CN113294456B - Clutch engagement process adjusting method and control method of hybrid vehicle - Google Patents
Clutch engagement process adjusting method and control method of hybrid vehicle Download PDFInfo
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- CN113294456B CN113294456B CN202110736244.6A CN202110736244A CN113294456B CN 113294456 B CN113294456 B CN 113294456B CN 202110736244 A CN202110736244 A CN 202110736244A CN 113294456 B CN113294456 B CN 113294456B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/106—Engine
- F16D2500/1066—Hybrid
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3065—Torque of the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3107—Vehicle weight
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50206—Creep control
- F16D2500/50209—Activation of the creep control operation
- F16D2500/50212—Accelerator pedal
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70422—Clutch parameters
- F16D2500/70426—Clutch slip
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention relates to the technical field of clutch combination control, in particular to a clutch engagement process adjusting method and a control method of a hybrid vehicle, wherein the clutch engagement process adjusting method comprises the steps of obtaining the current transmission speed ratio, the vehicle weight and the accelerator opening degree, and determining a sliding friction starting point, a sliding friction ending point and the engagement speed from the sliding friction starting point to the sliding friction ending point of a clutch; controlling the clutch to engage from a full disengagement point to a slip onset point at a first calibrated speed; controlling the clutch to engage from a toboggan starting point to a toboggan ending point at an engagement speed; the clutch is controlled to engage from the slip end point to the full engagement point at a second calibrated speed. According to the invention, the current transmission speed ratio, the vehicle weight and the accelerator opening are obtained, the sliding friction starting point and the sliding friction ending point of the clutch and the engaging speed between the sliding friction starting point and the sliding friction ending point are determined, and the engaging time of the clutch is shortened under the condition of ensuring the power smoothness.
Description
Technical Field
The invention relates to the technical field of clutch combination control, in particular to a clutch engagement process adjusting method and a control method of a hybrid vehicle.
Background
A clutch is one of the most critical components in a transmission to disconnect and engage the power link between the engine and the transmission.
The clutch experiences four points in sequence during engagement, namely a complete disengagement point, a slip friction starting point, a slip friction ending point and a complete engagement point. In the process from the sliding friction starting point to the sliding friction ending point, power is transmitted between the driving disk and the driven disk through the sliding friction, wherein the torque generated in the sliding friction process is a main factor causing overlarge impact or increased sliding friction in the clutch engagement process. Therefore, in the slipping and friction engaging process of the clutch, certain requirements are made on the engaging speed of the clutch, and if the engaging speed is too high, the phenomenon of overlarge impact in the starting process can be caused, so that the riding comfort of a vehicle is reduced; if the engagement speed is too slow, the slip work of the clutch may increase, thereby reducing the service life of the clutch.
Patent CN1737397A provides a clutch engagement control method based on fuzzy control technology, but does not consider the influence of different vehicle weights on the clutch engagement speed, and has a defect in the accuracy of the clutch engagement speed control.
Disclosure of Invention
The invention aims to provide a clutch engagement process adjusting method and a control method of a hybrid vehicle, which can shorten the engagement time of a clutch under the condition of ensuring the smoothness of power.
In order to achieve the purpose, the invention adopts the following technical scheme:
a clutch engagement process adjustment method, comprising the steps of:
s1, obtaining a current transmission speed ratio, a vehicle weight and an accelerator opening, and determining a sliding friction starting point and a sliding friction ending point of a clutch and a joint speed between the sliding friction starting point and the sliding friction ending point;
s2, controlling the clutch to be jointed to the sliding friction starting point from a complete separation point at a first calibration speed;
s3, controlling the clutch to be jointed from the slipping starting point to the slipping ending point at the jointing speed;
and S4, controlling the clutch to be engaged from the sliding friction ending point to a complete engagement point at a second calibration speed.
Preferably, the step S1 specifically includes obtaining the scrub start point through a first MAP, where input parameters of the first MAP include the transmission speed ratio, the vehicle weight, and the accelerator opening degree, and an output parameter includes a displacement between a complete disengagement point and the scrub start point.
Preferably, the step S1 specifically includes obtaining the toboggan end point through a second MAP, where input parameters of the second MAP include the transmission speed ratio, the vehicle weight, and the accelerator opening degree, and output parameters include a displacement between the toboggan start point and the toboggan end point.
Preferably, the step S1 specifically includes obtaining the engagement speed through a third MAP, where input parameters of the third MAP are the transmission speed ratio, the vehicle weight, and the accelerator opening degree, and output parameters are the engagement speed.
Preferably, when the motor drives the engine to rotate, the step S4 further includes:
judging whether the difference between the engine speed and the motor speed is smaller than a calibration threshold value or not;
if yes, controlling the clutch to leave the slipping end point and joint to a complete joint point;
if not, keeping the clutch at the sliding friction end point.
Preferably, the first calibration speed and the second calibration speed are both maximum values of the actuator execution speed.
A control method for a hybrid vehicle employs the clutch engagement process adjustment method described above when the vehicle is started and/or shifted.
Preferably, the control method of the hybrid vehicle further includes performing the motor torque compensation when performing step S3.
Preferably, the motor torque compensation specifically includes determining a clutch slip torque according to the clutch engagement position, further determining a value of the motor compensation torque, and performing the motor torque compensation with relative hysteresis.
Preferably, the motor torque compensation specifically includes calculating an engine acceleration according to a rotation speed of the engine, determining a clutch slip torque according to a current friction torque of the engine, further determining a value of the motor compensation torque, and performing relatively advanced motor torque compensation.
The invention has the beneficial effects that:
the clutch engagement process adjusting method provided by the invention determines the friction slip starting point, the friction slip ending point and the engagement speed between the friction slip starting point and the friction slip ending point of the clutch by acquiring the current transmission speed ratio, the vehicle weight and the accelerator opening, so that the engagement time of the clutch is shortened under the condition of ensuring the power smoothness.
According to the control method of the hybrid vehicle, the influence of the slip torque of the clutch on the impact degree is reduced through the torque compensation of the motor, and the power smoothness of the clutch is ensured.
Drawings
FIG. 1 is a graph of various scrub start, scrub end and engagement speeds during clutch engagement for various vehicle weights or transmission ratios or throttle opening in accordance with the present invention;
FIG. 2 is a compensated torque curve of a motor according to one embodiment of the present invention;
fig. 3 is a compensated torque curve of the motor according to the second embodiment of the present invention.
Detailed Description
The technical scheme of the invention is further explained by combining the attached drawings and the embodiment. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not to be construed as limiting the invention. It should be further noted that, for the convenience of description, only some but not all of the elements associated with the present invention are shown in the drawings.
In the description of the present invention, it should be noted that the terms "mounted," "connected," and "connected" are to be construed broadly and encompass, for example, both fixed and removable connections unless otherwise explicitly stated or limited; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless expressly stated or limited otherwise, the recitation of a first feature "on" or "under" a second feature may include the recitation of the first and second features being in direct contact, and may also include the recitation that the first and second features are not in direct contact, but are in contact via another feature between them. Also, the first feature "on," "above" and "over" the second feature may include the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is at a higher level than the second feature. "beneath," "under" and "beneath" a first feature includes the first feature being directly beneath and obliquely beneath the second feature, or simply indicating that the first feature is at a lesser elevation than the second feature.
The first embodiment is as follows:
a clutch is one of the most critical components in a transmission to disconnect and engage the power link between the engine and the transmission. The clutch engagement speed needs to be as short as possible to ensure the engagement time of the clutch under the condition of ensuring the power smoothness.
The invention provides a method for adjusting a clutch engagement process, which is characterized in that four successive points of the clutch in the engagement process are a complete separation point, a sliding friction starting point, a sliding friction ending point and a complete engagement point in turn. The stroke from the complete separation point to the sliding friction starting point is used for eliminating the clearance between the driving disk and the driven disk of the clutch, no sliding friction and no torque transmission are generated between the driving disk and the driven disk, and no impact and sliding friction work is generated, so that the clutch is controlled to be connected from the complete separation point to the sliding friction starting point at a first calibrated speed, preferably, the first calibrated speed is the maximum value of the execution speed of the actuator, the stroke is connected at the fastest speed, and the dynamic property of the vehicle is ensured. Similarly, in the section of the stroke from the sliding friction ending point to the complete combination point, the rotating speed difference between the driving disk and the driven disk of the clutch disappears, sliding friction does not occur between the driving disk and the driven disk, the transmitted torque is not the dynamic friction torque, and impact and sliding friction work are not generated, so the clutch is controlled to be combined from the sliding friction ending point to the complete combination point at a second calibrated speed, preferably, the second calibrated speed is the maximum value of the execution speed of the actuator, and the stroke is completed at the fastest speed, so that the dynamic property of the vehicle is ensured.
In the process of jointing from the sliding friction starting point to the sliding friction ending point, power is transmitted between the driving disk and the driven disk through the sliding friction, and torque generated in the sliding friction process is a main factor causing overlarge impact or increased sliding friction work in the clutch jointing process. Controlling the engagement speed of this stroke is critical to achieving smooth power and reducing clutch engagement time.
Wherein, T clutch Is the clutch slip torque, J ICE Is the engine moment of inertia, a is the vehicle acceleration,
is the friction torque and mechanical load of the engine. The larger the engine starting torque, the larger the vehicle acceleration, and as can be seen from equation (1), the larger the vehicle acceleration, the larger the clutch slip torque.
T clutch ·i·K-f vehicle ＝m v ·a (2)
Wherein f is vehicle Is the running resistance of the whole vehicle, m v Is vehicle weight, i is transmission ratio, and K is vehicle characteristic constant.
If the running resistance f of the whole vehicle is assumed vehicle Constant over a short period of time, derived from equation (2):
the change rate of the vehicle acceleration is the jerk, that is, an important evaluation index for evaluating the power smoothness, and it can be known from equation (3) that the greater the change rate of the clutch slip torque, the greater the jerk. Therefore, as can be seen from equations (1) to (3), the clutch engagement speed is too high, the change rate of the clutch slip torque is large, the shock level is large, the clutch engagement speed is too low, the friction work is increased, and the clutch wear is increased.
Therefore, it is important to control the engagement speed of the clutch to ensure smooth driving and to shorten the clutch engagement time. As can be seen from equation (3), since the jerk is dependent on the current vehicle weight and transmission speed ratio, the engagement speed of the clutch from the slip start point to the slip end point should be different for different vehicle weights or transmission speed ratios.
Since the accelerator opening degree is an important index reflecting the intention of the driver, the clutch's coast start point, coast end point, and engagement speed between the coast start point and the coast end point can be determined by acquiring the transmission speed ratio, the vehicle weight, and the accelerator opening degree. Specifically, a first MAP graph is established, wherein input parameters are a transmission speed ratio, a vehicle weight and an accelerator opening degree, and output parameters are displacement of a dynamic friction plate moving from a complete separation point to a sliding friction starting point; establishing a second MAP, wherein input parameters are a transmission speed ratio, a vehicle weight and an accelerator opening degree, and output parameters are displacement of the dynamic friction plate moving from a sliding friction starting point to a sliding friction ending point; a third MAP is constructed in which the input parameters are transmission speed ratio, vehicle weight, and accelerator opening, and the output parameter is engagement speed. More specifically, the transmission speed ratio, the vehicle weight and the accelerator opening are divided into different range sections, and each range section of the transmission speed ratio, the vehicle weight and the accelerator opening corresponds to different displacement of the sliding friction starting point, displacement of the sliding friction ending point and joint speed. Specifically, fig. 1 illustrates the difference in the scrub start point, the scrub end point, and the joining speed at different transmission ratios or vehicle weights or accelerator opening degrees, where P2 is the scrub start point and P3 is the scrub end point. It should be noted that different engagement speeds output according to different transmission speed ratios, vehicle weights and accelerator opening degrees form different engagement speed curves.
The method for adjusting the clutch engagement process provided by the invention comprises the following specific steps:
s1, obtaining a current transmission speed ratio, a vehicle weight and an accelerator opening degree, and determining a rubbing starting point, a rubbing ending point and a joint speed from the rubbing starting point to the rubbing ending point of a clutch;
s2, controlling the clutch to be jointed from a complete separation point to a sliding friction starting point at a first calibration speed;
s3, controlling the clutch to be engaged from the slipping starting point to the slipping ending point at the engaging speed;
and S4, controlling the clutch to be engaged from the sliding friction end point to the complete engagement point at a second calibrated speed.
Specifically, step S4 further includes:
judging whether the difference between the engine speed and the motor speed is smaller than a calibration threshold value or not;
if so, controlling the clutch to leave the sliding friction end point and joint to a complete joint point;
if not, the clutch is kept at the sliding friction end point.
Because the inertia is too large when the engine is started and the starting rotating speed is slow, the motor is usually adopted to drive the engine to start. And the flag that determines when the clutch is disengaged from the end point of the slip is: judging whether the difference of the rotating speeds between the engine and the motor is smaller than a calibration threshold value, if so, indicating that the speed regulation of the engine is finished, controlling the clutch to leave a sliding friction end point, and joining the clutch to a complete joint point at the fastest speed of the actuator; if the speed difference between the engine and the motor is smaller than the calibration threshold, the clutch is controlled to be connected to a complete combination point at the fastest speed of the actuator. Under the condition of ensuring the smooth dynamic property of the vehicle, the engaging time of the clutch is shortened as much as possible.
The invention also provides a control method of the hybrid vehicle, which adopts the clutch engagement process adjusting method when the vehicle starts and shifts gears, and can reduce the influence of the clutch friction torque on the impact degree if the compensation of the motor output torque is carried out timely as the impact degree is related to the clutch friction torque as can be known from the formula (4) and the formula (5).
(T motor -T clutch )·i·K-f vehicle ＝m v ·a (4)
Wherein, T motor Is the motor compensation torque.
If the impact tolerance is set to C:
if the formula (6) is satisfied, the value of the clutch slip torque needs to be determined in real time, the motor compensation torque also needs to be increased in real time, the value of the clutch slip torque is approximately equal to the clutch slip torque, and when the value of the clutch slip torque is increased to exceed the allowable increment of the motor compensation torque, the increase rate of the clutch slip torque or the change curve of the clutch slip torque needs to be judged, whether the magnitude of the clutch slip torque is in the allowable range needs to be judged, and the change rate of the clutch slip torque is made as small as possible.
In this embodiment, the motor torque compensation specifically includes roughly determining the clutch slip torque that has occurred at this time according to the engagement position of the clutch, thereby determining the value of the motor compensation torque, and performing the relatively delayed motor torque compensation.
Specifically, when the engine is in a reverse dragging starting state or the clutch is in a gear shifting down state, the torque required to be transmitted by the clutch comprises engine friction torque and rotation inertia torque, and the rotating speed acceleration requirement of the engine is alpha req And then:
obtaining the maximum value of the clutch power according to the maximum value of the clutch friction torque at the moment, keeping the maximum value of the clutch power according to a certain determined clutch engagement rule until the rotating speed of the engine reaches a certain required threshold value, judging that the engine is dragged backwards or the speed is regulated, and then quickly engaging the clutch.
When the clutch is shifted up, the rotating speed of the engine needs to be reduced, and then:
the maximum value of the clutch power is obtained according to the maximum value of the clutch friction torque at the moment, the maximum value of the clutch power can be kept until the rotating speed of the engine reaches a certain required threshold value according to a certain determined clutch engagement rule, the engine speed regulation is judged to be finished, and then the clutch is quickly engaged.
Therefore, when different transmission speed ratios and vehicle weights are adopted, the clutch slipping torque change curve can be judged according to the clutch engaging position, and then the relatively delayed motor torque compensation can be carried out. The motor torque compensation curve is shown in fig. 1, where P2 is a scrub start point, PS is a motor torque compensation start point, and P3 is a scrub end point.
The second embodiment:
the present embodiment is substantially the same as the first embodiment in the adjustment method of the clutch engagement process and the control method of the hybrid vehicle, except that the present embodiment calculates the acceleration of the engine according to the engine speed when performing the motor torque compensation, determines the clutch slip torque to be generated according to the current friction torque of the engine, determines the value of the motor compensation torque, and performs the relatively advanced motor torque compensation. Specifically, the motor torque compensation curve is shown in fig. 2, where P2 is a scrub start point, PS is a motor torque compensation start point, and P3 is a scrub end point.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (7)
1. A clutch engagement process adjustment method, characterized by comprising the steps of:
s1, obtaining a current transmission speed ratio, a vehicle weight and an accelerator opening, and determining a sliding friction starting point and a sliding friction ending point of a clutch and a joint speed between the sliding friction starting point and the sliding friction ending point;
s2, controlling the clutch to be jointed to the sliding friction starting point from a complete separation point at a first calibration speed;
s3, controlling the clutch to be jointed from the sliding friction starting point to the sliding friction ending point at the jointing speed;
s4, controlling the clutch to be engaged from the sliding friction ending point to a complete engagement point at a second calibration speed;
the step S1 specifically comprises the steps of obtaining the rubbing starting point through a first MAP, wherein input parameters of the first MAP are the transmission speed ratio, the vehicle weight and the accelerator opening degree, and output parameters are displacement between a complete separation point and the rubbing starting point;
the step S1 specifically includes obtaining the rubbing end point through a second MAP, where input parameters of the second MAP are the transmission speed ratio, the vehicle weight, and the accelerator opening, and output parameters are a displacement between a rubbing start point and a rubbing end point;
the step S1 specifically includes obtaining the engagement speed through a third MAP, where input parameters of the third MAP are the transmission speed ratio, the vehicle weight, and the accelerator opening degree, and output parameters are the engagement speed.
2. The method according to claim 1, wherein when the motor rotates the engine, the step S4 further includes:
judging whether the difference between the engine speed and the motor speed is smaller than a calibration threshold value or not;
if yes, controlling the clutch to leave the slipping end point and joint to a complete joint point;
if not, keeping the clutch at the sliding friction end point.
3. The method of claim 1, wherein the first calibrated speed and the second calibrated speed are each a maximum value of an actuator execution speed.
4. A control method of a hybrid vehicle, characterized in that the clutch engagement process adjustment method according to any one of claims 1-3 is employed at vehicle start-up and/or gear shifting.
5. The control method of a hybrid vehicle according to claim 4, characterized by further comprising performing motor torque compensation when performing step S3.
6. The control method of a hybrid vehicle according to claim 5, wherein the motor torque compensation specifically includes determining a clutch slip torque based on the clutch engagement position, and further determining a value of the motor compensation torque to perform the relatively delayed motor torque compensation.
7. The control method of the hybrid vehicle according to claim 5, wherein the motor torque compensation specifically comprises calculating an engine acceleration according to a rotation speed of the engine, determining a clutch slip torque according to a current friction torque of the engine, further determining a value of the motor compensation torque, and performing relatively advanced motor torque compensation.
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| CN113696882B (en) * | 2021-09-30 | 2023-12-15 | 潍柴动力股份有限公司 | Method and device for determining position of clutch sliding point and automobile |
| CN114228689B (en) * | 2021-12-29 | 2024-04-16 | 潍柴动力股份有限公司 | Clutch engagement position determining method and device |
| CN115534923B (en) * | 2022-12-06 | 2023-03-21 | 潍柴动力股份有限公司 | Clutch combination control method and device, hybrid vehicle and storage medium |
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| JP2814010B2 (en) * | 1990-06-11 | 1998-10-22 | 株式会社ゼクセル | Correction method of clutch operation control data |
| JP2003329064A (en) * | 2002-05-10 | 2003-11-19 | Yamaha Motor Co Ltd | Clutch-engagement control device |
| DE102006015896A1 (en) * | 2005-04-27 | 2007-05-03 | Continental Teves Ag & Co. Ohg | Method and device for detecting a coupling grinding point |
| CN100470075C (en) * | 2005-11-28 | 2009-03-18 | 比亚迪股份有限公司 | Control device and method for AMT vehicle control clutch engaging |
| JP2008185081A (en) * | 2007-01-29 | 2008-08-14 | Toyota Motor Corp | Clutch engaged state determination apparatus, gear determination apparatus, and shift indication apparatus |
| CN102278391B (en) * | 2011-06-28 | 2012-12-19 | 北京工业大学 | Control method of clutch based on revolving speed |
| CN104670221B (en) * | 2015-03-06 | 2017-02-01 | 奇瑞汽车股份有限公司 | Hybrid electric vehicle work mode switching process dynamic coordination control method |
| CN107100947B (en) * | 2017-05-15 | 2019-01-08 | 上海汽车变速器有限公司 | Wet-type dual-clutch half hitch chalaza self-learning optimization method and system |
| CN111002971B (en) * | 2019-12-30 | 2021-02-19 | 宁波吉利汽车研究开发有限公司 | Torque control method for starting clutch of engine of hybrid electric vehicle |
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