WO2023029890A1 - 离合器半结合点位置自学习方法及装置 - Google Patents

离合器半结合点位置自学习方法及装置 Download PDF

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Publication number
WO2023029890A1
WO2023029890A1 PCT/CN2022/110775 CN2022110775W WO2023029890A1 WO 2023029890 A1 WO2023029890 A1 WO 2023029890A1 CN 2022110775 W CN2022110775 W CN 2022110775W WO 2023029890 A1 WO2023029890 A1 WO 2023029890A1
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Prior art keywords
clutch
self
learning
engine
engagement point
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PCT/CN2022/110775
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English (en)
French (fr)
Inventor
祝浩
徐家良
刘加明
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中国第一汽车股份有限公司
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Publication of WO2023029890A1 publication Critical patent/WO2023029890A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • 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
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30408—Relative rotational position of the input and output parts, e.g. for facilitating positive clutch engagement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3114—Vehicle wheels
    • F16D2500/3115—Vehicle wheel speed
    • 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

Definitions

  • the present application relates to the technical field of vehicle engineering, for example, to a method and device for self-learning the half-engagement point position of a clutch.
  • the clutch For a dual-motor hybrid hybrid vehicle, when the clutch is disengaged, the vehicle is in the series driving mode, and the engine speed is decoupled from the vehicle speed so that the engine can work in the economic zone; when the clutch is engaged, the vehicle is in the parallel driving mode, and the engine speed and The vehicle speed has a fixed speed ratio relationship; when switching from the series drive mode to the parallel drive mode, the clutch needs to be engaged. Since the engine speed is not synchronized with the vehicle speed before the clutch is engaged, the engine speed is usually adjusted to be synchronized with the vehicle speed through the generator. state, and then the clutch is engaged to reduce the impact of the vehicle during the clutch engagement process.
  • the speed adjustment process will take a long time. Because there is a gap in the clutch, there is a certain volume in the clutch-related pipelines. Therefore, if the clutch set pressure gradually increases from 0, the clutch pressure build-up time will be too long, which will cause the entire series-parallel switching time to become longer and affect the driving quality. And for dual-motor hybrid hybrid vehicles, the generator is usually used to adjust the engine speed instead of completely eliminating the speed difference through clutch engagement. Therefore, the self-learning method of the half-engagement point position of the traditional clutch cannot be referred to.
  • This application proposes a self-learning method and device for the position of the clutch half-engagement point, which can obtain a more accurate and reliable current value of the clutch solenoid valve, and realize the pressure control of the clutch faster and more smoothly, thereby maintaining the noise of the clutch engagement, Under the premise of vibration and harshness (Noise, Vibration, Harshness, NVH) performance, the clutch engagement time is reduced.
  • a method for self-learning the position of a clutch half-engagement point which is applied to a vehicle.
  • the vehicle includes a generator, an engine, a clutch, and a drive motor.
  • the output end of the engine and the output end of the generator mesh and are connected to one end of the clutch.
  • One end is connected with the drive motor, and the self-learning method of the position of the half-engagement point of the clutch includes:
  • Vset Vset +V1
  • V Target is the speed value of the drive motor when the vehicle enters the self-learning condition of the clutch half-engagement point, 40 ⁇ V1 ⁇ 60, adjust the speed of the engine through the generator V, until the difference between the engine speed V and the engine target speed Vset remains within the first preset range within the first preset time, and record the current torque GmTqThd of the generator;
  • the initial value I1 I0-Is of the electric current value of the clutch solenoid valve of this clutch semi-combination point self-learning working condition
  • I0 is the self-learning value of the current value of the clutch solenoid valve at the clutch semi-combining point self-learning working condition last time
  • Is is the preset step size of the clutch solenoid valve current. It detects the difference between the real-time torque of the generator and GmTqThd. difference, until the difference is greater than the preset value or the number of increments reaches the preset number of times, the current value of the clutch solenoid valve that is finally recorded is used as the self-learning value of this clutch half-engagement point self-learning working condition.
  • the operating conditions include: the vehicle is in the series drive mode and receives a request to switch to the parallel drive mode, and the vehicle speed remains stable, and the vehicle is in the current driving process, the clutch half-engagement point self-learning working condition Completed less than three times.
  • the method further includes: if the vehicle receives a request to switch to the parallel driving mode, the vehicle executes a series-parallel switching process.
  • the average value of the self-learning values of all clutch half-engagement point self-learning conditions is calculated, and the average value is used as the self-learning value of the clutch half-engagement point self-learning condition of this driving cycle and stored.
  • the difference between the engine speed V and the engine target speed Vset is kept within a first preset range, including:
  • a self-learning device for the position of a half-engagement point of a clutch comprising:
  • a rotational speed sensor is set to detect the rotational speed of the engine
  • the torque sensor is set to detect the real-time torque of the generator
  • a current sensor the current sensor is set to detect the current value of the clutch solenoid valve
  • the control mechanism is communicatively connected with the rotational speed sensor, the torque sensor and the current sensor, and the control mechanism is configured to implement the self-learning method for the position of the half-engagement point of the clutch described above.
  • a vehicle comprising a generator, an engine, a clutch, a driving motor and the above-mentioned self-learning device for the position of the half-engagement point of the clutch, the output end of the engine meshes with the output end of the generator and is connected to one end of the clutch, The other end of the clutch is connected to the drive motor, and the clutch half joint point position self-learning device is connected to the generator, the engine, the clutch and the drive motor, and is configured to perform the above-mentioned clutch half Combination point position self-learning method.
  • a non-transitory storage medium stores a computer program, and when the program is executed, the above self-learning method for the position of the half-engagement point of the clutch is realized.
  • Fig. 1 is a flow chart of a self-learning method for a clutch half-engagement point position provided by an embodiment of the present application
  • Fig. 2 is a flow chart of another clutch half-engagement point position self-learning method provided by the embodiment of the present application;
  • Fig. 3 is a schematic structural diagram of a self-learning device for a clutch half-engagement point position provided by an embodiment of the present application
  • Fig. 4 is a schematic structural diagram of a vehicle provided by an embodiment of the present application.
  • connection should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral body; It can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediary, it can be the internal communication of two components or the interaction relationship between two components.
  • connection can be a fixed connection, a detachable connection, or an integral body; It can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediary, it can be the internal communication of two components or the interaction relationship between two components.
  • a first feature being "on” or “under” a second feature may include that the first and second features are in direct contact, and may also include that the first and second features are not in direct contact. contact but through additional feature contact between them.
  • “above”, “above” and “above” the first feature on the second feature include that the first feature is directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.
  • "Below”, “beneath” and “under” the first feature to the second feature include that the first feature is directly below and obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.
  • orientation or positional relationship is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation or be configured in a specific orientation. and operation, and therefore should not be construed as limiting the application.
  • plural means two or more.
  • first and second are only used to distinguish in description, and have no special meaning.
  • Figure 1 discloses a self-learning method for the position of the clutch half-engagement point, which is applied to a vehicle, and the vehicle includes a generator, an engine, a clutch and a drive motor, the output end of the engine and the output end of the generator Engaged and connected with one end of the clutch, and the other end of the clutch is connected with the driving motor, and the self-learning method of the position of the half-engagement point of the clutch includes:
  • Vset Vset +V1
  • V Target is the speed value of the driving motor when the vehicle enters the self-learning condition of the clutch half-engagement point, 40 ⁇ V1 ⁇ 60, adjust the engine through the generator until the difference between the engine speed V and the engine target speed Vset remains within the first preset range within the first preset time, and record the current torque GmTqThd of the generator.
  • the initial value I1 I0-Is of the electric current value of the clutch solenoid valve of this clutch semi-bonding point self-learning working condition
  • I0 is the self-learning of the clutch solenoid valve current value at the clutch semi-bonding point self-learning working condition last time value
  • Is is the preset step size of the clutch solenoid valve current, detect the difference between the real-time torque of the generator and GmTqThd, when the difference is less than the preset value, increase the current of the clutch solenoid valve sequentially with a preset step size And detect the difference until the difference is greater than the preset value or the number of increments reaches the preset number of times, and the current value of the clutch solenoid valve recorded at last is used as the self-learning value of this clutch half-engagement point self-learning working condition.
  • V Target is the rotational speed value of the drive motor when the vehicle enters the clutch half-engagement point self-learning mode
  • the rotational speed of the engine is adjusted by the generator V is near the speed of the drive motor, and it is not necessary to completely adjust the speed V of the engine to be the same as the speed of the drive motor, so that when there is a deviation between the two speeds, the final speed difference can be eliminated by closing the clutch to reduce The speed regulation time of the engine speed V.
  • V1 may be 50.
  • the initial value of the current value of the clutch solenoid valve is set to be less than the self-learning value of the last clutch half-engagement point self-learning condition, which can prevent the previous clutch half-engagement point self-learning condition from being directly used.
  • the self-learning value of the clutch semi-engagement point self-learning working condition has met the situation that the difference between the real-time torque of the generator and GmTqThd is less than the preset value, so as to ensure the accuracy of adjusting the current value of the clutch solenoid valve.
  • the engine speed can be maintained by the generator first, and then the clutch pressure can be gradually increased, and the load applied by the engine to the generator can be guaranteed.
  • the preset number of times is 3-5 times, for example, 4 times, and the number of preset times can be determined according to actual needs.
  • the operating conditions include: the vehicle is in the series driving mode and a request to switch to the parallel driving mode is received, the speed of the vehicle remains stable, and the vehicle is in the current driving process, the clutch half-engagement point self-learning working condition completed less than three times.
  • keeping the speed of the vehicle stable can ensure that the vehicle is in a stable running state, so as to prevent the negative impact on the adjustment of the engine speed V in S3, and thus make the current value of the clutch solenoid valve inaccurate.
  • the vehicle is in the series drive mode and receives a request to switch to the parallel drive mode, it can ensure that the clutch closing action will be completed later, so as to better ensure the smooth progress of S4. If the number of completions of the self-learning working condition of the clutch half-engagement point is less than three times, the invalid self-learning working condition in this driving process can be avoided, so as to save energy efficiency.
  • it further includes: after S4 ends, if the vehicle receives a request to switch to the parallel driving mode, the vehicle executes a series-parallel switching process.
  • the vehicle speed remains stable.
  • the second preset time and the second preset range can be confirmed according to the actual operating conditions of the vehicle, and need not be described in detail here.
  • the average value of the self-learning values of all clutch half-engagement point self-learning operating conditions is calculated, and the average value is used as the value of the clutch half-engaging point self-learning operating condition of this driving cycle.
  • Self-learn value and store are examples of the average value of the self-learning values of all clutch half-engagement point self-learning operating conditions.
  • the self-learning of the clutch half-engaging point self-learning working conditions obtained in this driving cycle process can be achieved.
  • the value is more accurate and reliable, and in other embodiments of the present application, other optimization methods can also be used, which need not be repeated here.
  • the self-learning value of the clutch half-engagement point self-learning working condition is stored in the non-volatile memory, which can better ensure the storage reliability of the self-learning value of the clutch half-engaging point self-learning working condition, In order to facilitate the recall in the next driving cycle.
  • the clutch solenoid valve current will be adjusted too many times, and the self-learning condition of the half-engagement point of the clutch will end prematurely, reducing the reliability of the self-learning value;
  • the difference between the solenoid valve current values is relatively large, and it is prone to the problem that the more accurate self-learning value is located between the two adjustment values, resulting in a decrease in the accuracy of the self-learning value.
  • the above calculation formula can better ensure that the preset step size is not too large or too small, so as to obtain a more accurate and reliable self-learning value under the current clutch half-engagement point self-learning condition, and then realize Faster and smoother clutch pressure control, shortening clutch engagement time.
  • the clutch is closed when there is still a certain deviation between the engine speed V and the engine target speed Vset, so that the clutch can be determined according to the torque change of the generator during the actual clutch closing process. Whether the position of the half-engagement point is reached, thereby better ensuring the accuracy and reliability of the clutch closing time, and further ensuring the reliability of determining the current value of the clutch solenoid valve.
  • V2 10, in other embodiments of the present application, V2 may also be determined according to actual working conditions.
  • the clutch After the current value of the clutch solenoid valve is adjusted, the clutch will be closed under the action of the increased current of the clutch solenoid valve, so the closing of the clutch and the change of the torque of the generator will be completed after waiting for a preset period of time. Therefore, in this embodiment, due to waiting for a preset period of time, the detection accuracy of the difference between the real-time torque of the generator and GmTqThd can be improved, and the reliability of the self-learning value of the current value of the clutch solenoid valve can be improved.
  • the preset time length is 1 second, and the time length can be determined according to actual working conditions without any limitation.
  • the present application also discloses a clutch half-engagement point self-learning device, which includes a rotational speed sensor 10 , a torque sensor 20 , a current sensor 30 and a control mechanism 40 .
  • the rotational speed sensor 10 is provided to detect the rotational speed of the engine.
  • the torque sensor 20 is arranged to detect the real-time torque of the generator.
  • the current sensor 30 is provided to detect the current value of the clutch solenoid valve.
  • the control mechanism 40 is connected in communication with the rotational speed sensor 10 , the torque sensor 20 and the current sensor 30 , and the control mechanism 40 is configured to implement the self-learning method for the half-engagement point position of the clutch described above.
  • the self-learning device for the position of the half-engagement point of the clutch since the self-learning method for the position of the half-engagement point of the clutch can be implemented, the accuracy of the current value of the clutch solenoid valve corresponding to the position of the half-engagement point of the clutch can be effectively improved. Therefore, according to the more accurate and reliable current value of the clutch solenoid valve, the pressure control of the clutch can be completed faster and more smoothly, thereby reducing the clutch engagement time while maintaining the NVH performance of the clutch engagement.
  • the application also discloses a vehicle, the vehicle includes an engine 1, a generator 2, a shock absorber 3, a reduction mechanism 4, a clutch 5, a drive motor 6, a differential 7 and the above-mentioned clutch Self-learning device for semi-junction position.
  • the output end of the engine 1 is connected with a shock absorber 3, and the other end of the shock absorber 3 and the output end of the generator 2 are meshed through a reduction mechanism 4, and the reduction mechanism 4 is connected with one end of the clutch 5, and the drive motor 6 is connected with the other end of the clutch 5.
  • One end is connected, and the output end of the driving motor 6 is connected with the differential gear 7 .
  • the clutch half-engagement point position self-learning device is connected with the generator 1, the engine 2, the clutch 5 and the driving motor 6, and is configured to execute the above-mentioned clutch half-engagement point position self-learning method.
  • the present application also discloses a non-transitory storage medium, which stores a computer program.
  • a computer program When the program is executed, the above self-learning method for the position of the half-engagement point of the clutch is realized.
  • the operating conditions include: the vehicle is in the series drive mode and receives a request to switch to the parallel drive mode, and the vehicle speed remains stable, and the vehicle is in this time.
  • the number of completions of the clutch half-engagement point self-learning condition is less than three times, and when the absolute value of the rate of change of the vehicle speed remains within the second preset range for a second preset time, the vehicle speed remains stable.
  • Vset Vset +V1
  • V Target is the speed value of the driving motor when the vehicle enters the self-learning condition of the clutch half-engagement point, 40 ⁇ V1 ⁇ 60
  • the initial value I1 I0-Is of the electric current value of the clutch solenoid valve of this clutch semi-bonding point self-learning working condition
  • I0 is the self-learning of the clutch solenoid valve current value at the clutch semi-bonding point self-learning working condition last time value
  • Is is the preset step size of the clutch solenoid valve current, detect the difference between the real-time torque of the generator and GmTqThd, when the difference is less than the preset value, increase the current of the clutch solenoid valve sequentially with a preset step size And detect the difference until the difference is greater than the preset value or the number of increments reaches the preset number of times, and the current value of the clutch solenoid valve recorded at last is used as the self-learning value of the self-learning working condition of the clutch half-engagement point; the clutch solenoid valve current
  • the preset step size Is (Imax-I0)/10, Imax is the maximum value of the current value of the clutch solenoid valve; when Vset-V2 ⁇ V

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

本文公开了一种离合器半结合点位置自学习方法及装置。该离合器半结合点位置自学习方法包括：判定车辆是否满足离合器半结合点自学习工况的运行条件；车辆满足运行条件时，记录并联驱动发动机扭矩，并将发动机的扭矩固定为并联驱动发动机扭矩；通过发电机调整发动机的转速，直至发动机的转速与发动机的目标转速的差值在第一预设时间内持续保持在第一预设范围内，并记录发电机的当前扭矩GmTqThd；检测发电机的实时扭矩与GmTqThd的差值，以一个预设步长为单位依次增加离合器电磁阀的电流并检测差值，以最终记录的离合器电磁阀的电流值作为本次离合器半结合点自学习工况的自学习值。

Description

离合器半结合点位置自学习方法及装置
本申请要求在2021年08月31日提交中国专利局、申请号为202111010732.5的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆工程技术领域，例如涉及一种离合器半结合点位置自学习方法及装置。
背景技术
对于双电机混联构型混合动力车辆，在离合器分离时整车处于串联驱动模式，发动机转速与车速解耦以使发动机工作在经济区；在离合器结合时整车处于并联驱动模式，发动机转速与车速呈固定的速比关系；在从串联驱动模式切换为并联驱动模式时，需要离合器进行结合，由于离合器结合前发动机转速与车速不同步，因此通常通过发电机将发动机转速调整至与车速同步的状态，随后离合器结合，以降低离合器吸合过程中的整车冲击。
但是如果通过发电机将发动机转速调整至与车速完全同步的过程状态，则调速过程耗费的时间较长。由于离合器存在间隙，离合器相关管路存在一定的容积，因此如果离合器设定压力从0开始逐步增加，会导致离合器建压时间过长，进而导致整个串并联切换时间变长，影响驾驶品质。且对于双电机混联构型混合动力车辆，通常通过发电机来调整发动机转速，而不是完全通过离合器结合来消除转速差，因此不能参照传统离合器的半结合点位置自学习方法。
发明内容
本申请提出一种离合器半结合点位置自学习方法及装置，能够获取更为准确可靠的离合器电磁阀的电流值，实现更快更平顺地完成离合器的压力控制，从而在保持离合器结合的噪声、振动与声振粗糙度(Noise、Vibration、Harshness，NVH)性能的前提下降低离合器的吸合时间。
一种离合器半结合点位置自学习方法，应用于车辆，所述车辆包括发电机、发动机、离合器和驱动电机，发动机的输出端和发电机的输出端啮合并与离合器的一端连接，离合器的另一端与驱动电机连接，所述离合器半结合点位置自学习方法包括：
判定车辆是否满足离合器半结合点自学习工况的运行条件；
响应于车辆满足运行条件，记录并联驱动发动机扭矩，并将发动机的扭矩固定为并联驱动发动机扭矩保持不变；
设定发动机的目标转速为Vset，Vset＝V Target+V1，V Target为驱动电机在车辆进入离合器半结合点自学习工况时的转速值，40＜V1＜60，通过发电机调整发动机的转速V，直至发动机的转速V与发动机的目标转速Vset的差值在第一预设时间内持续保持在第一预设范围内，并记录发电机的当前扭矩GmTqThd；
本次离合器半结合点自学习工况的离合器电磁阀的电流值的初始值I1＝I0-Is，I0为离合器电磁阀的电流值在上次离合器半结合点自学习工况的自学习值，Is为离合器电磁阀电流的预设步长，检测发电机的实时扭矩与GmTqThd的差值，当差值小于预设值时，以一个预设步长为单位依次增加离合器电磁阀的电流并检测差值，直至差值大于预设值或者增加次数达到预设次数，以最终记录的离合器电磁阀的电流值作为本次离合器半结合点自学习工况的自学习值。
一实施例中，还包括：
响应于车辆不满足离合器半结合点自学习工况的运行条件，结束本次离合器半结合点自学习工况。
一实施例中，运行条件包括：车辆位于串联驱动模式并接收到切换至并联驱动模式的请求，且车辆的车速保持稳定，且车辆在本次驾驶过程中，离合器半结合点自学习工况的完成次数小于三次。
一实施例中，在确定本次离合器半结合点自学习工况的自学习值之后，还包括：如果车辆接收到切换至并联驱动模式的请求，则车辆执行串并联切换过程。
一实施例中，还包括：
当车辆的车速的变化率的绝对值在第二预设范围内保持第二预设时间，则确定车辆的车速保持稳定。
一实施例中，还包括：
在本次驾驶循环过程中，计算所有离合器半结合点自学习工况的自学习值的平均值，以平均值作为本次驾驶循环的离合器半结合点自学习工况的自学习值并存储。
一实施例中，离合器电磁阀电流的预设步长Is＝(Imax-I0)/10，Imax为离合器电磁阀的电流值的最大值。
一实施例中，发动机的转速V与发动机的目标转速Vset的差值保持在第一预设范围内，包括：
当Vset-V2＜V＜Vset+V2，判定发动机的转速V与发动机的目标转速Vset的差值在第一预设范围内，8＜V2＜12。
一实施例中，在以一个预设步长为单位依次增加离合器电磁阀电流之后，还包括：
等待预设时长后再检测发电机的实时扭矩与GmTqThd的差值。
一种离合器半结合点位置自学习装置，包括：
转速传感器，转速传感器设置为检测发动机的转速；
扭矩传感器，扭矩传感器设置为检测发电机的实时扭矩；
电流传感器，电流传感器设置为检测离合器电磁阀的电流值；
控制机构，与转速传感器、扭矩传感器和电流传感器通信连接，控制机构设置为执行前文所述的离合器半结合点位置自学习方法。
一种车辆，包括发电机、发动机、离合器、驱动电机以及上述的离合器半结合点位置自学习装置，所述发动机的输出端和所述发电机的输出端啮合并与所述离合器的一端连接，所述离合器的另一端与所述驱动电机连接，所述离合器半结合点位置自学习装置与所述发电机、所述发动机、所述离合器以及所述驱动电机连接，设置为执行上述的离合器半结合点位置自学习方法。
一种非暂态存储介质，存储有计算机程序，所述程序被执行时实现上述的离合器半结合点位置自学习方法。
附图说明
图1是本申请实施例提供的一种离合器半结合点位置自学习方法的流程图；
图2是本申请实施例提供的另一种离合器半结合点位置自学习方法的流程图；
图3是本申请实施例提供的一种离合器半结合点位置自学习装置的结构示意图；
图4是本申请实施例提供的一种车辆的结构示意图。
附图标记：
1、发动机；2、发电机；3、减震器；4、减速机构；5、离合器；6、驱动电机；7、差速器；10、转速传感器；20、扭矩传感器；30、电流传感器；40、控制机构。
具体实施方式
下面结合附图并通过具体实施方式来说明本申请的技术方案。
在本申请的描述中，除非另有规定和限定，术语“相连”、“连接”、“固定”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据情况理解上述术语在本申请中的含义。
在本申请中，除非另有规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。
术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。在本申请的描述中，除非另有说明，“多个”的含义是两个或两个以上。此外，术语“第一”、“第二”仅仅用于在描述上加以区分，并没有特殊的含义。
下面参考图1-图3描述本申请实施例的离合器半结合点位置自学习方法及装置。
如图1-图3所示，图1公开了一种离合器半结合点位置自学习方法，应用于车辆，车辆包括发电机、发动机、离合器和驱动电机，发动机的输出端和发电机的输出端啮合并与离合器的一端连接，离合器的另一端与驱动电机连接，所述离合器半结合点位置自学习方法包括：
S1、判定车辆是否满足离合器半结合点自学习工况的运行条件。
S2、车辆满足运行条件时，记录并联驱动发动机扭矩，并将发动机的扭矩固定为并联驱动发动机扭矩保持不变。
S3、设定发动机的目标转速为Vset，Vset＝V Target+V1，V Target为驱动电机在车辆进入离合器半结合点自学习工况时的转速值，40＜V1＜60，通过发电机调整发动机的转速V，直至发动机的转速V与发动机的目标转速Vset的差值在第 一预设时间内持续保持在第一预设范围内，并记录发电机的当前扭矩GmTqThd。
S4、本次离合器半结合点自学习工况的离合器电磁阀的电流值的初始值I1＝I0-Is，I0为离合器电磁阀的电流值在上次离合器半结合点自学习工况的自学习值，Is为离合器电磁阀电流的预设步长，检测发电机的实时扭矩与GmTqThd的差值，当差值小于预设值时，以一个预设步长为单位依次增加离合器电磁阀的电流并检测差值，直至差值大于预设值或者增加次数达到预设次数，以最终记录的离合器电磁阀的电流值作为本次离合器半结合点自学习工况的自学习值。
在S1中，能够根据车辆的实际工况判定是否需要执行离合器半结合点自学习工况，从而能够提高离合器半结合点自学习工况的执行准确性。
在S2中，当离合器不吸合时，以发电机输出扭矩稳定发动机的转速，此时发电机的负载是恒定的，当离合器结合后，由于发动机与离合器连接，使得发电机的负载有所增加，从而会导致发电机的扭矩出现变化，为确保发电机的扭矩变化能够与离合器的结合位置准确对应，此时发动机对发电机提供的负载需要保持恒定，从而提高了离合器电磁阀的电流值的准确性。
在S3中，由于发动机的输出端和驱动电机之间通过离合器连接，为了实现将车辆运行工况转换为并联驱动模式，从而需要调整发动机的转速V与驱动电机的转速较为接近以消除两者的转速差。在本实施例中，由于将发动机的目标转速设定为Vset＝V Target+V1，V Target为驱动电机在车辆进入离合器半结合点自学习工况时的转速值，通过发电机调整发动机的转速V在驱动电机的转速附近，而无须将发动机的转速V完全调整至与驱动电机的转速相同，从而便于在两者的转速还有偏差值时通过离合器的闭合来消除最终的转速差，以降低发动机的转速V的调速时间。在本实施例中，V1可以为50。
在S4中，将离合器电磁阀的电流值的初始值设定为小于上次离合器半结合点自学习工况的自学习值，能够防止在本次离合器半结合点自学习工况直接使用上次离合器半结合点自学习工况的自学习值时已经满足发电机的实时扭矩与GmTqThd的差值小于预设值的情况，从而保证调整离合器电磁阀的电流值时的准确性。同时，由于通常通过增加离合器电磁阀的电流值以提高离合器压力，并实现离合器的结合，且当离合器进入半结合点位置时会参与转速维持，导致发电机的实时扭矩出现变化，由此，可以通过在固定的离合器电磁阀的电流值条件下测试发电机的实时扭矩与GmTqThd的差值以判断离合器是否达到半结合点位置。且在S4中，通过依次增加预设步长，能够较好地保证离合器电磁阀的电流增加的可靠性，进而确保测试得到的离合器电磁阀的电流值与离合器在半结合点位置的真实电流值的误差较小。同时，为了确保自学习工况的运行效 率，也可以在增加次数达到预设次数后，差值仍然小于预设值的情况下，以最后离合器电磁阀的电流值作为本次自学习工况的自学习值。
根据本实施例中的离合器半结合点位置自学习方法，能够在发电机调整发动机转速的条件下，先通过发电机维持发动机转速，再逐步增加离合器压力，且保证了发动机对发电机施加的负载固定，从而能够根据离合器达到半结合点位置时会参与转速维持并导致发电机的实时扭矩出现变化的特性，并根据发电机的实时扭矩的变化而判定离合器是否达到半结合点位置，从而能够有效提高离合器半结合点位置所对应的离合器电磁阀的电流值的准确性，进而能够根据更为准确可靠的离合器电磁阀的电流值，实现更快更平顺地完成离合器的压力控制，从而在保持离合器结合的NVH性能的前提下降低离合器的吸合时间。
在本实施例中，预设次数为3-5次，例如为4次，预设次数的次数可以根据实际需求确定。
在一些实施例中，在S2、S3和S4中，如车辆不满足离合器半结合点自学习工况的运行条件，则结束本次离合器半结合点自学习工况。
通过上述设置，能够有效规避在车辆运行不稳定的情况下执行离合器半结合点自学习工况并得到误差较大的离合器电磁阀电流值的问题，从而较好地保证了准确可靠的离合器电磁阀的电流值，以防止不准确的离合器电磁阀的电流值对离合器压力控制造成负面影响。
在一些实施例中，运行条件包括：车辆位于串联驱动模式并接收到切换至并联驱动模式的请求，且车辆的车速保持稳定，且车辆在本次驾驶过程中，离合器半结合点自学习工况的完成次数小于三次。
，车辆的车速保持稳定能够确保车辆处于稳定运行状态，以防止在S3中对发动机的转速V的调整造成负面影响，进而使离合器电磁阀的电流值不准。车辆位于串联驱动模式并接收到切换至并联驱动模式的请求能够确保后续将要完成离合器闭合动作，以较好地保证S4的顺利进行。离合器半结合点自学习工况的完成次数小于三次，则能够避免在本次驾驶过程中的无效自学习工况，以节省能源效率。
在一些实施例中，还包括：在S4结束后，如果车辆接收到切换至并联驱动模式的请求，则车辆执行串并联切换过程。
通过上述设置，即可保证车辆在不同驱动模式下的正常可靠切换。
在一些实施例中，当车辆的车速的变化率的绝对值在第二预设范围内保持第二预设时间，则车辆的车速保持稳定。
通过上述设置，即可认为车辆的车速保持稳定。第二预设时间和第二预设 范围可以根据车辆的实际运行工况确认，在此无须赘述。
在一些实施例中，在本次驾驶循环过程中，计算所有离合器半结合点自学习工况的自学习值的平均值，以平均值作为本次驾驶循环的离合器半结合点自学习工况的自学习值并存储。
通过将本次驾驶循环过程中所得到的所有离合器半结合点自学习工况的自学习值进行平均计算处理，能够使本次驾驶循环过程所得到的离合器半结合点自学习工况的自学习值更为准确可靠，在本申请的其他实施例中，也可以采用其他优化方法，在此无须赘述。
此外，在本实施例中，离合器半结合点自学习工况的自学习值存储于非易失存储器中，能够较好地保证离合器半结合点自学习工况的自学习值的存储可靠性，以有利于下次驾驶循环中进行调用。
在一些实施例中，离合器电磁阀电流的预设步长Is＝(Imax-I0)/10，Imax为离合器电磁阀的电流值的最大值。
预设步长过小将导致离合器电磁阀电流调整次数过多，并使离合器半结合点自学习工况结束过早，降低自学习值的可靠性；预设步长过大则容易导致调整的离合器电磁阀电流值之间的差值较大，容易出现更准确的自学习值位于两个调整值之间，并导致自学习值的准确性下降的问题。
通过上述计算公式能够较好地保证预设步长不至于过大，也不至于过小，以便于在当前离合器半结合点自学习工况下获取更为准确可靠的自学习值，进而能够实现更快更平顺地完成离合器压力控制，缩短离合器吸合时间。
在一些实施例中，在S4中，当Vset-V2＜V＜Vset+V2，判定发动机的转速V与发动机的目标转速Vset的差值在第一预设范围内，8＜V2＜12。
通过上述第一预设范围的设置，能够实现发动机的转速V与发动机的目标转速Vset之间还有一定偏差的时候执行离合器闭合，从而能够根据实际离合器的闭合过程中发电机的扭矩变化判定离合器是否达到半结合点位置，从而较好地保证了离合器闭合的时间的准确性和可靠性，进而保证确定离合器电磁阀的电流值的可靠性。在本实施例中，V2＝10，在本申请的其他实施例中，V2也可以根据实际工况确定。
在一些实施例中，如图2所示，在S4中，以一个预设步长为单位依次增加离合器电磁阀电流后，等待预设时长后再检测发电机的实时扭矩与GmTqThd的差值。
由于在调整离合器电磁阀的电流值后，离合器会在增加的离合器电磁阀的电流作用下闭合，由此，在等待预设时长后，离合器的闭合以及发电机的扭矩 的变化才会完成。因此，在本实施例中，由于等待了预设时长，能够提高发电机的实时扭矩和GmTqThd的差值的检测准确性，进而能够提高离合器电磁阀的电流值的自学习值的可靠性。在本实施例中，预设时长为1秒，其时长可以根据实际工况确定，无须进行限定。
如图3所示，本申请还公开了一种离合器半结合点位置自学习装置，包括转速传感器10、扭矩传感器20、电流传感器30和控制机构40。转速传感器10设置为检测发动机的转速。扭矩传感器20设置为检测发电机的实时扭矩。电流传感器30设置为检测离合器电磁阀的电流值。控制机构40与转速传感器10、扭矩传感器20和电流传感器30通信连接，控制机构40设置为执行前文所述的离合器半结合点位置自学习方法。
根据本申请实施例的离合器半结合点位置自学习装置，由于能够执行前文所述的离合器半结合点位置自学习方法，能够有效提高离合器半结合点位置所对应的离合器电磁阀的电流值的准确性，进而能够根据更为准确可靠的离合器电磁阀的电流值，实现更快更平顺地完成离合器的压力控制，从而在保持离合器结合的NVH性能的前提下降低离合器的吸合时间。
如图4所示，本申请还公开了一种车辆，车辆包括发动机1、发电机2、减震器3、减速机构4、离合器5、驱动电机6、差速器7和如上所述的离合器半结合点位置自学习装置。发动机1的输出端连接有减震器3，减震器3的另一端和发电机2的输出端通过减速机构4啮合，减速机构4与离合器5的一端连接，驱动电机6与离合器5的另一端连接，驱动电机6的输出端与差速器7连接。离合器半结合点位置自学习装置与发电机1、发动机2、离合器5以及驱动电机6连接，设置为执行上述的离合器半结合点位置自学习方法。
本申请还公开了一种非暂态存储介质，存储有计算机程序，所述程序被执行时实现上述的离合器半结合点位置自学习方法。
实施例：
下面参考图1-图2描述本申请一个实施例的离合器半结合点位置自学习方法。
本实施例的离合器半结合点位置自学习方法包括：
S1、判定车辆是否满足离合器半结合点自学习工况的运行条件，运行条件包括：车辆位于串联驱动模式并接收到切换至并联驱动模式的请求，且车辆的车速保持稳定，且车辆在本次驾驶过程中，离合器半结合点自学习工况的完成次数小于三次，当车辆的车速的变化率的绝对值在第二预设范围内保持第二预设时间，则车辆的车速保持稳定。
S2、车辆满足运行条件时，记录并联驱动发动机扭矩，并将发动机的扭矩固定为并联驱动发动机扭矩保持不变。
S3、设定发动机的目标转速为Vset，Vset＝V Target+V1，V Target为驱动电机在车辆进入离合器半结合点自学习工况时的转速值，40＜V1＜60，通过发电机调整发动机的转速V，直至发动机的转速V与发动机的目标转速Vset的差值在第一预设时间内持续保持在第一预设范围内，并记录发电机的当前扭矩为GmTqThd。
S4、本次离合器半结合点自学习工况的离合器电磁阀的电流值的初始值I1＝I0-Is，I0为离合器电磁阀的电流值在上次离合器半结合点自学习工况的自学习值，Is为离合器电磁阀电流的预设步长，检测发电机的实时扭矩与GmTqThd的差值，当差值小于预设值时，以一个预设步长为单位依次增加离合器电磁阀的电流并检测差值，直至差值大于预设值或者增加次数达到预设次数，以最终记录的离合器电磁阀的电流值作为本次离合器半结合点自学习工况的自学习值；离合器电磁阀电流的预设步长Is＝(Imax-I0)/10，Imax为离合器电磁阀的电流值的最大值；当Vset-V2＜V＜Vset+V2，判定发动机的转速V与发动机的目标转速Vset的差值在第一预设范围内，8＜V2＜12；以一个预设步长为单位依次增加离合器电磁阀电流后，等待预设时长后再检测发电机的实时扭矩与GmTqThd的差值。
S5，在S4结束后，如果车辆接收到切换至并联驱动模式的请求，则车辆执行串并联切换过程。
在本说明书的描述中，参考术语“有些实施例”、“其他实施例”等的描述意指结合该实施例或示例描述的特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。

Claims (12)

  1. 一种离合器半结合点位置自学习方法，应用于车辆，所述车辆包括发电机、发动机、离合器和驱动电机，所述发动机的输出端和所述发电机的输出端啮合并与所述离合器的一端连接，所述离合器的另一端与所述驱动电机连接，所述方法包括：
    判定所述车辆是否满足离合器半结合点自学习工况的运行条件；
    响应于所述车辆满足所述运行条件，记录并联驱动发动机扭矩，并将所述发动机的扭矩固定为所述并联驱动发动机扭矩；
    设定所述发动机的目标转速为Vset，通过所述发电机调整所述发动机的转速V，直至所述发动机的转速V与所述发动机的目标转速Vset的差值在第一预设时间内持续保持在第一预设范围内，并记录所述发电机的当前扭矩GmTqThd，其中，Vset＝V Target+V1，V Target为所述驱动电机在所述车辆进入离合器半结合点自学习工况的情况下的转速值，40＜V1＜60；
    检测所述发电机的实时扭矩与GmTqThd的差值，在所述差值小于预设值的情况下，以一个预设步长为单位依次增加离合器电磁阀的电流并检测所述差值，直至所述差值大于所述预设值或者增加次数达到预设次数，以最终记录的所述离合器电磁阀的电流值作为本次离合器半结合点自学习工况的自学习值，其中，本次离合器半结合点自学习工况的所述离合器电磁阀的电流值的初始值I1＝I0-Is，I0为所述离合器电磁阀的电流值在上次离合器半结合点自学习工况的自学习值，Is为离合器电磁阀电流的预设步长。
  2. 根据权利要求1所述的离合器半结合点位置自学习方法，还包括：
    响应于所述车辆不满足所述运行条件，结束本次离合器半结合点自学习工况。
  3. 根据权利要求1所述的离合器半结合点位置自学习方法，其中，所述运行条件包括：所述车辆位于串联驱动模式并接收到切换至并联驱动模式的请求，且所述车辆的车速保持稳定，且所述车辆在本次驾驶过程中，离合器半结合点自学习工况的完成次数小于三次。
  4. 根据权利要求3所述的离合器半结合点位置自学习方法，其中，在确定本次离合器半结合点自学习工况的自学习值之后，还包括：
    在所述车辆接收到切换至并联驱动模式的请求的情况下，所述车辆执行串并联切换过程。
  5. 根据权利要求3所述的离合器半结合点位置自学习方法，还包括：
    在所述车辆的车速的变化率的绝对值在第二预设范围内保持第二预设时间的情况下，确定所述车辆的车速保持稳定。
  6. 根据权利要求1所述的离合器半结合点位置自学习方法，还包括：
    在本次驾驶循环过程中，计算所有离合器半结合点自学习工况的自学习值的平均值，以所述平均值作为本次驾驶循环的离合器半结合点自学习工况的自学习值并存储。
  7. 根据权利要求1所述的离合器半结合点位置自学习方法，其中，所述离合器电磁阀电流的预设步长Is＝(Imax-I0)/10，Imax为所述离合器电磁阀的电流值的最大值。
  8. 根据权利要求1所述的离合器半结合点位置自学习方法，其中，所述发动机的转速V与所述发动机的目标转速Vset的差值保持在所述第一预设范围内，包括：
    在Vset-V2＜V＜Vset+V2的情况下，判定所述发动机的转速V与所述发动机的目标转速Vset的差值在第一预设范围内，其中，8＜V2＜12。
  9. 根据权利要求1所述的离合器半结合点位置自学习方法，在所述以一个预设步长为单位依次增加离合器电磁阀电流之后，还包括：
    等待预设时长后再检测所述发电机的实时扭矩与GmTqThd的差值。
  10. 一种离合器半结合点位置自学习装置，包括：
    转速传感器，转速传感器设置为检测发动机的转速；
    扭矩传感器，扭矩传感器设置为检测发电机的实时扭矩；
    电流传感器，电流传感器设置为检测离合器电磁阀的电流值；
    控制机构，与所述转速传感器、所述扭矩传感器和所述电流传感器通信连接，所述控制机构设置为执行权利要求1-9中任一项所述的离合器半结合点位置自学习方法。
  11. 一种车辆，包括发电机、发动机、离合器、驱动电机以及如权利要求10所述的离合器半结合点位置自学习装置，所述发动机的输出端和所述发电机的输出端啮合并与所述离合器的一端连接，所述离合器的另一端与所述驱动电机连接，所述离合器半结合点位置自学习装置与所述发电机、所述发动机、所述离合器以及所述驱动电机连接，设置为执行权利要求1-9中任一项所述的离合器半结合点位置自学习方法。
  12. 一种非暂态存储介质，存储有计算机程序，所述程序被执行时实现如权利要求1-9中任一项所述的离合器半结合点位置自学习方法。
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