that parameter dimension is selected as the dimension deviation rate of that parameter dimension. The parameter dimensions include response-type parameter dimensions, displacement-type parameter dimensions, pressure-type parameter dimensions, and synchronization-type parameter dimensions. Assign a preset weight to each parameter dimension, and multiply the dimension deviation rate of each parameter dimension by the corresponding preset weight to obtain the weighted deviation rate of each parameter dimension. The overall degree of jamming of the clutch is obtained by summing the weighted deviation rates of each parameter dimension.

6. The method according to claim 5, characterized in that, The clutch jamming detection result includes the degree of local jamming of the clutch sub-component. Determining the clutch jamming detection result based on the deviation rate of each performance parameter includes: Determine the correspondence between multiple clutch sub-components and the parameter dimensions; For each clutch sub-component, the target parameter dimension associated with the clutch sub-component is determined based on the correspondence. Obtain the deviation rate of each performance parameter under the target parameter dimension; The maximum value of the deviation rate is determined as the degree of local jamming of the clutch sub-component.

7. The method according to claim 6, characterized in that, Also includes: Based on the overall level of stagnation and the preset overall threshold, generate stagnation warning information; And / or, Based on the degree of local jamming of any clutch sub-component and a preset local threshold, maintenance prompts for the sub-component are generated.

8. A clutch sticking detection device for a vehicle, characterized in that, include: The data acquisition unit is used to acquire the actual operating data of the target vehicle under the target operating conditions. The parameter processing unit is used to process the actual operating data to obtain the actual parameter values ​​of each performance parameter that characterizes the working state of the clutch. The standard determination unit is used to determine the standard parameter values ​​of each performance parameter based on the current vehicle condition data of the target vehicle, wherein the current vehicle condition data includes mileage and years of use; The deviation calculation unit is used to calculate the deviation rate between the actual parameter value and the corresponding standard parameter value of each performance parameter. The jamming detection unit is used to determine the jamming detection result of the clutch based on the deviation rate of each performance parameter.

9. An electronic device, comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that the processor executes the computer program stored in the memory to implement the steps of the clutch sticking detection method for a vehicle as described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the clutch sticking detection method for a vehicle as described in any one of claims 1 to 7.

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