Method and device for determining clutch temperature and vehicle

Abstract

The application provides a clutch temperature determination method and device and a vehicle, and belongs to the technical field of vehicles. The method comprises the following steps: determining a target transmission torque of a clutch in a target working condition of the vehicle, the target working condition being used to indicate that the clutch is in a gear shifting process or in a gear slip state; determining a friction generated heat of the clutch based on a speed difference between a driving disc and a driven disc of the clutch and the target transmission torque; and determining a temperature of the clutch based on the friction generated heat and an estimated heat taken away by cooling oil of the clutch. The above method helps to improve the estimation accuracy of the clutch temperature in different driving scenarios, thereby helping to ensure the stability of the system in which the clutch is located.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, apparatus and vehicle for determining clutch temperature. Background Technology

[0002] Accurate temperature sensing of the clutch is crucial for ensuring reliable clutch operation and extending its service life. Early methods typically used temperature sensors to directly measure temperature rise changes near the clutch to determine if it was overheating.

[0003] However, temperature sensors have limitations in practical applications: their measurement accuracy is easily affected by external thermal radiation and electromagnetic interference, which can lead to large deviations in the obtained clutch temperature and affect the reliability of the system. Summary of the Invention

[0004] This application provides a method, apparatus, and vehicle for determining clutch temperature, which helps improve the estimation accuracy of clutch temperature under different driving scenarios, thereby helping to ensure the stability of the clutch system. The technical solution is as follows: On the one hand, a method for determining clutch temperature is provided, the method comprising: When the clutch is in a target operating condition, the target transmission torque of the clutch is determined. The target operating condition is used to indicate that the clutch is in the shifting process or in a slipping state. Based on the speed difference between the driving and driven discs of the clutch and the target transmitted torque, the frictional heat generated by the clutch is determined. The temperature of the clutch is determined based on the heat generated by friction and the estimated heat carried away by the cooling oil of the clutch.

[0005] In some embodiments, determining the target transmitted torque of the clutch when the clutch is in a target operating condition includes: When the target operating condition is the shifting process, the actual transmitted torque of the clutch is determined based on the current oil pressure and friction coefficient of the clutch. The current oil pressure is the real-time hydraulic oil pressure that controls the clutch clamping force. The friction coefficient is used to indicate the frictional resistance characteristics between the driving plate and the driven plate of the clutch. The actual transmitted torque is the magnitude of the torque that the clutch can transmit from the driving plate to the driven plate. The actual transmitted torque is determined as the target transmitted torque.

[0006] In some embodiments, the drive plate of the clutch is connected to the engine of the vehicle, and the transmitter is used to generate driving force and transmit the driving force to the clutch; Determining the target transmission torque of the clutch under target operating conditions includes: When the target operating condition is the slipping state in gear, the current output torque of the engine is determined based on the current operating parameters of the engine. The current output torque is the driving torque output by the engine and applied to the driven plate of the clutch. The current output torque of the engine is determined as the target transmitted torque.

[0007] In some embodiments, the method further includes: When the target gear of the clutch is inconsistent with the actual gear of the clutch, the target operating condition is determined to be the gear shifting process; When the target gear is the same as the actual gear and the speed difference is greater than a preset value, the target operating condition is determined to be the slipping state in gear.

[0008] In some embodiments, determining the frictional heat generated by the clutch based on the speed difference between the driving and driven discs of the clutch and the target transmitted torque includes: The frictional power of the clutch is determined based on the speed difference and the transmitted torque. The frictional power is multiplied by the duration of the clutch's current frictional state to obtain the heat generated by friction.

[0009] In some embodiments, determining the temperature of the clutch based on the heat generated by friction and the estimated heat carried away by the clutch's cooling oil includes: The difference between the heat generated by friction and the estimated heat carried away by the cooling oil is calculated to obtain the net heat. The temperature change of the clutch is determined based on the net heat, the mass of the clutch, and the specific heat capacity of the friction material of the clutch. The temperature of the clutch is obtained by summing the temperature value of the clutch at the previous moment with the temperature change.

[0010] In some embodiments, the method further includes: Obtain the clutch temperature and ambient temperature at the moment of power-down; If the interval between power-off and power-on is less than a preset time, the initial temperature of the clutch when power is on again is determined based on the clutch temperature at the time of power-off, the ambient temperature, and the interval. If the interval is not less than the preset duration, the ambient temperature at the time of re-energization will be used as the initial temperature of the clutch.

[0011] In some embodiments, the driving plate of the clutch is connected to the engine, and the transmitter is used to generate driving force and transmit the driving force to the clutch; the method further includes at least one of the following: When the temperature of the clutch exceeds a temperature threshold, the output torque of the engine is constrained. The amount of constrained output torque of the engine is positively correlated with the over-temperature amount, which is the value by which the temperature of the clutch exceeds the temperature threshold. If the temperature of the clutch exceeds the temperature threshold, the flow rate of cooling oil through the clutch is increased, and the increase in the cooling oil flow rate is positively correlated with the over-temperature.

[0012] On the other hand, a device for determining clutch temperature is provided, the device comprising: The first determining module is used to determine the target transmission torque of the clutch when the clutch is in a target operating condition, wherein the target operating condition is used to indicate that the clutch is in the gear shifting process or in a gear slipping state. The second determining module is used to determine the frictional heat generated by the clutch based on the speed difference between the driving plate and the driven plate of the clutch and the target transmitted torque. The third determining module is used to determine the temperature of the clutch based on the heat generated by friction and the estimated heat carried away by the cooling oil of the clutch.

[0013] In some embodiments, the first determining module is configured to, when the target operating condition is the gear shifting process, determine the actual transmitted torque of the clutch based on the current oil pressure and friction coefficient of the clutch, wherein the current oil pressure is the real-time hydraulic oil pressure controlling the clutch clamping force, the friction coefficient is used to indicate the frictional resistance characteristics between the driving plate and the driven plate of the clutch, and the actual transmitted torque is the magnitude of the torque that the clutch can transmit from the driving plate to the driven plate; and determine the actual transmitted torque as the target transmitted torque.

[0014] In some embodiments, the drive plate of the clutch is connected to the engine, and the transmitter is used to generate driving force and transmit the driving force to the clutch; The first determining module is configured to, under the condition that the target operating condition is the slipping state in gear, determine the current output torque of the engine based on the current operating parameters of the engine, wherein the current output torque is the driving torque output by the engine and applied to the driven plate of the clutch; and determine the current output torque of the engine as the target transmission torque.

[0015] In some embodiments, the apparatus further includes: The fourth determining module is used to determine the target operating condition as the shifting process when the target gear of the clutch is inconsistent with the actual gear of the clutch; and to determine the target operating condition as the slipping state in gear when the target gear is consistent with the actual gear and the speed difference is greater than a preset value.

[0016] In some embodiments, the second determining module is used to determine the frictional power of the clutch based on the speed difference and the transmitted torque; The frictional power is multiplied by the duration of the clutch's current frictional state to obtain the heat generated by friction.

[0017] In some embodiments, the third determining module is used to calculate the difference between the heat generated by friction and the estimated heat carried away by the cooling oil to obtain net heat; based on the net heat, the mass of the clutch, and the specific heat capacity of the clutch's friction material, to determine the temperature change of the clutch; and to sum the temperature value of the clutch at the previous moment with the temperature change to obtain the temperature of the clutch.

[0018] In some embodiments, the apparatus further includes: The first processing module is used to acquire the clutch temperature and ambient temperature at the moment of power-off; if the interval between power-off and power-on is less than a preset time, it determines the initial temperature of the clutch when power is re-energized based on the clutch temperature at the moment of power-off, the ambient temperature, and the interval; if the interval is not less than the preset time, it uses the ambient temperature when power is re-energized as the initial temperature of the clutch.

[0019] In some embodiments, the driving plate of the clutch is connected to the engine, and the transmitter is used to generate driving force and transmit the driving force to the clutch; the device further includes a second processing module for performing at least one of the following: When the temperature of the clutch exceeds a temperature threshold, the output torque of the engine is constrained. The amount of constrained output torque of the engine is positively correlated with the over-temperature amount, which is the value by which the temperature of the clutch exceeds the temperature threshold. If the temperature of the clutch exceeds the temperature threshold, the flow rate of cooling oil through the clutch is increased, and the increase in the cooling oil flow rate is positively correlated with the over-temperature.

[0020] On the other hand, a vehicle is provided, the vehicle including a main control module, the main control module including a processor and a memory, the memory being used to store at least one computer program, the at least one computer program being loaded and executed by the processor to implement the clutch temperature determination method in the embodiments of this application.

[0021] On the other hand, a computer-readable storage medium is provided, wherein at least one computer program is stored therein, the at least one computer program being loaded and executed by a processor to perform the operations performed by the clutch temperature determination method in the embodiments of this application.

[0022] On the other hand, a computer program product is provided, including a computer program stored in a computer-readable storage medium, a vehicle processor reading the computer program from the computer-readable storage medium, and the processor executing the computer program to cause the vehicle to perform the clutch temperature determination method provided in the above-described aspects or various alternative implementations of the above-described aspects.

[0023] This application provides a method for determining clutch temperature, which can obtain the real-time clutch temperature without relying on a temperature sensor. This avoids temperature signal deviations caused by external heat radiation, electromagnetic interference, or sensor damage, thus improving the system's reliability in harsh electromagnetic environments. Furthermore, by determining the target transmitted torque based on the clutch's actual operating conditions (gear shifting or slippage), subsequent frictional heat generation calculations can match the actual physical source of torque under different operating conditions. This helps improve the accuracy of clutch temperature estimation in various driving scenarios, thereby contributing to the stability of the clutch system. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the implementation environment of an information display method provided in an embodiment of this application; Figure 2 This is a flowchart of a method for determining clutch temperature according to an embodiment of this application; Figure 3 This is a flowchart of another method for determining clutch temperature according to an embodiment of this application; Figure 4 This is a schematic diagram of the calculation logic for heat generation by friction according to an embodiment of this application; Figure 5 This is a schematic diagram illustrating the calculation logic for the estimated heat carried away by cooling oil according to an embodiment of this application; Figure 6This is a schematic diagram illustrating the calculation logic of clutch temperature according to an embodiment of this application; Figure 7 This is a block diagram of a clutch temperature determination device according to an embodiment of this application; Figure 8 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0027] In this application, the terms "first," "second," etc., are used to distinguish identical or similar items with essentially the same function. It should be understood that there is no logical or temporal dependency between "first," "second," and "n," nor is there any limitation on the quantity or execution order.

[0028] In this application, the term "at least one" means one or more, and "multiple" means two or more.

[0029] It should be noted that the information (including but not limited to vehicle information), data (including but not limited to data used for analysis, data stored, data displayed), and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions.

[0030] The method for determining clutch temperature provided in this application is not limited to vehicle scenarios and can also be applied to other power transmission systems that include clutches. For example, this solution can be applied to scenarios requiring clutch temperature monitoring, such as construction machinery (e.g., excavators, loaders, bulldozers), agricultural machinery (e.g., tractors, harvesters), industrial equipment (e.g., presses, conveyors), marine power systems, and stationary generator sets. For ease of understanding, this application uses the determination of clutch temperature in a vehicle as an example for explanation. However, those skilled in the art should understand that this does not constitute a limitation on the scope of protection of this application, and the method provided in this application is equally applicable to other power transmission systems that include clutches.

[0031] Figure 1 This is a schematic diagram illustrating the implementation environment of a method for determining clutch temperature according to an embodiment of this application. See also... Figure 1The implementation environment includes a vehicle 10, which is equipped with an engine 101, a transmission 102, a clutch 103, a main control module 104, an engine management system 105, and related sensors 106. The output shaft of the engine 101 is connected to the driving plate of the clutch 103, and the driven plate of the clutch 103 is connected to the input shaft of the transmission 102. The power output by the engine 101 is transmitted to the wheels sequentially through the clutch 103 and the transmission 102.

[0032] In some embodiments, the main control module 104 is communicatively connected to the engine management system 105 and related sensors 106. The main control module 104 acquires signals such as the current oil pressure of the clutch 103, the speed difference between the driving and driven plates, the target gear position and the actual gear position, and the transmission oil temperature through the related sensors 106. The main control module 104 also acquires the current operating parameters of the engine 101 (including throttle opening and engine speed) through the engine management system 105. The main control module 104 determines whether the clutch 103 is currently in a shifting process or in a slipping state based on the consistency between the target gear position and the actual gear position and the speed difference. During shifting, the main control module 104 can determine the target transmission torque based on the current oil pressure and friction coefficient. In the slipping state, the main control module 104 can determine the target transmission torque based on the current operating parameters of the engine 101. Then, the main control module 104 determines the heat generated by friction based on the speed difference and the target transmission torque, and determines the temperature of the clutch 103 based on the estimated heat carried away by the cooling oil.

[0033] The main control module 104 may be a TCU (Transmission Control Unit), and this application embodiment does not limit this.

[0034] Figure 2 This is a flowchart of a method for determining clutch temperature according to an embodiment of this application, see Figure 2. In this embodiment, the method is described using a vehicle as an example. The method for determining clutch temperature includes the following steps: 201. When the clutch is in the target operating condition in the vehicle, determine the target transmission torque of the clutch. The target operating condition is used to indicate whether the clutch is in the gear shifting process or in a slipping state.

[0035] In this embodiment, the target operating condition refers to the specific working scenario of the clutch, including both the gear shifting process and the slippage state in gear. The gear shifting process refers to the transmission performing a gear change operation, at which point the clutch is in a controlled slippage state. The slippage state in gear refers to the transmission being in a gear but unexpected relative slippage still existing between the clutch's driving and driven plates. The target transmitted torque refers to the torque input used for subsequent friction heat generation calculations, and its value is related to the clutch's current target operating condition. The vehicle first identifies the clutch's current target operating condition, then determines the corresponding target transmitted torque based on this condition. Subsequent calculations of friction heat generation will be based on this target transmitted torque.

[0036] 202. The vehicle determines the heat generated by the friction of the clutch based on the speed difference between the driving and driven discs of the clutch and the target transmitted torque.

[0037] In this embodiment, the driving plate refers to the rotating component on the clutch connected to the engine output end, and the driven plate refers to the rotating component on the clutch connected to the transmission input end. The speed difference between the two reflects the current degree of clutch slippage. When there is a speed difference between the driving and driven plates and the transmitted torque is not zero, relative sliding will occur between the contact surfaces of the driving and driven plates, generating heat. Based on the target transmitted torque determined in step 201, and combined with the currently detected speed difference between the driving and driven plates, the vehicle calculates the frictional heat generated by the clutch during slippage using thermodynamic and kinematic relationships. This frictional heat is the main source of the clutch temperature rise.

[0038] 203. The vehicle determines the clutch temperature based on the heat generated by friction and the estimated heat carried away by the clutch cooling oil.

[0039] In this embodiment, the estimated heat carried away by the cooling oil refers to the approximate heat carried away from the clutch friction pair by the cooling oil flowing over the clutch surface through heat exchange during clutch operation. This estimated heat is related to factors such as the flow rate of the cooling oil, the oil temperature, and the temperature change of the cooling oil during its flow through the clutch. The vehicle determines this estimated heat based on relevant parameters of the cooling oil. It should be noted that this heat is not directly measured by sensors, but is determined by the vehicle through thermodynamic calculations based on relevant physical parameters of the cooling oil; hence, it is called "estimated heat"—but it is a definite value with clear physical basis and calculation logic, rather than an empirical estimate. The vehicle compares the friction-generated heat determined in step 202 with the estimated heat carried away by the cooling oil to obtain the current net heat of the clutch, and then determines the current temperature of the clutch based on this net heat. As the vehicle's operating conditions change, the above steps are executed periodically, thereby achieving continuous determination and updating of the clutch temperature.

[0040] This application provides a method for determining clutch temperature, which can obtain the real-time clutch temperature without relying on a temperature sensor. This avoids temperature signal deviations caused by external heat radiation, electromagnetic interference, or sensor damage, thus improving the system's reliability in harsh electromagnetic environments. Furthermore, by determining the target transmitted torque based on the clutch's actual operating conditions (gear shifting or slippage), subsequent frictional heat generation calculations can match the actual physical source of torque under different operating conditions. This helps improve the accuracy of clutch temperature estimation in various driving scenarios, thereby contributing to the stability of the vehicle system.

[0041] The above Figure 2 The diagram shown is merely the basic flow of this application. The following section will further elaborate on the solution provided in this application based on a specific implementation method. Figure 3 This is a flowchart of another method for determining clutch temperature according to an embodiment of this application. See also... Figure 3 In this embodiment, the method for determining the clutch temperature is illustrated using a vehicle as an example. The method includes the following steps: 301. When the clutch is in the target operating condition in the vehicle, determine the target transmission torque of the clutch. The target operating condition is used to indicate whether the clutch is in the gear shifting process or in a slipping state.

[0042] In this embodiment, the target transmitted torque refers to the torque input used for subsequent frictional heat generation calculations. The vehicle first identifies the current target operating condition of the clutch—that is, the gear shifting process or the gear slippage state—and then determines the corresponding target transmitted torque based on this operating condition. It should be noted that the physical source of the target transmitted torque differs under different operating conditions: during gear shifting, the clutch is in a controlled state, and its torque comes from oil pressure regulation; while in the gear slippage state, the clutch is in an unintended slipping state, and its torque comes from engine output. The vehicle uses appropriate methods to obtain the target transmitted torque according to the differences in operating conditions, so that the input parameters for subsequent heat generation calculations match the actual physical source of the torque under that operating condition.

[0043] In some embodiments, to accurately identify the target operating condition, the vehicle can determine this by comparing the target gear position of the clutch with the actual gear position. Specifically, if the target gear position and the actual gear position are inconsistent, it indicates that the transmission is performing a shift operation, and the vehicle determines the target operating condition as a shift process. If the target gear and the actual gear position are consistent, and the speed difference between the driving and driven discs is greater than a preset value, it indicates that the clutch has experienced unexpected relative slippage when it should be engaged, and the vehicle determines the target operating condition as a slipping state in gear. This determination method requires no additional hardware and can be completed using only existing gear and speed signals, providing a reliable basis for subsequent operating condition differentiation and differentiated torque values, and helping to improve the operating condition adaptability of the entire temperature calculation process.

[0044] Based on the determination of the target operating conditions, the vehicle adopts corresponding methods to determine the target transmitted torque for different operating conditions.

[0045] In some embodiments, when the target operating condition is a gear shift, the clutch is in a controlled slip friction state, and its transmitted torque is actively regulated by hydraulic pressure. The vehicle acquires the current hydraulic pressure and friction coefficient of the clutch, and based on the current hydraulic pressure and friction coefficient, determines the actual transmitted torque of the clutch, and sets the actual transmitted torque as the target transmitted torque. Here, the current hydraulic pressure is the real-time hydraulic oil pressure that controls the clutch clamping force. The friction coefficient is used to indicate the frictional resistance characteristics between the clutch's driving and driven plates. The actual transmitted torque is the magnitude of the torque that the clutch can transmit from the driving plate to the driven plate. Specifically, based on the current hydraulic pressure of the clutch, the vehicle determines the clamping force generated by the hydraulic pressure acting on the clutch piston; acquires the friction coefficient between the clutch's driving and driven plates; and multiplies the clamping force, friction coefficient, effective friction radius of the clutch, and number of friction pairs to obtain the actual transmitted torque of the clutch. Here, the effective friction radius is the location where the friction force is equivalently applied, determined by the inner and outer diameters of the friction plates. The number of friction pairs is the total number of contact surfaces of the driving and driven plates in the clutch disc.

[0046] The solution provided in this application embodiment is that during gear shifting, the clutch is in a controlled slip friction state, and its transmitted torque is actively adjusted by the oil pressure. This solution determines the actual torque value that the clutch can transmit based on the current oil pressure and friction coefficient, and matches this torque value with the operating condition characteristics, so that the calculation input of friction heat generation during gear shifting is more accurate, which helps to improve the accuracy of temperature estimation under this operating condition.

[0047] In some embodiments, when the target operating condition is slippage in gear, the clutch, which should be fully engaged, experiences unexpected passive slippage. In this case, the torque value calculated based on the hydraulic pressure model may not accurately reflect the actual external load acting on the clutch. The "hydraulic pressure model" refers to a mathematical model within the vehicle that describes the physical relationship between "clutch control hydraulic pressure" and "actual clutch torque." In this scenario, the vehicle acquires the engine's current operating parameters (such as throttle opening and engine speed) and determines the engine's current output torque based on these parameters. This current output torque is the driving torque output by the engine and applied to the driven plate of the clutch. The vehicle then determines the engine's current output torque as the target transmission torque. The clutch's driving plate is connected to the vehicle's engine, and the clutch's driven plate is connected to the vehicle's transmission.

[0048] The solution provided in this application addresses the issue of unexpected passive slippage occurring when the clutch, which should be fully engaged, experiences slippage during a slipping state. In this case, the torque value calculated based on the hydraulic pressure model fails to reflect the actual external load acting on the clutch. This solution obtains the engine's output and applies the driving torque to the clutch driven plate based on its operating parameters. By using this external physical quantity as the target transmitted torque, it avoids calculation errors in heat generation caused by inaccurate torque input, thus improving the reliability of temperature estimation under these extreme conditions.

[0049] 302. The vehicle determines the heat generated by the friction of the clutch based on the speed difference between the driving and driven discs of the clutch and the target transmitted torque.

[0050] In this embodiment, the speed difference refers to the difference in speed between the clutch driving plate (connected to the engine output) and the driven plate (connected to the transmission input), reflecting the current degree of clutch slippage. When a speed difference exists between the driving and driven plates and torque is transmitted, relative slippage occurs between the friction pairs, generating heat. Based on the target transmitted torque determined in step 301, and combined with the currently detected speed difference, the vehicle calculates the frictional heat generated by the clutch during slippage using thermodynamic and kinematic relationships. This frictional heat is the main source of the clutch temperature rise, and its magnitude is related to the product of the speed difference and the target transmitted torque: the larger the speed difference and the larger the transmitted torque, the more frictional heat is generated per unit time.

[0051] In calculating the heat generated by clutch friction, the vehicle first determines the clutch friction power based on the speed difference and transmitted torque. In engineering implementation, friction power can be expressed using the formula... The calculation yielded the following result. This is the speed difference (in revolutions per minute). Transmit torque (in Newton-meters) to the target. The friction power is measured in watts. After obtaining the friction power, the vehicle multiplies it by the duration of the clutch's current friction state to obtain the heat generated by friction. Since the vehicle executes this scheme cyclically at fixed time intervals (typically in the millisecond range, such as 10 or 20 milliseconds), this "duration" can be a complete calculation cycle. By multiplying the power by the time, the accumulated friction heat within that cycle can be obtained. The scheme provided in this application decomposes the heat generation calculation into the product of power and time, which matches the physical nature of the clutch slippage process. This helps improve the accuracy of friction heat generation calculation under dynamic operating conditions and provides a more reliable heat input for subsequent temperature updates.

[0052] For example, Figure 4 This is a schematic diagram illustrating the calculation logic for heat generation through friction, according to an embodiment of this application. See also... Figure 4 When calculating the heat generated by clutch friction, the engine speed and the transmission input shaft speed are first obtained. The two are then subtracted and the absolute value is taken to obtain the closed slip speed (i.e., the absolute value of the speed difference) between the clutch driving plate and driven plate. This slip speed is then used in subsequent calculations after being limited.

[0053] The logic for limiting the slip speed is as follows: when the slip speed is less than or equal to the preset lower limit of slip speed error, the slip speed is set to the lower limit (i.e., the lower limit of slip speed error is taken); when the slip speed is greater than or equal to the preset upper limit of slip speed error, the slip speed is set to the upper limit (i.e., the upper limit of slip speed error is taken); when the slip speed is between the two, the actual calculated value is taken. This limiting judgment can avoid deviations in heat generation calculations caused by abnormal fluctuations in the speed signal.

[0054] Simultaneously, the current status information of the clutch is acquired, including but not limited to whether the clutch is engaged and whether the clutch oil pressure has reached the clamping force threshold (i.e., the condition indicated by the p signal in the figure). These signals, along with the slip speed limit judgment result, are input into the FLG module. The FLG (Flag) is the enable control module for friction heat generation calculation, used to comprehensively determine whether the current calculation cycle allows for friction heat generation calculation. Specifically, the FLG module logically combines multiple input conditions (including the AND and OR logic shown in the figure). When conditions such as the clutch being engaged, the oil pressure meeting the clamping force threshold, and the slip speed being within a preset reasonable range are all met, the FLG outputs a valid enable signal (Y), allowing the multiplication module to multiply the slip speed by the actual clutch torque and perform subsequent heat generation calculations. When any condition is not met, the FLG outputs an invalid signal (N), prohibiting heat generation calculation and setting the friction heat generation for the current cycle to zero, thereby avoiding invalid calculations under unsuitable conditions such as clutch disengagement, insufficient clamping force, or slip exceeding a reasonable range.

[0055] When the FLG outputs a valid enable signal, the slip speed after amplitude limiting is multiplied by the actual clutch torque, and then multiplied by the rotational motion power conversion factor (2π / 60) to obtain the clutch friction power. Subsequently, the friction power is multiplied by the sample time (i.e., the duration of one calculation cycle), and then divided by 1000 (used to convert the unit from watts to kilowatts) to obtain the clutch slip heat during that sample time. Through the above calculation method, the friction heat generated by the clutch due to slippage during the current calculation cycle can be obtained.

[0056] 303. Estimated heat carried away by the cooling oil of the vehicle's clutch.

[0057] In this embodiment, the estimated heat carried away by the cooling oil refers to the heat absorbed and carried away by the cooling oil from the clutch friction pair through heat exchange as it flows over the clutch surface. During clutch operation, the clutch temperature rises due to frictional heat generation, while the temperature of the transmission oil flowing over the clutch surface is relatively low, creating a temperature difference. Heat is transferred from the clutch to the cooling oil and carried away by the cooling oil. The amount of heat carried away depends on the temperature change of the cooling oil during its flow over the clutch, the mass of the cooling oil involved in heat exchange, and the specific heat capacity of the oil itself. Based on the above physical parameters, the vehicle determines this estimated heat through thermodynamic calculations. This estimation is based on a well-defined physical model and measurable / calculable input quantities.

[0058] In some embodiments, the estimated heat carried away by the cooling oil is determined according to the formula. It is confirmed that, among them, In order to cool the oil's specific heat capacity, The mass of cooling oil flowing through the clutch oil passage during the calculation cycle. This represents the temperature change of the cooling oil before and after it flows through the clutch. Specifically, the vehicle first calculates the volumetric flow rate through the clutch oil passage using the orifice diameter parameters and current oil pressure, based on the orifice flow rate formula from fluid mechanics. Multiplying the volumetric flow rate by the duration of the calculation cycle yields the volume of cooling oil flowing through the clutch during that cycle. Then the volume Multiply by the density of the transmission fluid That is, according to the formula Calculate the mass of the cooling oil .in, This is the difference between the temperature of the cooling oil when it enters the clutch and the temperature when it leaves the clutch. This difference reflects the temperature rise of the cooling oil as it absorbs heat while flowing through the clutch. Since the temperature of the cooling oil after leaving the clutch is difficult to measure directly, in engineering implementation... An approximation is made using the difference between the current clutch temperature and the transmission fluid temperature—that is, assuming sufficient heat exchange between the cooling oil and the clutch, the temperature upon disengagement approaches the current clutch temperature, therefore the temperature rise is approximately equal to the difference between the two. Based on this, the specific heat capacity of the oil is considered. This allows for the calculation of the estimated heat carried away by the cooling oil from the clutch during the calculation cycle. .

[0059] In other embodiments, the estimated heat carried away by the cooling oil can also be calculated by multiplying the heat dissipation power by time. Specifically, the vehicle first calculates the real-time cooling power based on the clutch temperature of the previous calculation cycle, the oil temperature detected in real time by the transmission oil temperature sensor, the volumetric flow rate of the cooling oil, the oil density, and the specific heat capacity of the oil. Then, the cooling power is multiplied by the duration of the calculation cycle to obtain the heat carried away by the cooling oil during that cycle. The real-time cooling power is calculated using the formula... calculate, This refers to the mass flow rate of the cooling oil (i.e., the mass of oil flowing through the clutch per unit time). This refers to the specific heat capacity of the oil. The clutch temperature from the previous calculation cycle. This refers to the transmission oil temperature. In this formula, This refers to the temperature difference between the clutch and the cooling oil. The greater the temperature difference, the more heat the cooling oil carries away per unit time. (This relates to the cooling power...) Multiplying this by the duration of the calculation cycle yields the total heat carried away by the cooling oil during that cycle. Because In These are known values ​​calculated in the previous period. The difference between the measured values ​​from the sensor and the actual values ​​can be obtained directly, enabling the calculation of cooling power to be performed in real time during each control cycle.

[0060] It should be noted that both of the above calculation methods are essentially based on the first law of thermodynamics. This is a modified application. The heat carried away by the cooling oil is a crucial component of clutch thermal balance, and the accuracy of its calculation directly affects the reliability of the final temperature estimate. The vehicle performs the above steps in each calculation cycle, obtaining the heat carried away by the cooling oil during that cycle by measuring or calculating the mass (or mass flow rate) of the cooling oil and the temperature difference between the clutch and the oil (or the temperature rise of the oil itself). This provides input for determining the current clutch temperature in subsequent steps.

[0061] For example, Figure 5 This is a schematic diagram illustrating the calculation logic for the estimated heat carried away by cooling oil according to an embodiment of this application. See also... Figure 5When calculating the heat carried away by the cooling oil, the following input parameters are obtained: transmission oil temperature, clutch temperature in the previous calculation cycle, oil pressure, sample time, lubrication coefficient, cooling oil heat capacity, and cooling oil density. The transmission oil temperature is acquired in real-time by an oil temperature sensor; the clutch temperature in the previous cycle is the clutch temperature value determined in the previous calculation cycle; the oil pressure is the real-time oil pressure in the current clutch cooling oil passage; the sample time is the duration of one calculation cycle; and the lubrication coefficient is used to filter the transmission oil temperature data to eliminate signal noise. The calculation logic for the heat carried away by the cooling oil is as follows: First, the volume of cooling oil flowing through the clutch oil passage is determined based on the oil pressure and sample time. The oil pressure (MPa) determines the flow rate of the cooling oil in the oil passage. Combined with the sample time (i.e., the duration of one calculation cycle), the volume of cooling oil flowing through the clutch oil passage in that cycle can be calculated. Then, this volume is multiplied by the cooling oil density (i.e., the density of the lubricating oil in the figure) to obtain the mass of cooling oil participating in heat exchange in that cycle. Next, the temperature difference between the transmission oil temperature and the clutch temperature from the previous cycle is calculated. This temperature difference reflects the driving force of heat exchange between the clutch and the cooling oil—the greater the temperature difference, the more heat a unit mass of cooling oil carries away when flowing through the clutch. Then, the mass of the cooling oil is multiplied by its heat capacity (i.e., "Lubricating Oil Heat Capacity" in the diagram), and then multiplied by the temperature difference to obtain the amount of heat carried away by the cooling oil from the clutch during that calculation cycle.

[0062] It should be noted that, Figure 5 The "Lubrication Coefficient" module filters the transmission oil temperature signal to eliminate high-frequency noise or instantaneous fluctuations in the sensor signal. This prevents significant fluctuations in the calculation of heat carried away by the cooling oil due to sudden changes in the oil temperature signal, thereby improving the stability of the calculation results. This calculation process is repeated in each calculation cycle to continuously obtain the heat carried away by the cooling oil from the clutch, providing input for subsequent updates to the clutch temperature calculation.

[0063] 304. The vehicle determines the clutch temperature based on the heat generated by friction and the estimated heat carried away by the clutch cooling oil.

[0064] In this embodiment, the vehicle uses the frictional heat generated in step 302 as the heat input to the clutch (i.e., the source of temperature rise), and the heat carried away by the cooling oil in step 303 as the heat dissipated by the clutch (i.e., the source of cooling). The net heat change of the clutch within the calculation cycle is obtained by combining both, and then the current temperature of the clutch is determined by combining the clutch's thermal capacity characteristics. This process simulates the energy balance of the clutch during operation—frictional heat generation raises the clutch temperature, while cooling oil dissipates heat, lowering the clutch temperature. The difference between the two determines the actual direction and magnitude of the clutch temperature change.

[0065] In calculating the clutch temperature, the vehicle first calculates the difference between the heat generated by friction and the estimated heat carried away by the cooling oil, obtaining the net heat. A positive net heat indicates that the clutch gains more heat from friction than the cooling oil carries away during that cycle, and the clutch temperature will rise; a negative net heat indicates that the cooling oil carries away more heat than friction, and the clutch temperature will fall. Then, based on the net heat, the clutch's mass, and the specific heat capacity of the clutch's friction materials, the vehicle determines the clutch temperature change. Specifically, the temperature change... ,in, Net calories, The total mass of the clutch participating in heat exchange. The specific heat capacity of the clutch friction material. The clutch's heat capacity represents the amount of heat absorbed by the clutch to raise its temperature by one unit. Finally, the vehicle sums the clutch's temperature value at the previous moment with the temperature change to obtain the clutch's temperature. Since the vehicle executes this scheme cyclically at fixed time intervals (typically in the millisecond range, such as 10 or 20 milliseconds), the "previous moment" refers to the moment corresponding to the previous calculation cycle.

[0066] The solution provided in this application obtains the net heat by subtracting the heat generated by friction from the estimated heat carried away by the cooling oil, and then determines the temperature change by combining the clutch mass and the specific heat capacity of the friction material. Finally, the temperature at the previous moment is summed with the change to obtain the current temperature, forming a complete recursive calculation logic. This allows the temperature change process over time to be continuously tracked in each control cycle, which helps to improve the consistency and dynamic response capability of temperature estimation.

[0067] For example, Figure 6 This is a schematic diagram illustrating the calculation logic for clutch temperature according to an embodiment of this application. See also... Figure 6When calculating the current clutch temperature, the system first obtains input parameters such as the clutch temperature, oil temperature, clutch slip heat, and cooling oil heat from the previous calculation cycle. The clutch temperature from the previous cycle is the clutch temperature value determined in the previous calculation cycle. The oil temperature is obtained in real-time through the transmission oil temperature sensor. The clutch slip heat is the frictional heat generated in the aforementioned calculation step, and the cooling oil heat is the heat dissipation value obtained in the aforementioned calculation step, where the cooling oil carries away heat. The calculation logic for the clutch temperature is as follows: First, the clutch slip heat is subtracted from the cooling oil heat to obtain the net heat of the clutch in the current calculation cycle. A positive net heat value indicates that the clutch absorbs more heat from friction than the cooling oil carries away, resulting in a temperature increase; a negative value indicates that the cooling oil carries away more heat than the frictional heat, resulting in a temperature decrease. Secondly, the clutch mass (i.e., "clutch mass" in the diagram) and the specific heat capacity of the clutch friction material are obtained, and multiplied by these two values ​​to obtain the clutch heat capacity (i.e., "clutch heat capacity" in the diagram). This heat capacity represents the amount of heat absorbed by the clutch to raise its temperature by one unit. Then, the net heat is divided by the clutch's heat capacity to obtain the clutch's temperature change during the current calculation cycle. Finally, the clutch's temperature from the previous calculation cycle is added to this temperature change to obtain the clutch's temperature in the current calculation cycle.

[0068] The calculated current clutch temperature needs to be processed by the MAX module before output. The MAX module performs a maximum value operation, comparing the calculated clutch temperature with the current transmission oil temperature and taking the larger value as the final clutch temperature output. This MAX module ensures that the calculated current clutch temperature is not lower than the current oil temperature, conforming to the physical law that the clutch's lower limit under the influence of cooling oil is the oil temperature, and it cannot fall below it. By repeating this calculation method in each calculation cycle, continuous real-time tracking and updating of the clutch temperature can be achieved.

[0069] Furthermore, when the vehicle performs the aforementioned temperature calculation for the first time, an initial temperature value needs to be set for the clutch as the starting point for the recursive calculation. In some embodiments, the vehicle acquires the clutch temperature at the moment the vehicle is powered off and the ambient temperature during the vehicle's parking period; and records the interval between the vehicle being powered off and powered on again. If the interval is less than a preset duration, it indicates that the vehicle has been off for a short time and the clutch still has residual heat. In this case, the vehicle determines the initial clutch temperature when the vehicle is powered on again based on the clutch temperature at the time of power-off, the ambient temperature, and the interval. The vehicle can utilize a thermodynamic cooling model (such as the exponential decay model based on Newton's law of cooling). ,in, The clutch temperature when powered off. For ambient temperature, The interval time, The thermal time constant of the clutch. The initial temperature of the clutch when the vehicle is powered on is used to determine the initial temperature of the clutch when the vehicle is powered on again. If the interval is not less than the preset time, it indicates that the vehicle has been off for a long time and the clutch has cooled sufficiently to the ambient temperature. The ambient temperature when the vehicle is powered on again can be directly used as the initial temperature of the clutch.

[0070] The solution provided in this application determines the initial clutch temperature based on the duration of the interval after the vehicle is turned off: for short-term shutdown, the cooling curve is estimated based on the power-off temperature, ambient temperature, and interval; for long-term shutdown, the ambient temperature is used directly, making the initial temperature setting closer to the actual physical reality. This method helps avoid affecting the initial accuracy of the temperature recursion calculation after power-on due to excessive initial temperature deviation, allowing the temperature estimation to enter the accurate range more quickly after the vehicle is restarted.

[0071] In some embodiments, after determining the current temperature of the clutch, the vehicle can also implement corresponding protection strategies based on that temperature. Specifically, if the clutch temperature exceeds a temperature threshold, indicating a risk of overheating, the vehicle restricts the engine's output torque to reduce the external load applied to the clutch, thereby reducing frictional heat generation. The amount of engine output torque restriction is positively correlated with the over-temperature amount, which is the value by which the clutch temperature exceeds the temperature threshold. That is, the greater the over-temperature, the stronger the torque restriction; the smaller the over-temperature, the weaker the torque restriction. When the clutch temperature exceeds the temperature threshold, the vehicle can also increase the flow rate of cooling oil through the clutch to improve heat dissipation efficiency. The increase in cooling oil flow rate is positively correlated with the over-temperature. That is, the greater the over-temperature, the greater the increase in cooling flow rate; the smaller the over-temperature, the smaller the increase in cooling flow rate.

[0072] The solution provided in this application dynamically adjusts the degree of constraint on engine output torque and / or the increase in cooling oil flow based on the magnitude of the over-temperature when the clutch temperature exceeds the limit. This ensures that the strength of the protection action matches the severity of the over-temperature; the greater the over-temperature, the stronger the constraint and the more cooling, and vice versa. This dynamic correlation helps avoid the problem of fixed protection strategies excessively interfering with the driving experience during minor over-temperature and insufficient protection during major over-temperature, thus improving the rationality and adaptability of the temperature protection strategy.

[0073] Figure 7 This is a block diagram of a clutch temperature determination device according to an embodiment of this application. This clutch temperature determination device is used to perform the steps of the clutch temperature determination method described above, see [link to relevant documentation]. Figure 7 The device includes: The first determining module 701 is used to determine the target transmission torque of the clutch when the clutch is in a target operating condition. The target operating condition is used to indicate that the clutch is in the shifting process or in a slipping state. The second determining module 702 is used to determine the frictional heat generated by the clutch based on the speed difference between the driving plate and the driven plate of the clutch and the target transmitted torque. The third determining module 703 is used to determine the temperature of the clutch based on the heat generated by friction and the estimated heat carried away by the clutch's cooling oil.

[0074] In some embodiments, the first determining module 701 is used to determine the actual transmitted torque of the clutch based on the current oil pressure and friction coefficient of the clutch when the target operating condition is a gear shifting process. The current oil pressure is the real-time hydraulic oil pressure that controls the clutch clamping force, the friction coefficient is used to indicate the frictional resistance characteristics between the clutch's driving plate and driven plate, and the actual transmitted torque is the magnitude of the torque that the clutch can transmit from the driving plate to the driven plate; and the actual transmitted torque is determined as the target transmitted torque.

[0075] In some embodiments, the drive plate of the clutch is connected to the engine, and the transmitter is used to generate driving force and transmit the driving force to the clutch; The first determining module 701 is used to determine the current output torque of the engine based on the current operating parameters of the engine when the target operating condition is slipping in gear. The current output torque is the driving torque output by the engine and applied to the driven plate of the clutch; and to determine the current output torque of the engine as the target transmission torque.

[0076] In some embodiments, the apparatus further includes: The fourth determination module is used to determine the target operating condition as a gear shifting process when the target gear of the clutch is inconsistent with the actual gear of the clutch; and to determine the target operating condition as a slipping state when the target gear is consistent with the actual gear and the speed difference is greater than a preset value.

[0077] In some embodiments, the second determining module 702 is used to determine the frictional power of the clutch based on the speed difference and the transmitted torque; Multiply the frictional power by the duration of the clutch's current frictional state to obtain the heat generated by friction.

[0078] In some embodiments, the third determining module 703 is used to calculate the difference between the heat generated by friction and the estimated heat carried away by the cooling oil to obtain the net heat; based on the net heat, the mass of the clutch, and the specific heat capacity of the clutch's friction material, to determine the temperature change of the clutch; and to sum the temperature value of the clutch at the previous moment with the temperature change to obtain the temperature of the clutch.

[0079] In some embodiments, the apparatus further includes: The first processing module is used to obtain the clutch temperature and ambient temperature at the moment of power-off; if the interval between power-off and power-on is less than a preset time, it determines the initial temperature of the clutch when power is on again based on the clutch temperature, ambient temperature and interval time at the moment of power-off; if the interval time is not less than the preset time, it uses the ambient temperature when power is on again as the initial temperature of the clutch.

[0080] In some embodiments, the clutch's driving plate is connected to the engine, the transmitter generates driving force and transmits the driving force to the clutch, and the device further includes a second processing module for performing at least one of the following: When the clutch temperature exceeds the temperature threshold, the engine output torque is constrained. The amount of constrained engine output torque is positively correlated with the over-temperature amount, which is the value by which the clutch temperature exceeds the temperature threshold. When the clutch temperature exceeds the temperature threshold, the flow rate of cooling oil through the clutch is increased, and the increase in cooling oil flow rate is positively correlated with the over-temperature.

[0081] This application provides a device for determining clutch temperature. It obtains the real-time clutch temperature without relying on a temperature sensor, avoiding temperature signal deviations caused by external heat radiation, electromagnetic interference, or sensor damage, thus improving system reliability in harsh electromagnetic environments. Simultaneously, by determining the target transmitted torque based on the actual operating conditions of the clutch (gear shifting or slippage), subsequent frictional heat generation calculations can match the actual physical source of torque under different operating conditions. This helps improve the accuracy of clutch temperature estimation in different driving scenarios, thereby ensuring the stability of the clutch system.

[0082] It should be noted that the clutch temperature determination device provided in the above embodiments is only an example of the division of the functional modules described above when calculating the clutch temperature on any machine. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the clutch temperature determination device and the clutch temperature determination method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process can be found in the method embodiments, which will not be repeated here.

[0083] Figure 8 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application.

[0084] Typically, the server 800 includes: a main control module 801, a CAN interface 802, a hard-wired input interface 803, and a hard-wired output interface 804. The main control module 801 is connected to the CAN interface 802, the hard-wired input interface 803, and the hard-wired output interface 804.

[0085] The main control module 801 typically includes a processor and memory. The processor may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor can be implemented using at least one hardware form of DSP, FPGA, or PLA. The processor may also include a main processor and a coprocessor. The main processor, also known as the CPU, is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the vehicle's display screen. In some embodiments, the processor may also include an AI processor, which is used to handle computational operations related to machine learning. The memory may include one or more computer-readable storage media, which may be non-transitory. The memory may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory is used to store at least one computer program, which is executed by the processor to implement the clutch temperature determination method provided in the method embodiments of this application.

[0086] The CAN interface 802 may include a powertrain CAN interface, a motor CAN interface, and a diagnostic CAN interface. The powertrain CAN interface is used to communicate with the vehicle's powertrain module, the motor CAN interface is used to communicate with the vehicle's motor controller, and the diagnostic CAN interface is used to communicate with diagnostic equipment.

[0087] The hard-wired input interface 803 is used to receive hard-wired control signals. The hard-wired output interface 804 is used to send control commands to the vehicle's electronic control components, causing them to perform corresponding actions. These electronic control components include a power management system, a motor controller, an on-board charger, and a body control system.

[0088] The main control module 801 can communicate with the vehicle's powertrain module, motor controller, and diagnostic equipment via the CAN interface 802, and generate control commands based on the hard-wired control signals received by the hard-wired input interface 803, so as to send the control commands to the vehicle's electronic control components via the hard-wired output interface 804.

[0089] Those skilled in the art will understand that Figure 8 The structure shown does not constitute a limitation on vehicle 800 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0090] This application also provides a computer-readable storage medium storing at least one computer program. This computer program is loaded and executed by a processor of an electronic device to implement the operations performed by the electronic device in the clutch temperature determination method of the above embodiments. For example, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device, etc.

[0091] This application also provides a computer program product, including a computer program loaded and executed by a processor to implement the clutch temperature determination method as described in the above embodiments.

[0092] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware, or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0093] The above are merely optional embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for determining clutch temperature, characterized in that, The method includes: When the clutch is in a target operating condition, the target transmission torque of the clutch is determined. The target operating condition is used to indicate that the clutch is in the shifting process or in a slipping state. Based on the speed difference between the driving and driven discs of the clutch and the target transmitted torque, the frictional heat generated by the clutch is determined. The temperature of the clutch is determined based on the heat generated by friction and the estimated heat carried away by the cooling oil of the clutch.

2. The method according to claim 1, characterized in that, Determining the target transmission torque of the clutch under target operating conditions includes: When the target operating condition is the shifting process, the actual transmitted torque of the clutch is determined based on the current oil pressure and friction coefficient of the clutch. The current oil pressure is the real-time hydraulic oil pressure that controls the clutch clamping force. The friction coefficient is used to indicate the frictional resistance characteristics between the driving plate and the driven plate of the clutch. The actual transmitted torque is the magnitude of the torque that the clutch can transmit from the driving plate to the driven plate. The actual transmitted torque is determined as the target transmitted torque.

3. The method according to claim 1, characterized in that, The drive plate of the clutch is connected to the engine, and the transmitter is used to generate driving force and transmit the driving force to the clutch; Determining the target transmission torque of the clutch under target operating conditions includes: When the target operating condition is the slipping state in gear, the current output torque of the engine is determined based on the current operating parameters of the engine. The current output torque is the driving torque output by the engine and applied to the driven plate of the clutch. The current output torque of the engine is determined as the target transmitted torque.

4. The method according to claim 1, characterized in that, The method further includes: When the target gear of the clutch is inconsistent with the actual gear of the clutch, the target operating condition is determined to be the gear shifting process; When the target gear is the same as the actual gear and the speed difference is greater than a preset value, the target operating condition is determined to be the slipping state in gear.

5. The method according to claim 1, characterized in that, The determination of frictional heat generated by the clutch based on the speed difference between the driving and driven discs of the clutch and the target transmitted torque includes: The frictional power of the clutch is determined based on the speed difference and the transmitted torque. The frictional power is multiplied by the duration of the clutch's current frictional state to obtain the heat generated by friction.

6. The method according to claim 1, characterized in that, Determining the clutch temperature based on the heat generated by friction and the estimated heat carried away by the clutch's cooling oil includes: The difference between the heat generated by friction and the estimated heat carried away by the cooling oil is calculated to obtain the net heat. The temperature change of the clutch is determined based on the net heat, the mass of the clutch, and the specific heat capacity of the friction material of the clutch. The temperature of the clutch is obtained by summing the temperature value of the clutch at the previous moment with the temperature change.

7. The method according to claim 1, characterized in that, The method further includes: Obtain the clutch temperature and ambient temperature at the moment of power-down; If the interval between power-off and power-on is less than a preset time, the initial temperature of the clutch when power is on again is determined based on the clutch temperature at the time of power-off, the ambient temperature, and the interval. If the interval is not less than the preset duration, the ambient temperature at the time of re-energization will be used as the initial temperature of the clutch.

8. The method according to claim 1, characterized in that, The clutch's drive plate is connected to the engine, and the transmitter generates driving force and transmits the driving force to the clutch; the method further includes at least one of the following: When the temperature of the clutch exceeds a temperature threshold, the output torque of the engine is constrained. The amount of constrained output torque of the engine is positively correlated with the over-temperature amount, which is the value by which the temperature of the clutch exceeds the temperature threshold. If the temperature of the clutch exceeds the temperature threshold, the flow rate of cooling oil through the clutch is increased, and the increase in the cooling oil flow rate is positively correlated with the over-temperature.

9. A device for determining clutch temperature, characterized in that, The device includes: The first determining module is used to determine the target transmission torque of the clutch when the clutch is in a target operating condition, wherein the target operating condition is used to indicate that the clutch is in the gear shifting process or in a gear slipping state. The second determining module is used to determine the frictional heat generated by the clutch based on the speed difference between the driving plate and the driven plate of the clutch and the target transmitted torque. The third determining module is used to determine the temperature of the clutch based on the heat generated by friction and the estimated heat carried away by the cooling oil of the clutch.

10. A vehicle, characterized in that, The vehicle includes a main control module, which includes a processor and a memory. The memory is used to store at least one computer program, which is loaded and executed by the processor using the method for determining the clutch temperature according to any one of claims 1 to 8.

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