CN114526295B - Overload protection method and device for clutch, vehicle and storage medium - Google Patents
Overload protection method and device for clutch, vehicle and storage medium Download PDFInfo
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- CN114526295B CN114526295B CN202210179196.XA CN202210179196A CN114526295B CN 114526295 B CN114526295 B CN 114526295B CN 202210179196 A CN202210179196 A CN 202210179196A CN 114526295 B CN114526295 B CN 114526295B
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- 238000000034 method Methods 0.000 title claims abstract description 43
- 230000005540 biological transmission Effects 0.000 claims abstract description 31
- 230000001105 regulatory effect Effects 0.000 claims abstract description 15
- 230000001276 controlling effect Effects 0.000 claims description 4
- 230000004044 response Effects 0.000 claims description 3
- 230000008569 process Effects 0.000 abstract description 12
- 238000013021 overheating Methods 0.000 description 5
- 230000006870 function Effects 0.000 description 3
- 238000002679 ablation Methods 0.000 description 2
- 238000003491 array Methods 0.000 description 2
- 238000004364 calculation method Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 238000005299 abrasion Methods 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
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Classifications
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
- B60W30/186—Preventing damage resulting from overload or excessive wear of the driveline excessive wear or burn out of friction elements, e.g. clutches
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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)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The application discloses an overload protection method and device for a clutch, a vehicle and a storage medium, wherein the method comprises the following steps: acquiring the actual micro-slip torque of the clutch; determining a current state of the clutch; responding to the current state as an overload state, and adjusting a maximum engine torque threshold of the transmission according to the actual microslip torque; and adjusting the actual torque of the engine according to the adjusted maximum engine torque threshold. Therefore, when the clutch is in an overload state, the actual torque of the engine is regulated by adjusting the maximum engine torque threshold value, so that the clutch can be protected, the clutch is prevented from being ablated or damaged due to overheat, the clutch is not required to be opened in the whole overload protection process, power transmission interruption is avoided, and the driving experience of a user is improved.
Description
Technical Field
The present application relates to the field of clutch technologies, and in particular, to a method and apparatus for overload protection of a clutch, a vehicle, and a storage medium.
Background
As vehicles gradually develop from single power sources to multiple power sources, the power provided by the vehicles is stronger and stronger, so that the power of the vehicles may be too high at a moment, the actual torque carried by the clutch is already or will exceed the design limit, and when the clutch is not fully closed, the clutch is subjected to large sliding abrasion due to the excessive torque, so that the clutch is overheated and ablated or damaged.
The conventional overload protection method for the clutch is to calculate the sliding work of the clutch, and directly open the clutch to carry out overheat protection on the clutch when the sliding work of the clutch exceeds a certain threshold value, but the method can cause interruption of power transmission and reduce the driving experience of a user.
Disclosure of Invention
The present application aims to solve at least one of the technical problems in the related art to some extent. Therefore, a first object of the present application is to provide a method for overload protection of a clutch, which adjusts the actual torque of an engine by adjusting the maximum engine torque threshold when the clutch is in an overload state, so that the clutch can be protected from being ablated or damaged due to overheating, and the clutch does not need to be opened during the whole overload protection process, thereby avoiding interruption of power transmission and improving the driving experience of users.
A second object of the present application is to propose a computer readable storage medium.
A third object of the present application is to propose a vehicle.
A fourth object of the present application is to provide an overload protection device for a clutch.
To achieve the above object, an embodiment of a first aspect of the present application provides a method for overload protection of a clutch, including: acquiring the actual micro-slip torque of the clutch; determining a current state of the clutch; responding to the current state as an overload state, and adjusting a maximum engine torque threshold of the transmission according to the actual microslip torque; and adjusting the actual torque of the engine according to the adjusted maximum engine torque threshold.
According to the overload protection method of the clutch, the actual micro-slip torque of the clutch is obtained, the current state of the clutch is determined, when the current state of the clutch is the overload state, the maximum engine torque threshold of the transmission is adjusted according to the actual micro-slip torque, and the actual torque of the engine is adjusted according to the adjusted maximum engine torque threshold. Therefore, when the clutch is in an overload state, the actual torque of the engine is regulated by adjusting the maximum engine torque threshold value, so that the clutch can be protected, the clutch is prevented from being ablated or damaged due to overheat, the clutch is not required to be opened in the whole overload protection process, power transmission interruption is avoided, and the driving experience of a user is improved.
According to one embodiment of the application, determining a current state of a clutch includes: acquiring an actual speed difference and a target speed difference of a clutch; acquiring a speed difference value between an actual speed difference and a target speed difference; and determining the current state of the clutch according to the speed difference value and the actual micro-slip torque.
According to one embodiment of the application, determining a current state of the clutch based on the differential speed value and the actual microslip torque includes: when the speed difference value is larger than a first threshold value and the actual micro-skidding torque is larger than the maximum clutch capacity torque value, determining that the current state of the clutch is an overload state; and when the speed difference value is smaller than or equal to a first threshold value or the actual microslip torque is smaller than or equal to a maximum clutch capacity torque value, determining that the current state of the clutch is a normal state.
According to one embodiment of the application, the adjusted maximum engine torque threshold is expressed by the following formula:
P＝a×(L-L r )+b
wherein P is the adjusted maximum engine torque threshold, L is the actual micro-slip torque, L r For maximum clutch capacity torque value, a is a first preset coefficient and b is a second preset coefficient.
According to one embodiment of the application, adjusting the actual torque of the engine according to the adjusted maximum engine torque threshold comprises: and controlling the engine to run with limited torque according to the adjusted maximum engine torque threshold.
To achieve the above object, an embodiment of a second aspect of the present application proposes a computer-readable storage medium having stored thereon an overload protection program of a clutch, which when executed by a processor implements an overload protection method of the clutch as in the embodiment of the first aspect.
According to the computer readable storage medium, through the overload protection method of the clutch, when the clutch is in an overload state, the actual torque of the engine is regulated by regulating the maximum engine torque threshold value, so that the clutch can be protected from being ablated or damaged due to overheat, and the clutch is not required to be opened in the whole overload protection process, thereby avoiding power transmission interruption and improving the driving experience of a user.
To achieve the above object, an embodiment of a third aspect of the present application provides a vehicle, including: the overload protection method for the clutch in the embodiment of the first aspect is realized when the processor executes the program.
According to the vehicle provided by the embodiment of the application, through the overload protection method of the clutch, when the clutch is in an overload state, the actual torque of the engine is regulated by regulating the maximum engine torque threshold value, so that the clutch can be protected from being ablated or damaged due to overheating, and in the whole overload protection process, the clutch does not need to be opened, thereby avoiding power transmission interruption and improving the driving experience of a user.
In order to achieve the above object, a fourth aspect of the present application provides an overload protection device for a clutch, including: the acquisition module is used for acquiring the actual micro-slip torque of the clutch; the determining module is used for determining the current state of the clutch; and the control module is used for responding to the current state as the overload state, adjusting the maximum engine torque threshold value of the transmission according to the actual micro-skidding torque and adjusting the actual torque of the engine according to the adjusted maximum engine torque threshold value.
According to the overload protection device for the clutch, the acquisition module acquires the actual micro-slip torque of the clutch, the determining module determines the current state of the clutch, and when the current state of the clutch is the overload state, the control module adjusts the maximum engine torque threshold of the transmission according to the actual micro-slip torque and adjusts the actual torque of the engine according to the adjusted maximum engine torque threshold. Therefore, when the clutch is in an overload state, the actual torque of the engine is regulated by adjusting the maximum engine torque threshold value, so that the clutch can be protected, the clutch is prevented from being ablated or damaged due to overheat, the clutch is not required to be opened in the whole overload protection process, power transmission interruption is avoided, and the driving experience of a user is improved.
Additional aspects and advantages of the application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the application.
Drawings
FIG. 1 is a flow chart of a method of overload protection for a clutch according to one embodiment of the present application;
FIG. 2 is a flow chart of determining a current state of a clutch according to one embodiment of the application;
fig. 3 is a schematic structural view of an overload protection apparatus for a clutch according to an embodiment of the present application.
Detailed Description
Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present application and should not be construed as limiting the application.
The overload protection method, the overload protection device, the vehicle and the storage medium of the clutch according to the embodiment of the application are described below with reference to the accompanying drawings.
Fig. 1 is a flow chart of a method of overload protection for a clutch according to one embodiment of the application. As shown in fig. 1, the overload protection method of the clutch includes the following steps:
step S101, obtaining the actual micro-slip torque of the clutch.
The engine and the clutch are in three working states, namely a full linkage state of the engine and the clutch, a non-linkage state of the engine and the clutch and a half linkage state of the engine and the clutch, when the engine and the clutch are in the full linkage state, the clutch pressure plate is tightly pressed against the flywheel friction plate, the friction force between the pressure plate and the friction plate is the largest at the moment, the input shaft of the engine and the output shaft of the clutch keep relative static friction, and the rotating speeds of the two are the same; when the engine and the clutch are in a non-linkage state, the pressure plate is separated from the friction plate, and the pressure plate and the friction plate are not contacted completely, so that no relative friction exists; when the engine and the clutch are in a semi-linkage state, the clutch pressure plate is in contact with the flywheel friction plate, but the pressure of the clutch pressure plate pressed against the flywheel friction plate is smaller at the moment, so that relative sliding friction can be generated between the clutch pressure plate and the flywheel friction plate.
Specifically, when the engine and the clutch are in a semi-linkage state, the clutch pressure plate and the flywheel friction plate start to be combined, the sliding friction torque transmitted by the clutch pressure plate is continuously increased along with the gradual increase of the pressing force of the clutch pressure plate, the rotating speed of the clutch output shaft is continuously increased, the angular speed of the engine is reduced, the clutch pressure plate and the flywheel friction plate are in a micro-sliding friction state, and the acquired clutch transmission torque at the moment is the actual micro-sliding friction torque of the clutch.
Step S102, determining the current state of the clutch.
It should be noted that, during operation, the clutch is in different working states due to torque transmission, when the clutch normally transmits output torque, the clutch is in a normal state, and when the output torque of the clutch transmission is too large, the clutch is in an overload state, so as to ensure normal operation of the clutch and avoid ablation or damage of the clutch caused by overload, and the current state of the clutch needs to be determined.
Specifically, in some embodiments, as shown in FIG. 2, determining the current state of the clutch includes:
step S201, acquiring the actual speed difference and the target speed difference of the clutch;
specifically, when the clutch pressure plate and the flywheel friction plate start to be combined, the clutch pressure plate and the flywheel friction plate are in a micro-slip state, the power input end and the power output end of the clutch are allowed to have rotation speed differences, the rotation speed differences of the clutch pressure plate and the flywheel friction plate in the micro-slip state are obtained to be the actual speed differences of the clutch, the target speed difference is the expected speed difference in the micro-slip state of the clutch, the optimal rotation speed difference between the power input end and the power output end of the clutch is obtained through experimental tests, and the target speed difference is preset in a clutch control system.
Step S202, obtaining a speed difference value between an actual speed difference and a target speed difference;
specifically, when the clutch pressure plate and the flywheel friction plate are in a micro-skidding state, the speed difference value between the actual speed difference and the target speed difference is obtained in real time according to the obtained actual speed difference of the clutch and the preset target speed difference.
Step S203, determining the current state of the clutch according to the speed difference value and the actual micro-slip torque.
Specifically, the current working state of the clutch is judged according to the speed difference value between the actual speed difference and the target speed difference of the clutch in the micro-skidding state and the actual micro-skidding torque, whether the clutch is in a normal running state or not can be detected in real time, and when the clutch is in an abnormal working state, necessary measures are timely taken to avoid excessive ablation or damage of the clutch.
Further, in some embodiments, determining the current state of the clutch based on the differential speed value and the actual microslip torque includes: when the speed difference value is larger than a first threshold value and the actual micro-skidding torque is larger than the maximum clutch capacity torque value, determining that the current state of the clutch is an overload state; and when the speed difference value is smaller than or equal to a first threshold value or the actual microslip torque is smaller than or equal to a maximum clutch capacity torque value, determining that the current state of the clutch is a normal state.
Specifically, when other power sources are interposed, the actual torque provided by the engine and other power sources gradually approaches to the threshold value of the maximum engine torque allowed by the transmission, at this time, the actual micro-slip torque of the clutch gradually increases, and the actual micro-slip torque of the clutch exceeds the maximum clutch capacity torque value due to, for example, insufficient hydraulic pump capacity or hydraulic system hardware processing error, and if the difference value of the clutch at this time is also greater than the first threshold value, that is, the difference value of the actual speed difference of the clutch and the target speed difference is too great, it is indicated that the actual torque carried by the clutch is too great, the clutch is converted from the micro-slip working condition to the large-slip working condition, and the clutch may be overheated, at this time, the clutch is determined to be in an overload state; if the speed difference value of the actual speed difference of the clutch and the target speed difference is smaller than or equal to a first threshold value or the actual micro-slip torque is smaller than or equal to a maximum clutch capacity torque value, the fact that the vehicle power input torque is normal is indicated, the clutch can bear the current actual input torque, and the clutch is determined to be in a normal state at the moment.
Therefore, the current state of the clutch is determined by acquiring the speed difference value between the actual speed difference of the clutch and the target speed difference and the relation between the actual micro-slip torque and the maximum clutch capacity torque value in real time, the working condition of the clutch can be prejudged, and the clutch is reminded to enter an overload state.
Step S103, in response to the current state being an overload state, adjusting a maximum engine torque threshold of the transmission according to the actual microslip torque.
Specifically, when the current state of the clutch is determined to be an overload state, a maximum engine torque threshold of the transmission is adjusted according to an actual microslip torque of the clutch and a maximum clutch capacity torque value.
Further, the adjusted maximum engine torque threshold is expressed by the following formula:
P＝a×(L-L r )+b
wherein P is the adjusted maximum engine torque threshold, L is the actual micro-slip torque, L r For maximum clutch capacity torque value, a is a first preset coefficient and b is a second preset coefficient.
That is, when the clutch is in an overload state, the maximum engine torque threshold of the clutch is adjusted according to a preset calculation method by the obtained actual microslip torque and a preset maximum clutch capacity torque value, and it is noted that the maximum engine torque threshold of the transmission obtained by the calculation method is reduced and then increased, wherein the maximum engine torque threshold does not exceed the original maximum engine torque threshold in the increasing process, i.e. the adjusted maximum engine torque threshold is always smaller than the original maximum engine torque threshold.
Step S104, the actual torque of the engine is adjusted according to the adjusted maximum engine torque threshold.
Specifically, the adjusted maximum engine torque threshold value of the clutch is fed back to the engine control system, and the engine control system adjusts the real-time output torque of the engine according to the maximum engine torque threshold value updated in real time, so that the clutch is restored to a normal working state, and the clutch is prevented from being ablated or damaged due to overheating.
In some embodiments, adjusting the actual torque of the engine according to the adjusted maximum engine torque threshold comprises: and controlling the engine to run with limited torque according to the adjusted maximum engine torque threshold.
That is, the real-time output torque of the engine is limited according to the real-time updated maximum engine torque threshold value, so that the actual torque of the engine is always smaller than the maximum engine torque threshold value, the adjusted maximum engine torque threshold value of the transmission is increased after being reduced, the actual torque of the engine is reduced when the maximum engine torque threshold value is gradually reduced, the actual torque of the engine is gradually recovered to be normal when the maximum engine torque threshold value of the transmission is gradually increased, the adjusted maximum engine torque threshold value is always smaller than or equal to the original maximum engine torque threshold value, the actual torque of the engine is always smaller than or equal to the actual torque of the original engine, the input torque transmitted to the clutch is also reduced, the speed difference value of the clutch and the actual micro-slip torque are recovered to be within a reasonable range, and the clutch is gradually recovered to be in a normal state.
Therefore, by adjusting the actual torque of the engine, the clutch can be protected from being ablated or damaged due to overheating, and the clutch is always in a combined state in the whole adjusting process, so that the power transmission interruption caused by the opening of the clutch does not occur.
In summary, according to the overload protection method of the clutch in the embodiment of the application, the actual micro-slip torque of the clutch is obtained, the current state of the clutch is determined, when the current state of the clutch is the overload state, the maximum engine torque threshold of the transmission is adjusted according to the actual micro-slip torque, and the actual torque of the engine is adjusted according to the adjusted maximum engine torque threshold. Therefore, when the clutch is in an overload state, the actual torque of the engine is regulated by adjusting the maximum engine torque threshold value, so that the clutch can be protected, the clutch is prevented from being ablated or damaged due to overheat, the clutch is not required to be opened in the whole overload protection process, power transmission interruption is avoided, and the driving experience of a user is improved.
An embodiment of the present application also provides a computer-readable storage medium having stored thereon an overload protection program of a clutch, which when executed by a processor, implements the overload protection method of the clutch in the above embodiment.
According to the computer readable storage medium, through the overload protection method of the clutch, when the clutch is in an overload state, the actual torque of the engine is regulated by regulating the maximum engine torque threshold value, so that the clutch can be protected from being ablated or damaged due to overheat, and the clutch is not required to be opened in the whole overload protection process, thereby avoiding power transmission interruption and improving the driving experience of a user.
An embodiment of the present application also provides a vehicle including: the overload protection method for the clutch in the embodiment is realized when the processor executes the program.
According to the vehicle provided by the embodiment of the application, through the overload protection method of the clutch, when the clutch is in an overload state, the actual torque of the engine is regulated by regulating the maximum engine torque threshold value, so that the clutch can be protected from being ablated or damaged due to overheating, and in the whole overload protection process, the clutch does not need to be opened, thereby avoiding power transmission interruption and improving the driving experience of a user.
Fig. 3 is a schematic structural view of an overload protection apparatus for a clutch according to an embodiment of the present application. As shown in fig. 3, the overload protection apparatus 100 of the clutch includes: an acquisition module 110, a determination module 120, and a control module 130.
Wherein, the acquisition module 110 is used for acquiring the actual micro-slip torque of the clutch; the determination module 120 is configured to determine a current state of the clutch; the control module 130 is configured to adjust a maximum engine torque threshold of the transmission based on the actual microslip torque and adjust an actual torque of the engine based on the adjusted maximum engine torque threshold in response to the current state being an overload state.
In some embodiments, the determining module 120 is further specifically configured to: acquiring an actual speed difference and a target speed difference of a clutch; acquiring a speed difference value between an actual speed difference and a target speed difference; and determining the current state of the clutch according to the speed difference value and the actual micro-slip torque.
In some embodiments, the determining module 120 is further specifically configured to: when the speed difference value is larger than a first threshold value and the actual micro-skidding torque is larger than the maximum clutch capacity torque value, determining that the current state of the clutch is an overload state; and when the speed difference value is smaller than or equal to a first threshold value or the actual microslip torque is smaller than or equal to a maximum clutch capacity torque value, determining that the current state of the clutch is a normal state.
In some embodiments, the adjusted maximum engine torque threshold is expressed by the following formula:
P＝a×(L-L r )+b
wherein P is the adjusted maximum engine torque threshold, L is the actual micro-slip torque, L r For maximum clutch capacity torque value, a is a first preset coefficient and b is a second preset coefficient.
In some embodiments, the control module 130 is specifically configured to: and controlling the engine to run with limited torque according to the adjusted maximum engine torque threshold.
It should be noted that, for the description of the overload protection device for the clutch in the present application, please refer to the description of the overload protection method for the clutch in the present application, and detailed descriptions thereof are omitted herein.
According to the overload protection device for the clutch, the acquisition module acquires the actual micro-slip torque of the clutch, the determining module determines the current state of the clutch, and when the current state of the clutch is the overload state, the control module adjusts the maximum engine torque threshold of the transmission according to the actual micro-slip torque and adjusts the actual torque of the engine according to the adjusted maximum engine torque threshold. Therefore, when the clutch is in an overload state, the actual torque of the engine is regulated by adjusting the maximum engine torque threshold value, so that the clutch can be protected, the clutch is prevented from being ablated or damaged due to overheat, the clutch is not required to be opened in the whole overload protection process, power transmission interruption is avoided, and the driving experience of a user is improved.
It should be noted that the logic and/or steps represented in the flowcharts or otherwise described herein, for example, may be considered as a ordered listing of executable instructions for implementing logical functions, and may be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory.
It is to be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present application, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.
While embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.
Claims (6)
1. A method of overload protection for a clutch, comprising:
acquiring the actual micro-slip torque of the clutch;
determining a current state of the clutch, wherein the determining the current state of the clutch comprises: acquiring an actual speed difference and a target speed difference of the clutch; acquiring a speed difference value between the actual speed difference and the target speed difference; determining a current state of the clutch according to the speed difference value and the actual microslip torque;
and in response to the current state being an overload state, adjusting a maximum engine torque threshold of the transmission according to the actual microslip torque, wherein the adjusted maximum engine torque threshold is expressed by the following formula:
P＝a×(L-L r )+b
wherein P is the adjusted maximum engine torque threshold, L is the actual micro-slip torque, L r A is a first preset coefficient, and b is a second preset coefficient for the maximum clutch capacity torque value;
and adjusting the actual torque of the engine according to the adjusted maximum engine torque threshold value.
2. The overload protection method of the clutch according to claim 1, wherein the determining the current state of the clutch according to the differential speed value and the actual micro-slip torque includes:
when the speed difference value is larger than a first threshold value and the actual micro-skidding torque is larger than a maximum clutch capacity torque value, determining that the current state of the clutch is an overload state;
and when the speed difference value is smaller than or equal to the first threshold value or the actual micro-slip torque is smaller than or equal to the maximum clutch capacity torque value, determining that the current state of the clutch is a normal state.
3. The method of overload protection for a clutch according to claim 1, wherein said adjusting the actual torque of the engine according to the adjusted maximum engine torque threshold value comprises:
and controlling the engine to run with limited torque according to the adjusted maximum engine torque threshold.
4. A computer-readable storage medium, characterized in that an overload protection program of a clutch is stored thereon, which overload protection program of a clutch, when executed by a processor, implements the overload protection method of a clutch according to any one of claims 1-3.
5. A vehicle, characterized by comprising: a memory, a processor and an overload protection program for a clutch stored in said memory and operable on said processor, said processor implementing a method for overload protection of a clutch according to any one of claims 1-3 when said program is executed.
6. An overload protection device for a clutch, comprising:
the acquisition module is used for acquiring the actual micro-slip torque of the clutch;
a determining module, configured to determine a current state of the clutch, where the determining the current state of the clutch includes: acquiring an actual speed difference and a target speed difference of the clutch; acquiring a speed difference value between the actual speed difference and the target speed difference; determining a current state of the clutch according to the speed difference value and the actual microslip torque;
the control module is used for responding to the current state as an overload state and adjusting the maximum engine torque threshold value of the transmission according to the actual micro-skidding torque, wherein the adjusted maximum engine torque threshold value is expressed by the following formula:
P＝a×(L-L r )+b
wherein P is the adjusted maximum engine torque threshold, L is the actual micro-slip torque, L r And a is a first preset coefficient, b is a second preset coefficient, and the actual torque of the engine is regulated according to the regulated maximum engine torque threshold.
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| CN114526295A (en) | 2022-05-24 |
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