CN114215861B - Intelligent clutch adjusting method, device, equipment and storage medium - Google Patents

Intelligent clutch adjusting method, device, equipment and storage medium Download PDF

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Publication number
CN114215861B
CN114215861B CN202111526984.3A CN202111526984A CN114215861B CN 114215861 B CN114215861 B CN 114215861B CN 202111526984 A CN202111526984 A CN 202111526984A CN 114215861 B CN114215861 B CN 114215861B
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China
Prior art keywords
state
clutch
rotation speed
target clutch
coupling point
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CN202111526984.3A
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Chinese (zh)
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CN114215861A (en
Inventor
刘义强
井俊超
杨俊�
班广
吴杰
杨桂康
王瑞平
肖逸阁
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yiwu Geely Automatic Transmission Co ltd
Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Royal Engine Components Co Ltd
Aurora Bay Technology Co Ltd
Original Assignee
Yiwu Geely Automatic Transmission Co ltd
Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Royal Engine Components Co Ltd
Aurora Bay Technology Co Ltd
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Application filed by Yiwu Geely Automatic Transmission Co ltd, Zhejiang Geely Holding Group Co Ltd, Ningbo Geely Royal Engine Components Co Ltd, Aurora Bay Technology Co Ltd filed Critical Yiwu Geely Automatic Transmission Co ltd
Priority to CN202111526984.3A priority Critical patent/CN114215861B/en
Publication of CN114215861A publication Critical patent/CN114215861A/en
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Classifications

    • 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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • F16D25/14—Fluid pressure control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • F16H2061/062—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for controlling filling of clutches or brake servos, e.g. fill time, fill level or pressure during filling
    • 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

Abstract

The invention discloses a clutch intelligent adjustment method, a device, equipment and a readable storage medium, wherein the method comprises the following steps: under normal oil temperature, acquiring the change rate of the rotation speed of an output shaft of the target clutch and/or the rotation speed of a motor; acquiring a stage of the target clutch and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to a preset state condition, and determining or generating an adjustment step length according to the operation state; acquiring a first half-coupling point of the current operation of the target clutch, and acquiring a second half-coupling point based on the first half-coupling point and the adjustment step length, wherein the second half-coupling point is used as an adjusted clutch half-coupling point; by the mode, the running state of the current work of the target clutch is judged based on the change rate of the rotation speed of the output shaft, and the corresponding adjustment step length is determined according to the running state, so that the half-junction of the target clutch is adjusted, and the half-junction adjustment efficiency of the clutch is improved.

Description

Intelligent clutch adjusting method, device, equipment and storage medium
Technical Field
The present invention relates to the field of clutches, and in particular, to a method, an apparatus, a device, and a storage medium for intelligently adjusting a clutch.
Background
The clutch half-junction point is a pressure point at which the clutch can just transmit torque, in practical application, the friction of a piston, a sealing ring, a bearing and a friction plate can cause the variation of a kiss point (half-junction point) of the clutch, if a control system cannot automatically adjust the kiss point based on practical conditions, the vehicle has impact feeling and/or the clutch slipping seriously causes the motor speed flare when shifting gears or switching modes. Therefore, the adjustment of the half-engagement point of the clutch is particularly important in the vehicle driving.
In general, the value of the half-junction is obtained by on-line calibration by a calibration engineer, but the calibration method is complex, labor-and-effort-consuming, has limitation and strong pertinence, and when the state of the vehicle is changed, the position of the half-junction is changed greatly, and the calibration needs to be carried out again, so that the adjustment efficiency is low.
Disclosure of Invention
The invention mainly aims to provide an intelligent clutch adjusting method, device, equipment and storage medium, which aim to automatically adjust a half-combining point through the actual use state of a clutch and improve the adjusting efficiency so as to enable the mode switching and gear shifting of a vehicle to be smoother.
After the half-joint point is automatically adjusted, the vehicle can accurately control the oil filling pressure of the clutch half-joint point, so that the mode switching and gear shifting of the automobile are smoother.
In order to achieve the above object, the present invention provides an intelligent clutch adjustment method, which includes the steps of:
under normal oil temperature, acquiring the change rate of the rotation speed of an output shaft of the target clutch and/or the rotation speed of a motor;
according to a preset state condition, acquiring a stage of the target clutch and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor, and determining or generating an adjustment step length according to the operation state, wherein the operation state comprises a low half-coupling point state and a high half-coupling point state;
and acquiring a first half-coupling point of the current operation of the target clutch, and obtaining a second half-coupling point based on the first half-coupling point and the adjustment step length, wherein the second half-coupling point is used as the adjusted clutch half-coupling point, the first half-coupling point is lifted when the low half-coupling point is in a state of the low half-coupling point, and the first half-coupling point is lowered when the Gao Banjie point is in a state of the Gao Banjie point.
Optionally, the operating mode state of the target clutch includes an intelligent regulation state,
Before the step of obtaining the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature, the method comprises the following steps:
acquiring preset conditions for entering the intelligent adjustment state;
acquiring real-time operation data of the target clutch, and judging whether the target clutch enters the intelligent adjustment state or not based on the real-time operation data;
if yes, executing the step of acquiring the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature.
Optionally, the working mode state of the target clutch further includes a null state and a reset state, and when the target clutch is in the null state, the first half-engagement point is not adjusted; the adjustment step size is zero when the target clutch is in the reset state.
Optionally, before the step of obtaining the stage in which the target clutch is located and the running state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to the preset state condition, determining or generating the adjustment step according to the running state, the method includes:
acquiring a first mapping relation between the rotating speed change rate of the output shaft and a preset state condition of the running state;
And/or obtaining a first mapping relation between the motor rotating speed and a preset state condition of the running state.
Optionally, when the stage in which the target clutch is located and the running state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor are obtained according to a preset state condition, the step of determining or generating the adjustment step according to the running state includes:
matching the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor with at least one preset state condition in a first mapping relation, and determining an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor;
acquiring a second mapping relation between the running state and the adjustment step length;
and in the second mapping relation, determining the adjustment step length corresponding to the running state.
Optionally, the operating mode state of the target clutch further includes an update state,
the step of obtaining a first half-engagement point of the current operation of the target clutch, obtaining a second half-engagement point based on the first half-engagement point and the adjustment step length, and using the second half-engagement point as the adjusted clutch half-engagement point includes:
Judging whether the target clutch is in an updated state or not;
when the target clutch is in the updated state, a first half-coupling point of the current operation of the target clutch is obtained, the first half-coupling point is adjusted based on the adjustment step length, and a second half-coupling point is obtained, so that the second half-coupling point is used as the adjusted clutch half-coupling point.
Optionally, the target clutch includes a mode switching clutch and a shift clutch,
the step of obtaining the stage of the target clutch and the running state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to the preset state condition, and determining or generating the adjustment step length according to the running state comprises the following steps:
if the target clutch is a mode switching clutch, acquiring an operation state of the mode switching clutch in a mode switching stage and corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to a preset state condition, and determining or generating an adjustment step length according to the operation state;
if the target clutch is a gear shifting clutch, acquiring an operation state of the target clutch in a gear shifting stage and corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to a preset state condition, and determining or generating an adjustment step length according to the operation state.
In addition, in order to achieve the above object, the present invention also provides an intelligent clutch adjusting device, which includes:
the first acquisition module acquires the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature;
the determining module is used for obtaining a stage of the target clutch and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to preset state conditions, and determining or generating an adjustment step length according to the operation state, wherein the operation state comprises a low half-coupling point state and a high half-coupling point state;
and the adjusting module is used for acquiring a first half-coupling point of the current operation of the target clutch, and obtaining a second half-coupling point based on the first half-coupling point and the adjusting step length, wherein the first half-coupling point is lifted when the low half-coupling point is in a state, and the first half-coupling point is lowered when the Gao Banjie point is in a state.
In addition, in order to achieve the above object, the present invention also provides a clutch intelligent adjustment apparatus, which includes a memory, a processor, and a clutch intelligent adjustment program stored on the memory and executable on the processor, the clutch intelligent adjustment program implementing the steps of the clutch intelligent adjustment method as described above when executed by the processor.
In addition, in order to achieve the above object, the present invention also provides a computer-readable storage medium having stored thereon a clutch intelligent adjustment program which, when executed by a processor, implements the steps of the clutch intelligent adjustment method as described above.
According to the intelligent clutch adjusting method, device and equipment and storage medium, the output shaft rotating speed change rate of the stage (the mode switching stage or the gear shifting stage) where the target clutch is located is obtained, the current working running state of the target clutch is judged based on the output shaft rotating speed change rate, the corresponding adjusting step length is determined according to the running state, and therefore adjustment of the half-combining point of the target clutch is achieved, and the half-combining point adjusting efficiency of the clutch is improved.
Drawings
FIG. 1 is a schematic diagram of a terminal/device structure of a hardware operating environment according to an embodiment of the present invention;
FIG. 2 is a flowchart of a first embodiment of the intelligent clutch adjustment method according to the present invention;
FIG. 3 is a schematic diagram of an oil-filled phase of a first embodiment of the intelligent clutch adjustment method of the present invention;
FIG. 4 is a state diagram of a mode-shifting clutch according to a second embodiment of the intelligent clutch adjustment method of the present invention;
FIG. 5 is a schematic diagram of a power architecture of a mode-shifting clutch according to a second embodiment of the intelligent clutch adjustment method of the present invention;
FIG. 6 is a state diagram of a shift clutch according to a second embodiment of the intelligent clutch adjustment method of the present invention;
FIG. 7 is a functional block diagram of a clutch intelligent adjusting apparatus according to a preferred embodiment of the invention.
The achievement of the objects, functional features and advantages of the present invention will be further described with reference to the accompanying drawings, in conjunction with the embodiments.
Detailed Description
It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
The main solutions of the embodiments of the present invention are:
in the prior art, due to abrasion of a piston, a sealing ring, a bearing and a friction plate, the kiss point (half-joint point) of a clutch can be changed, and if a control system cannot automatically adjust the kiss point based on actual conditions, the vehicle has impact feeling and/or the clutch is seriously slipped when the vehicle is in mode switching or gear shifting. The half-joint of the clutch has the problem of low efficiency of adjusting the half-joint.
The invention provides a solution, which is suitable for different individuals of the same product, and solves the technical problem of low adjustment efficiency of a half-joint point of a clutch by automatically adjusting the half-joint point of the clutch.
As shown in fig. 1, fig. 1 is a schematic diagram of a terminal structure of a hardware running environment according to an embodiment of the present invention.
The terminal of the embodiment of the invention can be a PC, or can be a mobile terminal device with a display function, such as a smart phone, a tablet personal computer, an electronic book reader, an MP3 (Moving Picture Experts Group Audio Layer III, dynamic image expert compression standard audio layer 3) player, an MP4 (Moving Picture Experts Group Audio Layer IV, dynamic image expert compression standard audio layer 3) player, a portable computer and the like.
As shown in fig. 1, the terminal may include: a processor 1001, such as a CPU, a network interface 1004, a user interface 1003, a memory 1005, a communication bus 1002. Wherein the communication bus 1002 is used to enable connected communication between these components. The user interface 1003 may include a Display, an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may further include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface). The memory 1005 may be a high-speed RAM memory or a stable memory (non-volatile memory), such as a disk memory. The memory 1005 may also optionally be a storage device separate from the processor 1001 described above.
Optionally, the terminal may also include a camera, an RF (Radio Frequency) circuit, a sensor, an audio circuit, a WiFi module, and so on. Among other sensors, such as light sensors, motion sensors, and other sensors. Specifically, the light sensor may include an ambient light sensor that may adjust the brightness of the display screen according to the brightness of ambient light, and a proximity sensor that may turn off the display screen and/or the backlight when the mobile terminal moves to the ear. As one of the motion sensors, the gravity acceleration sensor can detect the acceleration in all directions (generally three axes), and can detect the gravity and the direction when the mobile terminal is stationary, and the mobile terminal can be used for recognizing the gesture of the mobile terminal (such as horizontal and vertical screen switching, related games, magnetometer gesture calibration), vibration recognition related functions (such as pedometer and knocking), and the like; of course, the mobile terminal may also be configured with other sensors such as a gyroscope, a barometer, a hygrometer, a thermometer, an infrared sensor, and the like, which are not described herein.
It will be appreciated by those skilled in the art that the terminal structure shown in fig. 1 is not limiting of the terminal and may include more or fewer components than shown, or may combine certain components, or a different arrangement of components.
As shown in fig. 1, an operating system, a network communication module, a user interface module, and a clutch intelligent adjustment method may be included in a memory 1005, which is a computer storage medium.
In the terminal shown in fig. 1, the network interface 1004 is mainly used for connecting to a background server and performing data communication with the background server; the user interface 1003 is mainly used for connecting a client (user side) and performing data communication with the client; and the processor 1001 may be configured to call the clutch intelligent adjustment method stored in the memory 1005 and perform the following operations:
under normal oil temperature, acquiring the change rate of the rotation speed of an output shaft of the target clutch and/or the rotation speed of a motor;
according to a preset state condition, acquiring a stage of the target clutch and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor, and determining or generating an adjustment step length according to the operation state, wherein the operation state comprises a low half-coupling point state and a high half-coupling point state;
and acquiring a first half-coupling point of the current operation of the target clutch, and obtaining a second half-coupling point based on the first half-coupling point and the adjustment step length, wherein the second half-coupling point is used as the adjusted clutch half-coupling point, the first half-coupling point is lifted when the low half-coupling point is in a state of the low half-coupling point, and the first half-coupling point is lowered when the Gao Banjie point is in a state of the Gao Banjie point.
Further, the processor 1001 may call the clutch intelligent adjustment method stored in the memory 1005, and further perform the following operations:
acquiring preset conditions for entering the intelligent adjustment state;
acquiring real-time operation data of the target clutch, and judging whether the target clutch enters the intelligent adjustment state or not based on the real-time operation data;
if yes, executing the step of acquiring the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature.
Further, the processor 1001 may call the clutch intelligent adjustment method stored in the memory 1005, and further perform the following operations:
the working mode state of the target clutch further comprises an empty state and a reset state, and when the target clutch is in the empty state, the first half-coupling point is not adjusted; the adjustment step size is zero when the target clutch is in the reset state.
Further, the processor 1001 may call the clutch intelligent adjustment method stored in the memory 1005, and further perform the following operations:
acquiring a first mapping relation between the rotating speed change rate of the output shaft and a preset state condition of the running state;
And/or obtaining a first mapping relation between the motor rotating speed and a preset state condition of the running state.
Further, the processor 1001 may call the clutch intelligent adjustment method stored in the memory 1005, and further perform the following operations:
matching the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor with at least one preset state condition in a first mapping relation, and determining an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor;
acquiring a second mapping relation between the running state and the adjustment step length;
and in the second mapping relation, determining the adjustment step length corresponding to the running state.
Further, the processor 1001 may call the clutch intelligent adjustment method stored in the memory 1005, and further perform the following operations:
judging whether the target clutch is in an updated state or not;
when the target clutch is in the updated state, a first half-coupling point of the current operation of the target clutch is obtained, the first half-coupling point is adjusted based on the adjustment step length, and a second half-coupling point is obtained, so that the second half-coupling point is used as the adjusted clutch half-coupling point.
Further, the processor 1001 may call the clutch intelligent adjustment method stored in the memory 1005, and further perform the following operations:
if the target clutch is a mode switching clutch, acquiring an operation state of the mode switching clutch in a mode switching stage and corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to a preset state condition, and determining or generating an adjustment step length according to the operation state;
if the target clutch is a gear shifting clutch, acquiring an operation state of the target clutch in a gear shifting stage and corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to a preset state condition, and determining or generating an adjustment step length according to the operation state.
Referring to fig. 2, a first embodiment of the present invention provides a method for intelligently adjusting a clutch, an apparatus, a device and a storage medium, the method for intelligently adjusting a clutch includes:
step S10, under normal oil temperature, acquiring the change rate of the rotation speed of an output shaft of a target clutch and/or the rotation speed of a motor;
step S20, acquiring a stage in which the target clutch is positioned and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to a preset state condition, and determining or generating an adjustment step length according to the operation state, wherein the operation state comprises a low half-coupling point state and a high half-coupling point state;
Step S30, a first half-coupling point of the current operation of the target clutch is obtained, and a second half-coupling point is obtained based on the first half-coupling point and the adjustment step length, so that the second half-coupling point is used as the adjusted clutch half-coupling point; wherein the first half bond point is raised when in the low half bond point state and lowered when in the Gao Banjie bond point state.
In this embodiment, the output shaft rotation speed change rate of the target clutch is obtained, the current working running state of the target clutch is determined based on the output shaft rotation speed change rate, and the corresponding adjustment step length is determined according to the running state, so that the half-junction of the target clutch is adjusted, and the half-junction adjustment efficiency of the clutch is improved.
The method comprises the following specific steps:
step S10, under normal oil temperature, acquiring the change rate of the rotation speed of an output shaft of a target clutch and/or the rotation speed of a motor;
in the present embodiment, it should be noted that the normal oil temperature means that the oil temperature when the clutch is operated is within a normal oil temperature range, so as to improve the accuracy of the measurement parameters in this state, and the normal oil temperature range is typically between 30 degrees and 90 degrees. Under normal oil temperature, current operation parameters of a target clutch are obtained, wherein the current operation parameters comprise the change rate of the rotation speed of an output shaft and/or the rotation speed of a motor, and the target clutch comprises a mode switching clutch and a gear shifting clutch, so that the target clutch is a clutch with a half-junction point to be adjusted, the target clutch is selected according to different driving modes or working states of a vehicle, for example, when a gear driven by the vehicle is switched, the gear shifting clutch works at the moment, and the obtained related parameters come from the gear shifting clutch at the moment. It should be noted that, when the current operation parameter of the target clutch is obtained for determining the operation state of the target clutch under the normal oil temperature, other parameters, such as the main oil pressure parameter, the speed regulation stage parameter, the torque stage parameter, the state parameter of the pressure relief valve, the oil filling parameter, and the like, among the current operation parameters of the target clutch are obtained in addition to the parameters of the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor.
Step S20, acquiring a stage in which the target clutch is positioned and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to a preset state condition, and determining or generating an adjustment step length according to the operation state, wherein the operation state comprises a low half-coupling point state and a high half-coupling point state;
in this embodiment, the operation state of the target clutch is divided into a half-junction state lower and a half-junction state higher, that is, a low kp (kiss point) point state and a high kp point state, and when the change rate of the rotation speed of the output shaft of the stage where the target clutch is located reaches a preset state condition corresponding to a certain operation state according to different operation states, it is determined that the target clutch is currently in the certain operation state. The phase of the target clutch comprises a mode switching phase and a gear shifting phase, and when the target clutch is the mode switching clutch, the obtained change rate of the rotating speed of the output shaft and/or the rotating speed of the motor are data of the mode switching phase; when the target clutch is a gear shifting clutch, the obtained change rate of the rotating speed of the output shaft and/or the rotating speed of the motor are data of a gear shifting stage; the low kp point state refers to a state when a pressure point of the clutch which can just transmit torque is low, and when a half-combining point is low, the third phase of filling oil into the clutch is embodied as low filling oil pressure, the clutch is not pressed, and the rotating speed of the motor is increased. The method comprises the steps of carrying out a first treatment on the surface of the The high kp point state is the third phase of clutch oil charge, and the oil charge pressure is higher, and is particularly shown as the higher clutch oil charge pressure, so that the impact is larger during gear shifting or mode switching. Therefore, both the low kp point state and the high kp point state are unfavorable for mode switching and gear shifting of the vehicle, and the half-engagement point needs to be adjusted according to the current operation parameters of the vehicle clutch so that the half-engagement point is in an equilibrium position.
Because different running states correspond to different adjustment step sizes, after the running state of the target clutch is determined, the adjustment step size corresponding to the running state can be determined, so that the half-junction point of the target clutch can be adjusted or corrected later.
When the target clutch is a shift clutch, the operating states include not only a low kp point state and a high kp point state, but also other different states, and for convenience of understanding, the low kp point state is set to be a kp low level 1 state, the high kp point state is set to be a kp high level 1 state, and the other operating states include a kp low level 2 state, a kp high level 3 state, and a kp high level 4 state. It is understood that different operating states correspond to different preset state conditions, and likewise, the operating state of the shift clutch and the adjustment step corresponding to the operating state are determined according to the preset state condition that the change rate of the rotation speed of the output shaft matches at least one operating state.
Further, according to a preset state condition, acquiring a stage in which the target clutch is located and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor, and determining or generating an adjustment step according to the operation state, wherein the adjustment step comprises the following steps S21-S22:
Step S21, a first mapping relation between the rotating speed change rate of the output shaft and the preset state condition of the running state is obtained;
step S22, and/or obtain a first mapping relationship between the rotational speed of the motor and the preset state condition of the running state.
In this embodiment, the first mapping relationship refers to a relationship table or a closing function of a preset state condition corresponding to at least one operation state of the output shaft rotation speed change rate and/or the motor rotation speed, and it can be understood that, according to the output shaft rotation speed change rate and/or the motor rotation speed, from the first mapping relationship, a unique operation state, that is, a current operation state of the target clutch, can be determined. The preset state condition in the first mapping relation is set by combining original data and a certain operation requirement, wherein the original data refers to data before intelligent adjustment of the clutch.
Since the target clutch includes a mode switching clutch and a shift clutch, and the two clutches include different operating states, there are two cases of the first map:
case one: the target clutch is a mode switching clutch;
the preset state conditions for entering the low kp point state are set as follows:
Condition a1: judging that the oil filling stage is overcharged, requesting a parallel mode, and after the speed regulating stage finishes entering a clutch combination stage in mode switching or has entered parallel connection for 0.1s, the absolute value of the rotating speed difference between the P1 motor and the P2 motor is still larger than 100 revolutions. The method comprises the steps of judging that under the condition that the pressure is over-charged through the large secondary differential fluctuation of the rotating speed of an input shaft, judging that the rotating speed difference of a motor P1 and a motor P2 is relatively large, judging that a clutch is not compressed, namely, judging that the clutch is still not compressed under the condition of judging that the pressure is over-charged, and judging that a kp point is relatively low, wherein the series-parallel switching process is divided into 2 stages, the first stage is a speed regulation stage, and the second stage is a clutch combination stage. JudgingThe condition of the oil-break and oil-charge stage is as follows: the absolute value of the second differential of the rotation speed of the output shaft is larger than the threshold value of 20rpm/min s 2 。
Condition a2: and judging that the oil filling stage is over-filled, and the time for the descending slope of the main oil pressure to be smaller than-15 bar/s exceeds 0.3s after the third oil filling stage is finished. The condition for judging the overcharge in the oil charge stage is as follows: the second differential of the rotation speed of the output shaft at the first 0.1s of the first stage, the second stage or the third stage of oil filling is larger than a preset limit value of 20rpm/min s 2 . That is, if the oil is not filled after the third stage of the oil filling is completed and the oil is still filled, the kp point is determined to be relatively low. It should be noted that, referring to fig. 3, the first stage, the second stage, or the third stage is three stages that are necessary in the clutch oil filling process, and is a high-pressure stage, a medium-pressure stage, and a kisspeoint (semi-junction) pressure stage, respectively. The clutch is requested to be at a higher pressure during the high pressure charge phase for a shorter duration to improve the actual clutch pressure response. The requested clutch pressure is slightly higher than the KP point (kisspeoint) during the medium pressure fill phase so that the actual clutch pressure approaches KP point as soon as possible. The kisspeint pressure stage aims at letting oil pressure stable, and low pressure oil charge section requests clutch pressure to be KP point for actual clutch pressure reaches KP point, prevents the overcharge. It should be noted that when the related parameter (such as the change rate of the output shaft rotation speed and/or the electric rotation speed) of the mode switching clutch satisfies any one of the conditions a1 and a2, it may be determined that the mode switching clutch enters the low kp point state. Specifically, the rotation speed parameters, the oil pressure parameters, the main oil pressure drop slope and the like of the P1 motor and the P2 motor are obtained, whether the mode switching clutch enters a low kp point state is judged based on the parameters, if the current time that the drop slope of the main oil pressure is smaller than-15 bar/s exceeds 0.3s based on the original main oil pressure data according to the obtained main oil pressure parameters, namely the condition a2 is met, the mode switching clutch meets the preset state condition of the low kp point state, and at the moment, the running state corresponding to the mode switching clutch is the low kp point state.
The preset state conditions for entering the high kp point state are set as follows:
condition b1: the oil charge state is the rotation speed of the output shaft after 0.5s of the third stageThe second derivative is greater than the limit. It should be noted that, referring to fig. 3, the first stage, the second stage, or the third stage is three stages that are necessary in the clutch oil filling process, namely, a high-pressure stage, a medium-pressure stage, and a kisspeoint pressure stage, and after the medium-pressure stage, the oil pressure reaches the kisspeoint pressure stage. The second differential of the rotation speed of the output shaft is larger than a preset limit value, wherein the preset limit value is 20rpm/min s 2 。
Condition b2: the absolute value of the second differential of the output shaft speed in the speed synchronization stage of mode switching is greater than the threshold value of 20rpm/min s 2 。
When the output shaft rotation speed parameter and the output shaft rotation speed change rate parameter of the mode switching clutch meet any one of the conditions b1 and b2, it can be determined that the mode switching clutch enters a high kp point state.
And a second case: the target clutch is a gear shifting clutch;
the preset state conditions for entering the kp low-level 1 point state are set as follows:
condition c1: and the motor speed flare (speed flying rise) at the speed regulation stage in the gear shifting process.
The condition for judging the motor rotation speed fire is as follows:
Upshifting, wherein the motor rotating speed is greater than the output shaft rotating speed by speed ratio +80; or downshifting and motor speed < output shaft speed-speed ratio-40.
Condition c2: the motor rotating speed flare in the torque stage of the gear shifting process and the quadratic absolute value of the rotating speed of the output shaft is smaller than the threshold value of 20rpm/min s 2 。
Condition c3: and after the third stage of oil filling is finished, the main oil pressure is reduced to exceed a threshold value, namely, the condition of over-charge judgment is met under the condition of under-charge, and the kp point is judged to be low.
I.e. the oil temperature is between 30 and 90 degrees, the time that the drop slope of the main oil pressure is smaller than-15 bar/s in the Torque (Torque exchange) stage after the oil filling is finished exceeds 0.3s, and the rotation speed of the output shaft is excessively changed in the process.
When the current operation parameters (including the rotation speed parameter of the output shaft and the rotation speed of the motor) of the shift clutch meet any one of the conditions c1-c3, the shift clutch is judged to enter a low kp point state.
The preset state conditions for entering kp low level 2 are set as follows:
condition d1: torque stage fire and output shaft rotation speed quadratic absolute value greater than threshold 20rpm/min s 2 。
When the condition d1 is satisfied, it is determined that the shift clutch is in the kp low-stage 2 state.
The preset state conditions for entering the kp high-level 1 state are set as follows:
Condition e 1. During the oil-filled touch phase, the output shaft speed is changed too much due to the too large impact (the output shaft speed is greater than the threshold value by the current gear speed ratio-P2 motor speed)
When the condition e1 is satisfied, it is determined that the shift clutch is in the kp high-stage 1 state.
The preset state conditions for setting the state of entering kp high level 2 are:
condition f1: the rate of change of the rotational speed acceleration of the output shaft during the torque phase exceeds a threshold value.
When the condition f1 is satisfied, it is determined that the shift clutch is in the kp high-stage 2 state.
The preset state conditions for entering the kp high-level 4 state are set as follows:
condition g1: the torque exchange phase of the shift process recognizes that the output shaft speed is changing too much (output shaft speed current gear ratio-P2 motor speed is greater than a threshold) and the rate of change of output shaft speed acceleration exceeds the threshold.
When the condition g1 is satisfied, it is determined that the shift clutch is in the kp high-stage 4 state.
The preset state conditions for entering the kp high-level 3 state are set as follows:
condition h1: the torque exchange phase of the shift process recognizes that the output shaft speed has changed too much (output shaft speed—current gear ratio—p2 motor speed is greater than the threshold).
When the condition g1 is satisfied, it is determined that the shift clutch is in the kp high-stage 3 state.
Further, according to a preset state condition, acquiring a stage in which the target clutch is located and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor, and determining or generating an adjustment step according to the operation state, wherein the adjustment step comprises the following steps S23-S25:
step S23, matching the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor with at least one preset state condition in a first mapping relation, and determining an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor;
step S24, obtaining a second mapping relation between the running state and the adjustment step length;
step S25, in the second mapping relationship, determining the adjustment step corresponding to the operation state.
In this embodiment, a first mapping relationship is obtained, and a current operation parameter of the target clutch, including a real-time change rate of the rotation speed of the output shaft and/or the rotation speed of the motor, is matched with at least one preset state condition in the first mapping relationship, and when the current operation parameter of the target clutch meets the at least one preset state condition, an operation state corresponding to the preset state condition, that is, an operation state of the target clutch is determined. Specifically, if the change rate of the rotation speed of the output shaft in the current operation parameter of the target clutch is greater than a preset threshold value and the moment is in the touch stage, in the first mapping relationship, the current operation parameter of the target clutch meets a condition e2, and the known condition e2 is a preset state condition for entering a high kp point state, thereby determining that the current operation state of the target clutch is the high kp point state.
The target clutch in the low kp point state needs to adjust the half-engagement point higher to reach the balanced half-engagement point, so that the adjustment step corresponding to the running state is set by combining the related data of the original running state and certain running requirements. A second mapping relation is formed between the running state and the adjustment step length, and the second mapping relation is as follows:
for a mode switching clutch:
a low kp point state, corresponding to an adjustment step size of 0.008;
the high kp point state corresponds to an adjustment step size of 0.005.
For a shift clutch:
kp low level 1 state: the corresponding adjustment step length is 0.012;
kp low level 2 state: the corresponding adjustment step length is 0.05;
kp high level 1 state: the high kp point state, the corresponding adjustment step length is 0.04;
kp high level 2 state: the state, the corresponding adjustment step length is 0.08;
kp high level 3 state: the corresponding adjustment step is 0.12.
kp high level 4 state: the corresponding adjustment step length is 0.15;
therefore, through the second mapping relation, the adjusting step length corresponding to the running state of the target clutch is determined, and the half-combining point of the clutch is corrected through the adjusting step length, so that the half-combining point of the normal range is reached.
Step S30, a first half-coupling point of the current operation of the target clutch is obtained, and a second half-coupling point is obtained based on the first half-coupling point and the adjustment step length, so that the second half-coupling point is used as the adjusted clutch half-coupling point; wherein the first half bond point is raised when in the low half bond point state and lowered when in the Gao Banjie bond point state.
In this embodiment, the first half-engagement point is a current half-engagement point of the target clutch, after the shift clutch of the current target clutch is finished, the first half-engagement point is adjusted based on an adjustment step length corresponding to an operation state of the target clutch to obtain a second half-engagement point, and for current operation parameters of the target clutch, the second half-engagement point belongs to a balanced half-engagement point, so that the vehicle in the state is smoothly driven and is close to an ideal state when starting or shifting.
It should be noted that, in different running states of the target clutch, the corresponding adjustment processes of the first half-engagement point are different, for example, when the target clutch is in a low kp point state, the oil is too low, the clutch is easy to be compressed, and the motor speed flare is easy to slip, so that the first half-engagement point of the target clutch needs to be adjusted according to the adjustment step length corresponding to the low kp point, so that the first half-engagement point is lifted, and a balanced half-engagement point is obtained, that is, the adjustment step length is added to the first half-engagement point, and a second half-engagement point is obtained; when the target clutch is in a high kp point state, excessive oil is filled, the rotation speed of the output shaft is easy to seriously fluctuate, and the impact is serious, so that the first half-joint point of the target clutch needs to be adjusted according to the adjustment step length corresponding to the high kp point, the first half-joint point is reduced, a balanced half-joint point is obtained, namely, the adjustment step length is subtracted from the first half-joint point, and a second half-joint point is obtained; when the target clutch is in a kp low-grade 2 state, the state is more serious than the state in the low kp point state, so that the first half-engagement point needs to be improved, and when the target clutch is adjusted, a corresponding adjustment step length is added to the first half-engagement point in the state, so that a second half-engagement point is obtained; when the target clutch is in a kp high-grade 2 state, the change of the rotation speed and the acceleration of the output shaft in the torque stage exceeds a threshold value, so that the first half-coupling point needs to be regulated down, and when the target clutch is regulated, the regulating step length is subtracted from the first half-coupling point in the state to obtain a second half-coupling point; when the target clutch is in a kp high-grade 4 state, the speed and acceleration change of the output shaft in the speed regulation stage exceeds a threshold value, so that the first half-coupling point needs to be regulated down, and the regulation step length is subtracted from the first half-coupling point in the state to obtain a second half-coupling point; when the target clutch is in a kp high-grade 3 state, the first half engagement point needs to be regulated down, so that the regulating step length corresponding to the state is subtracted from the first half engagement point to obtain a second half engagement point, and the second half engagement point is used as the clutch half engagement point after regulation.
It should be noted that, if none of the target clutches satisfies the preset state conditions of the above-mentioned running state, that is, the kp point of the clutch belongs to the normal range, the target clutch does not perform the operation of adjusting the first half-junction point, and the first half-junction point is output as the second half-junction point.
Further, after the obtaining the first half-engagement point where the target clutch is currently operated and obtaining the second half-engagement point based on the first half-engagement point and the adjustment step length, the method includes the following step S40:
and step S40, when the target clutch is in the updated state again, taking the second half-engagement point as the first half-engagement point.
In this embodiment, after the current adjustment operation is finished, a second half-joint is obtained, the second half-joint of the current adjustment is used as a basis for the next adjustment, and the half-joint of the target clutch is corrected on the basis, that is, the first half-joint is updated according to the second half-joint, so that the second half-joint obtained during each adjustment of the half-joint is more accurate, and the adjustment accuracy is improved.
It should be noted that, before updating the first half-coupling point according to the second half-coupling point, an adjustment database is established, where the adjustment database includes multiple sets of raw data, where one set of raw data refers to related data obtained during a single adjustment, and the data includes current operating parameters of the target clutch, the first half-coupling point, and the second half-coupling point, and the multiple sets of raw data may be used for setting references of adjustment steps in a next shift stage.
In this embodiment, the method includes the steps of: under normal oil temperature, acquiring the change rate of the rotation speed of an output shaft of the target clutch and/or the rotation speed of a motor; according to a preset state condition, acquiring a stage of the target clutch and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor, and determining or generating an adjustment step length according to the operation state, wherein the operation state comprises a low half-coupling point state and a high half-coupling point state; acquiring a first half-coupling point of the current operation of the target clutch, and acquiring a second half-coupling point based on the first half-coupling point and the adjustment step length, wherein the first half-coupling point is lifted when in the low half-coupling point state, and the first half-coupling point is lowered when in the Gao Banjie point state; by the method, the change rate of the rotation speed of the output shaft of the target clutch is obtained, the running state of the current work of the target clutch is judged based on the change rate of the rotation speed of the output shaft, and the corresponding adjustment step length is determined according to the running state, so that the half-junction point of the target clutch is adjusted, and the half-junction point adjustment efficiency of the clutch is improved. In the process, the clutch pressure sensor is not needed to participate in the control process, a plurality of clutch sensors can be saved for a plurality of clutch systems, and the automatic adjustment of the half-joint point can be realized, so that the method is convenient and efficient.
Further, based on the first embodiment described above, a second embodiment of the intelligent clutch adjustment method of the present invention is proposed. In this embodiment, the intelligent clutch adjustment method further includes:
step S50, obtaining preset conditions for entering the intelligent adjustment state;
step S60, acquiring real-time operation data of the target clutch, and judging whether the target clutch enters the intelligent adjustment state or not based on the real-time operation data;
and step S70, if yes, executing the step of acquiring the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature.
In this embodiment, the working mode states of the target clutch include a null state (idle state), a reset state (reset state), an intelligent adjustment state (learn state), and an update state (push state), and preset conditions corresponding to the four states are set according to the original data. It can be understood that the adjustment step length is not acquired and the half-joint point is not adjusted when the target clutch is in the idle state; when the target clutch is in a reset state, the step length is adjusted to be zero; when the target clutch is in the learn state, entering an intelligent adjustment state, acquiring an adjustment step length, and updating a first half joint point of the target clutch based on the adjustment step length to obtain a second half joint point, wherein when the target clutch is in the learn state, the oil temperature needs to be in a normal state, and the accuracy of measurement parameters is improved in the state; and when the target clutch is in a push state, adjusting the first half-engagement point based on the adjustment step length to obtain a second half-engagement point for the next gear shifting operation of the target clutch.
In this embodiment, it should be noted that the target clutch includes a mode switching clutch and a shift clutch, where the mode switching clutch and the shift clutch have the above four states, and preset conditions corresponding to the four states are set in combination with original data and a certain operation requirement, where the original data refers to data before intelligent adjustment of the clutch. Therefore, the mode switching clutch and the shift clutch are classified into two state setting and preset condition setting modes according to the mode.
With regard to the mode switching clutch, refer to fig. 4:
the preset conditions for entering the idle state are set as follows:
a1. a gear shifting request is generated in the serial-parallel switching process;
a2. within 1s after the sliding grinding is finished in the serial-parallel switching process;
a3. in the serial-parallel switching process, the torque change rate of the input shaft is larger than the preset change rate;
a4. tip in (suddenly stepping on the accelerator) in the series-parallel switching process.
It should be noted that, when any of the conditions a1 to a4 is satisfied, it is possible to determine that the mode switching clutch is in the idle state, and at this time, the adjustment step corresponding to the state is not acquired, and the adjustment operation for the first engagement point is not performed. Referring to fig. 5, an engine 10, a P1 motor 20, and a hybrid transmission 60 are connected to a mode switching clutch 40, and the engine 10 is connected to the P1 motor 20, and the P1 motor 20 and the hybrid transmission 60 are connected through the mode switching clutch 40. When the mode switching clutch 40 is disengaged, the P1 motor 20 and the P2 motor 30 are connected in series, the power of the engine is transmitted to the P2 motor 30 through the P1 motor 20, and the wheels 50 are driven to rotate through the P2 motor 30; when the mode switching clutch is combined, the P1 motor 20 is connected with the P2 motor 30 in parallel, and the power of the engine directly drives wheels to rotate through the mode switching clutch.
The preset conditions for entering the reset state are set as follows:
b1. the oil temperature is not in a normal range, wherein the normal range is the oil temperature range of normal operation of the clutch, and optionally, the normal range is between 30 ℃ and 90 ℃;
b2. and the wheels slip in the serial-parallel switching process.
It should be noted that, when any of the conditions b1 to b2 is satisfied, it is possible to determine that the mode switching clutch enters the reset state, and the adjustment step corresponding to the state is zero.
The preset conditions for entering the learn state are set as follows:
c1. a serial-to-parallel request is provided;
c2. the oil temperature is in the normal range;
c3. wheel slip is less than a threshold value in the serial-parallel switching process;
c4. no gear shift exists in the serial-parallel switching process;
c5. after the sliding grinding is finished for 1s in the serial-parallel switching process;
c6. the change rate of the torque of the input shaft is within a change rate threshold in the serial-parallel switching process;
c7. tip in is not allowed in the serial-parallel switching process.
When the conditions c1 to c7 are satisfied at the same time, it is determined that the mode switching clutch is in the learn state.
The preset conditions for entering the push state are set as follows:
d1. and after the serial-parallel switching is finished, the time is within 0.1 s.
It should be noted that, when the condition d1 is satisfied, it may be determined that the mode switching clutch enters a push state, and when the mode switching clutch enters the push state, the first half-engagement point of the mode switching clutch is updated based on the adjustment step corresponding to the push state, so as to obtain a second half-engagement point, so that when the pedal of the clutch is stepped on, a clutch engagement operation corresponding to the second half-engagement point is executed.
With respect to the shift clutch, reference is made to fig. 6:
the preset conditions for entering the reset state are set as follows:
e1. the motor rotating speed flare is in the oil filling stage in the gear shifting process;
the condition for judging the motor rotation speed fire is as follows:
upshifting, wherein the motor rotating speed is greater than the output shaft rotating speed by speed ratio +80; or downshifting and the motor speed is less than the output shaft speed is less than-40 turns;
e2. the slip of the vehicle exceeds a threshold value by 5km/h in the gear shifting process;
e3. the oil temperature is not in the normal range (the normal range is between 30 degrees and 90 degrees);
e4. the slip speed of the clutch in the current gear is greater than a threshold value of 15rpm/min s in the gear shifting process 2 ；
e5. The input shaft torque during a shift is outside of a threshold range, i.e., the input shaft torque is less than-150 Nm or absolute less than 10Nm.
It should be noted that, if any of the conditions e1 to e5 is satisfied, it may be determined that the shift clutch enters the reset state, and the adjustment step corresponding to the state is zero.
The preset conditions for entering the idle state are set as follows:
f1. the change rate of the torque of the input shaft in the gear shifting process is too fast and is larger than a threshold value
f2. Tip in (suddenly stepping on the accelerator) during gear shifting;
f3. mode switching is performed in the gear shifting process;
f4. the clutch is required to be slipped and ground within 1s after finishing the gear shifting process;
f5. in the gear shifting process, the brake is stepped on or released for 1 s;
f6. The speed of stepping on the accelerator pedal or the speed of releasing the accelerator pedal is too fast in the gear shifting process and is within 1 s.
If any of the conditions f1 to f6 is satisfied, the shift clutch cannot be put into the reset state and can be directly put into the idle state, and it is possible to determine that the shift clutch is put into the idle state. The shift is an operation of shifting a shift clutch to shift a gear.
The preset conditions for entering the learn state are set as follows:
g1. gear shift activation
g2. The rotating speed flare at the oil filling stage is not generated in the gear shifting process;
g3. no vehicle slip exceeds a threshold value of 5km/h during gear shifting;
g4. the oil temperature is in a normal range (30-90 degrees is a normal range);
g5. in the gear shifting process, the difference value between the rotating speed of the P2 motor and the rotating speed of the current output shaft is larger than 10;
g6. no input shaft torque is too low of-150 Nm or absolute value of less than 10Nm during shifting;
g7. the change rate of torque of the input shaft is not too fast in the gear shifting process;
g8. no tip in is generated in the gear shifting process;
g9. no mode switching occurs in the gear shifting process;
g10. after the clutch is requested to slide and grind for 1s in the gear shifting process;
g11. after stepping on the brake or releasing the brake for 1s in the gear shifting process;
g12. And after the speed of stepping on the accelerator pedal or the speed of releasing the accelerator pedal is too fast for 1s in the gear shifting process.
When the conditions g1 to g12 are satisfied at the same time, it is determined that the shift clutch is in the learn state.
The preset conditions for entering the push state are set as follows:
h1. after the gear shift is finished.
It should be noted that, when the condition h1 is satisfied, it may be determined that the shift clutch enters a push state, and when the shift clutch enters the push state, the first half engagement point of the shift clutch is updated based on an adjustment step length corresponding to the push state, so as to obtain a second half engagement point, so that when a pedal of the clutch is stepped, a clutch engagement operation corresponding to the second half engagement point is executed.
In this embodiment, the real-time operation data of the target clutch refers to operation monitoring data of the target clutch, such as an output shaft rotation speed variation parameter, a motor rotation speed parameter, mode switching related information, gear shifting stage data, input shaft torque data, accelerator data, mode switching time data, and skid and ground data, and the working mode state of the target clutch is determined according to the real-time operation data. When the target clutch is in an intelligent adjustment state, executing the step of acquiring the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature, and realizing automatic adjustment of a half-coupling point of the clutch; otherwise, if the target clutch is in the non-intelligent adjustment state, the half-engagement point of the clutch is not adjusted. Therefore, the intelligent adjustment of the half-joint point of the clutch is realized by combining the real-time operation data of the target clutch, and the efficiency of adjusting the half-joint point is improved.
Referring to fig. 7, a first embodiment of the intelligent clutch adjusting method according to the present invention provides an intelligent clutch adjusting apparatus, which, based on the embodiment shown in fig. 7, includes:
the first acquisition module 10 acquires the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature;
the determining module 20 obtains a stage in which the target clutch is located and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to a preset state condition, and determines or generates an adjustment step length according to the operation state, wherein the operation state comprises a low half-coupling point state and a high half-coupling point state;
the adjusting module 30 obtains a first half-coupling point of the current operation of the target clutch, and obtains a second half-coupling point based on the first half-coupling point and the adjusting step length, so as to take the second half-coupling point as the adjusted clutch half-coupling point; wherein the first half bond point is raised when in the low half bond point state and lowered when in the Gao Banjie bond point state.
Optionally, the intelligent clutch adjusting device further comprises:
The second acquisition module acquires preset conditions for entering the intelligent adjustment state;
the third acquisition module acquires real-time operation data of the target clutch and judges whether the target clutch enters the intelligent adjustment state or not based on the real-time operation data;
and the execution module is used for executing the step of acquiring the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature if the target clutch is at the normal oil temperature.
Optionally, the preset module includes:
the working mode state of the target clutch further comprises an empty state and a reset state, and when the target clutch is in the empty state, the first half-coupling point is not adjusted; the adjustment step size is zero when the target clutch is in the reset state.
Optionally, the intelligent clutch adjusting device further comprises:
a fourth obtaining module, configured to obtain a first mapping relationship between the rotational speed change rate of the output shaft and a preset state condition of the running state;
and a fifth obtaining module and/or obtaining a first mapping relation between the motor rotating speed and the preset state condition of the running state.
Optionally, the determining module 20 further includes:
The matching sub-module is used for matching the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor with at least one preset state condition in a first mapping relation and determining an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor;
the acquisition sub-module acquires a second mapping relation between the running state and the adjustment step length;
and the first determining submodule determines the adjustment step length corresponding to the running state in the second mapping relation.
Optionally, the adjustment module 30 further includes:
the judging submodule judges whether the target clutch is in an updated state or not;
and the adjusting sub-module is used for acquiring a first half-coupling point of the current operation of the target clutch when the target clutch is in the updated state, and adjusting the first half-coupling point based on the adjusting step length to obtain a second half-coupling point, so that the second half-coupling point is used as the adjusted clutch half-coupling point.
Optionally, the determining module 20 further includes:
the second determining submodule is used for acquiring an operation state of the mode switching clutch corresponding to the mode switching stage and the output shaft rotating speed change rate and/or the motor rotating speed according to a preset state condition if the target clutch is the mode switching clutch, and determining or generating an adjustment step length according to the operation state;
And a third determining submodule, if the target clutch is a gear shifting clutch, acquiring an operation state of the target clutch corresponding to a gear shifting stage and the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to a preset state condition, and determining or generating an adjustment step length according to the operation state.
In addition, the application also provides intelligent clutch adjusting equipment. As shown in fig. 1, fig. 1 is a schematic structural diagram of a hardware running environment according to an embodiment of the present application.
In addition, the embodiment of the application also provides a computer readable storage medium, wherein the computer readable storage medium stores a clutch intelligent adjustment program, and the intelligent adjustment program realizes the steps of the intelligent adjustment method of the clutch when being executed by a processor.
The specific implementation manner of the computer readable storage medium of the present application is basically the same as that of each embodiment of the intelligent clutch adjusting method, and will not be repeated here.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. ROM/RAM, magnetic disk, optical disk) as described above, comprising instructions for causing a terminal device (which may be a mobile phone, a computer, a server, an air conditioner, or a network device, etc.) to perform the method according to the embodiments of the present invention.
The foregoing description is only of the preferred embodiments of the present invention, and is not intended to limit the scope of the invention, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.

Claims (9)

1. The intelligent clutch adjusting method is characterized by comprising the following steps of:
under normal oil temperature, acquiring the change rate of the rotation speed of an output shaft of the target clutch and/or the rotation speed of a motor;
according to a preset state condition, acquiring a stage of the target clutch and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor, and determining or generating an adjustment step length according to the operation state, wherein the operation state comprises a low half-coupling point state and a high half-coupling point state;
acquiring a first half-coupling point of the current operation of the target clutch, and acquiring a second half-coupling point based on the first half-coupling point and the adjustment step length, wherein the second half-coupling point is used as an adjusted clutch half-coupling point; wherein the first half-bond is raised when in the low half-bond state and lowered when in the Gao Banjie-bond state;
the operating mode state of the target clutch includes an intelligent regulation state,
before the step of obtaining the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature, the method comprises the following steps:
Acquiring preset conditions for entering the intelligent adjustment state;
acquiring real-time operation data of the target clutch, and judging whether the target clutch enters the intelligent adjustment state or not based on the real-time operation data; the real-time operation data are related to a serial-parallel switching process of a motor, and the motor is connected with the target clutch;
if yes, executing the step of acquiring the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature.
2. The intelligent clutch adjustment method according to claim 1, wherein the operation mode state of the target clutch further includes a neutral state, a reset state, and the first half-engagement point is not adjusted when the target clutch is in the neutral state; the adjustment step size is zero when the target clutch is in the reset state.
3. The intelligent clutch adjustment method according to claim 1, wherein the step of obtaining the stage of the target clutch and the operating state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to the preset state condition, and determining or generating the adjustment step according to the operating state, comprises the steps of:
Acquiring a first mapping relation between the rotating speed change rate of the output shaft and a preset state condition of the running state;
and/or obtaining a first mapping relation between the motor rotating speed and a preset state condition of the running state.
4. The intelligent clutch adjustment method according to claim 3, wherein the step of obtaining the stage in which the target clutch is located and the operating state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to the preset state condition, and determining or generating the adjustment step according to the operating state includes:
matching the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor with at least one preset state condition in a first mapping relation, and determining an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor;
acquiring a second mapping relation between the running state and the adjustment step length;
and in the second mapping relation, determining the adjustment step length corresponding to the running state.
5. The intelligent clutch adjusting method according to claim 1, wherein the operation mode state of the target clutch further includes an update state,
The step of obtaining a first half-engagement point of the current operation of the target clutch, obtaining a second half-engagement point based on the first half-engagement point and the adjustment step length, and using the second half-engagement point as the adjusted clutch half-engagement point includes:
judging whether the target clutch is in an updated state or not;
when the target clutch is in the updated state, a first half-coupling point of the current operation of the target clutch is obtained, the first half-coupling point is adjusted based on the adjustment step length, and a second half-coupling point is obtained, so that the second half-coupling point is used as the adjusted clutch half-coupling point.
6. The intelligent clutch adjusting method according to any one of claims 1 to 5, wherein the target clutch includes a mode switching clutch and a shift clutch,
the step of obtaining the stage of the target clutch and the running state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to the preset state condition, and determining or generating the adjustment step length according to the running state comprises the following steps:
if the target clutch is a mode switching clutch, acquiring an operation state of the mode switching clutch in a mode switching stage and corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to a preset state condition, and determining or generating an adjustment step length according to the operation state;
If the target clutch is a gear shifting clutch, acquiring an operation state of the target clutch in a gear shifting stage and corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to a preset state condition, and determining or generating an adjustment step length according to the operation state.
7. An intelligent clutch adjustment device, the device comprising:
the first acquisition module acquires the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature;
the determining module is used for obtaining a stage of the target clutch and an operation state corresponding to the change rate of the rotation speed of the output shaft and/or the rotation speed of the motor according to preset state conditions, and determining or generating an adjustment step length according to the operation state, wherein the operation state comprises a low half-coupling point state and a high half-coupling point state;
the adjusting module is used for acquiring a first half-coupling point of the current operation of the target clutch, and obtaining a second half-coupling point based on the first half-coupling point and the adjusting step length, wherein the first half-coupling point is lifted when the low half-coupling point is in a state, and the first half-coupling point is lowered when the Gao Banjie point is in a state;
The operating mode state of the target clutch includes an intelligent regulation state,
the intelligent clutch adjusting device further comprises:
the second acquisition module acquires preset conditions for entering the intelligent adjustment state;
the third acquisition module acquires real-time operation data of the target clutch and judges whether the target clutch enters the intelligent adjustment state or not based on the real-time operation data; the real-time operation data are related to a serial-parallel switching process of a motor, and the motor is connected with the target clutch;
and the execution module is used for executing the step of acquiring the change rate of the rotation speed of the output shaft of the target clutch and/or the rotation speed of the motor under the normal oil temperature if the target clutch is at the normal oil temperature.
8. The utility model provides a clutch intelligent adjustment equipment which characterized in that, clutch intelligent adjustment equipment includes: a memory, a processor and a clutch intelligent regulation program stored on the memory and executable on the processor, which when executed by the processor, implements the steps of the method of any one of claims 1 to 6.
9. A computer-readable storage medium, wherein a clutch intelligent adjustment program is stored on the computer-readable storage medium, which when executed by a processor, implements the steps of the clutch intelligent adjustment method according to any one of claims 1 to 6.
CN202111526984.3A 2021-12-13 2021-12-13 Intelligent clutch adjusting method, device, equipment and storage medium Active CN114215861B (en)

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