CN115992853A - Clutch control method, control device and hybrid vehicle - Google Patents
Clutch control method, control device and hybrid vehicle Download PDFInfo
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- CN115992853A CN115992853A CN202310280093.7A CN202310280093A CN115992853A CN 115992853 A CN115992853 A CN 115992853A CN 202310280093 A CN202310280093 A CN 202310280093A CN 115992853 A CN115992853 A CN 115992853A
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Abstract
The invention relates to the technical field of vehicles, and discloses a clutch control method, a control device and a hybrid vehicle, wherein the ratio A of the actual service life of a clutch to the maximum service life of the clutch is calculated according to the target minimum combination position and the original minimum combination position of the clutch Actual practice is that of Determining the ratio A of the theoretical service life of the clutch to the maximum service life of the clutch according to the total switching times of the clutch Theory of The method comprises the steps of carrying out a first treatment on the surface of the Pair A Actual practice is that of And A Theory of The combination speed of the clutch is adjusted according to the comparison result, so that the target combination speed of the clutch corresponds to the target minimum combination position, the target combination speed of the clutch is proper, the poor running stability of the vehicle caused by the too high combination speed of the clutch can be avoided, the service life of the clutch can be prevented from being influenced due to the too high friction work caused by the too low combination speed of the clutch, and the clutch combination time is improvedStability, improved the drivability of vehicle.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a clutch control method, a clutch control device and a hybrid vehicle.
Background
The automatic transmission of the electronic control mechanical type uses an automatic clutch and an automatic gear selecting and shifting executing mechanism to control the automatic gear shifting of the transmission, and drivability refers to drivability and comprises vehicle body stability during uniform speed running, power output smoothness during acceleration and acceleration, power output smoothness during climbing, power output stability during gear shifting, stability during running on a severe road surface and running under a limit condition and the like.
The clutch for the vehicle is used for cutting off and transmitting power, most of the clutch for the vehicle adopts a friction clutch, and the speed of the clutch combination directly influences the drivability. If the combination speed of the clutch is too high, the engine speed can be caused to generate larger fluctuation, and the running stability of the vehicle is affected; the combination speed of the clutch is too slow, so that the clutch can generate excessive sliding friction work due to long-time sliding friction, and the service life of the clutch is reduced.
The present clutch combining speed control method, for example, patent application publication number CN 113294456A discloses a clutch engaging process adjusting method and a hybrid vehicle control method, by obtaining the current transmission speed ratio, vehicle weight and accelerator opening, determining the starting point of sliding friction, the ending point of sliding friction of the clutch and the engaging speed between the starting point of sliding friction and the ending point of sliding friction, so as to shorten the engaging time of the clutch under the condition of ensuring the smoothness of power.
When the clutch is controlled to be combined by adopting the method, once the clutch is worn or the positions of the starting point and the ending point of the friction of the clutch are inaccurate due to other reasons, the effect of the control method can be reduced to a certain extent.
Disclosure of Invention
The invention aims to provide a clutch control method, a control device and a hybrid vehicle, which can improve the stability of the clutch during the combination and improve the drivability of the vehicle.
In order to achieve the purpose, on one hand, the invention adopts the following technical scheme:
a clutch control method comprising the steps of:
determining a target minimum engagement position of the clutch;
calculating the ratio A of the actual service life of the clutch to the maximum service life of the clutch according to the target minimum combination position and the original minimum combination position Actual practice is that of ；
Determining the ratio A of the theoretical service life of the clutch to the maximum service life of the clutch according to the total switching times of the clutch Theory of ；
Pair A Actual practice is that of And A Theory of And performing comparison, and adjusting the combination rate of the clutch according to the comparison result.
As a preferable technical scheme of the clutch control method, calculating a ratio a of the actual service life of the clutch to the maximum service life of the clutch according to the target minimum combination position and the original minimum combination position Actual practice is that of Comprising:
determining an absolute value DeltaS of an actual travel difference between the original minimum combined position and the target minimum combined position Actual practice is that of ；
A Actual practice is that of ＝△S Actual practice is that of /△S max X 100%, where DeltaS max Representing the absolute value of the maximum allowable friction travel that ensures that the clutch can engage.
As a preferable technical scheme of the clutch control method, determining a ratio a of a theoretical service life of the clutch to the maximum service life of the clutch according to the total number of times of clutch engagement and disengagement Theory of Comprising:
acquiring the actual total switching times of the clutch;
inquiring a ratio corresponding to the actual total switching times of the clutch according to the corresponding relation between the total switching times of the clutch and the ratio of the service life of the clutch to the maximum service life of the clutch, and taking the inquired ratio as A Theory of 。
As a preferable technical scheme of the clutch control method, adjusting the engagement rate of the clutch according to the comparison result includes:
A actual practice is that of And A is a Theory of And when the difference value of the two clutches is within the preset service life duty ratio difference range, controlling the combination rate of the clutches to be unchanged.
As a preferable technical scheme of the above clutch control method, the method for adjusting the engagement rate of the clutch according to the comparison result further includes:
A actual practice is that of And A is a Theory of And increasing the engagement rate of the clutch when the difference of the two clutch engagement rates is greater than the maximum value of the preset service life duty cycle difference range.
As a preferable technical scheme of the above clutch control method, adjusting a coupling rate of the clutch according to the comparison result, further includes:
A actual practice is that of And A is a Theory of And when the difference value of the ratio is smaller than the minimum value of the preset service life ratio difference range, reducing the combination rate of the clutch.
As a preferable technical scheme of the clutch control method, the method further comprises: controlling the clutch to perform self-learning of the minimum combining position according to the accumulated clutch switching times after the self-learning of the last minimum combining position is finished;
determining a target minimum engagement position of the clutch includes: and before the clutch performs self-learning of the minimum combination position next time, determining the wear stroke of the clutch according to the accumulated clutch on-off times after the last self-learning of the minimum combination position is finished, and correcting the minimum combination position obtained by the last self-learning of the minimum combination position according to the determined wear stroke of the clutch to obtain the target minimum combination position.
In order to achieve the above object, in another aspect, the present invention further provides a clutch control device for implementing the clutch control method according to any one of the above aspects, the clutch control device including:
a position determination module for determining the target minimum engagement position of the clutch;
an actual service life ratio determining module for calculating a ratio A of the actual service life of the clutch to the maximum service life of the clutch according to the target minimum combination position and the original minimum combination position of the clutch Actual practice is that of ；
A theoretical service life ratio determining module for determining a ratio A of the theoretical service life of the clutch to the maximum service life of the clutch according to the total switching times of the clutch Theory of ；
A rate determination module for A Actual practice is that of And A Theory of And performing comparison, and adjusting the combination rate of the clutch according to the comparison result.
As a preferable embodiment of the above clutch control device, the actual service life ratio determining module includes:
a stroke difference determining unit for calculating an absolute value DeltaS of an actual stroke difference between the original minimum combined position and the target minimum combined position Actual practice is that of ；
An actual service life ratio calculating unit for calculating a ratio A of the actual service life of the clutch to a maximum service life of the clutch Actual practice is that of ，A Actual practice is that of ＝△S Actual practice is that of /△S max X 100%, where DeltaS max Representing the absolute value of the maximum allowable friction travel that ensures that the clutch can engage.
In order to achieve the above object, in still another aspect, the present invention further provides a hybrid vehicle, including the above clutch control device.
The invention has the beneficial effects that: according to the clutch control method, the control device and the hybrid vehicle, the ratio A of the actual service life of the clutch to the maximum service life of the clutch is calculated through the target minimum combination position and the original minimum combination position of the clutch Actual practice is that of Determining the ratio A of the theoretical service life of the clutch to the maximum service life of the clutch according to the total switching times of the clutch Theory of The method comprises the steps of carrying out a first treatment on the surface of the Pair A Actual practice is that of And A Theory of The method comprises the steps of comparing the speed of the clutch and adjusting the combination speed of the clutch according to a comparison result, and when a clutch combination instruction is received, controlling the clutch to be combined at a target combination speed, so that the target combination speed of the clutch corresponds to the target minimum combination position of the clutch, the target combination speed of the clutch is proper, the problem that the running stability of the vehicle is poor due to the fact that the combination speed of the clutch is too high can be avoided, the service life of the clutch is influenced due to the fact that the friction work is too high due to the fact that the combination speed of the clutch is too low can be avoided, the stability of the clutch in combination is improved, the driving performance of the vehicle is improved, and the service life of the clutch is prolonged.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following description will briefly explain the drawings needed in the description of the embodiments of the present invention, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to the contents of the embodiments of the present invention and these drawings without inventive effort for those skilled in the art.
FIG. 1 is a flow chart of a clutch control method provided by an embodiment of the present invention;
FIG. 2 is a graph of the relationship between the duration of use of a clutch and the engagement travel of the clutch provided by an embodiment of the present invention;
fig. 3 is a block schematic diagram of a clutch control device according to an embodiment of the present invention.
In the figure:
100. a position determining module; 200. the actual service life duty ratio determining module; 300. a theoretical service life ratio determining module; 400. and a rate determination module.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
The embodiment provides a clutch control method for a friction clutch, which not only can improve the stability of the clutch during combination, but also can improve the drivability of a vehicle. The clutch control method may be performed by a clutch control device, which may be implemented in software and/or hardware and integrated in a hybrid vehicle. The engine and the motor of the hybrid vehicle are connected in parallel, and the hybrid vehicle specifically adopts a P2 hybrid system.
The clutch comprises a driving disc, a driven disc and an executing mechanism for driving the driving disc to be connected with the driven disc, wherein the clutch position refers to the position of the driving disc relative to the driven disc, and the executing mechanism such as an electric push rod, a hydraulic cylinder or an air cylinder can be controlled by a controller to control the clutch position. Wherein the clutch has a maximum disengaged position, a slip initial position, and a minimum engaged position during engagement and disengagement. Wherein when the clutch is in the maximum disengaged position, the spacing between the driving and driven discs is at a maximum at this time, and no torque is transferred between the driving and driven discs; when the clutch is positioned at the initial sliding friction position, the driving disc and the driven disc just start to slide relatively, and friction torque transmission exists between the driving disc and the driven disc; when the clutch is at the minimum combination position, no relative sliding exists between the driving disc and the driven disc, the two discs keep synchronous rotation speed, the transmitted torque is not dynamic friction torque any more, and power transmission is carried out through the clutch.
Fig. 1 is a flowchart of a clutch control method provided in the present embodiment, and as shown in fig. 1, the clutch control method provided in the present embodiment includes the following steps:
s100, determining a target minimum combination position of a clutch;
s200, calculating the ratio A of the actual service life of the clutch to the maximum service life of the clutch according to the target minimum combination position and the original minimum combination position Actual practice is that of ；
S300, determining the ratio A of the theoretical service life of the clutch to the maximum service life of the clutch according to the total switching times of the clutch Theory of ；
S400, pair A Actual practice is that of And A Theory of And performing comparison, and adjusting the combination rate of the clutch according to the comparison result.
The clutch control method provided in this embodiment uses the target minimum combination position and the original minimum combination position of the clutchCalculating the ratio A of the actual service life of the clutch to the maximum service life of the clutch at the small combination position Actual practice is that of Determining the ratio A of the theoretical service life of the clutch to the maximum service life of the clutch according to the total switching times of the clutch Theory of The method comprises the steps of carrying out a first treatment on the surface of the Pair A Actual practice is that of And A Theory of The method comprises the steps of comparing the speed of the clutch and adjusting the combination speed of the clutch according to a comparison result, so that the target combination speed of the clutch corresponds to the target minimum combination position of the clutch, the target combination speed of the clutch is proper, poor running stability of the vehicle caused by too high combination speed of the clutch can be avoided, the service life of the clutch can be prevented from being influenced due to too large friction work caused by too low combination speed of the clutch, the stability of the clutch during combination is improved, the drivability of the vehicle is improved, and the service life of the clutch is prolonged.
Further, the clutch control method further includes the steps of: the clutch is controlled to perform self-learning of the minimum combination position once every preset number of times of combination and combination. Determining a target minimum engagement position of the clutch includes: before the clutch performs self-learning of the minimum combination position next time, determining the abrasion stroke of the clutch according to the accumulated clutch opening and closing times after the self-learning of the minimum combination position last time, and correcting the minimum combination position obtained by the self-learning of the minimum combination position last time according to the determined clutch abrasion stroke to obtain the target minimum combination position.
As to how to control the clutch for minimum engagement position self-learning, it is known in the art and will not be described in detail herein.
The self-learning of the minimum combination position of the clutch needs to meet the self-learning triggering condition, so that when the clutch opening and closing times reach the preset opening and closing times, whether the minimum combination position self-learning triggering condition is met is judged, when the self-learning triggering condition is met, the clutch is controlled to perform the self-learning of the minimum combination position, and meanwhile, the clutch opening and closing times are controlled to be cleared. And after the self-learning of the minimum combination position is finished, starting to accumulate the clutch on-off times so as to control the clutch to perform self-learning of the minimum combination position when the clutch on-off times reach the preset on-off times next time. The preset number of times of splitting and combining is 5000 times.
Because the clutch is divided into one time, certain abrasion can be generated, the abrasion possibly generated when the clutch is divided into a plurality of times can not influence the stability of the clutch and the service life of the clutch when the clutch is combined, or the influence is small, and the abrasion can be basically ignored. However, after the clutch is integrated by multiple times of opening and closing, the abrasion of the clutch is continuously integrated, and the influence on the stability of the clutch during the combination and the service life of the clutch is continuously increased. Therefore, the wear stroke of the clutch is determined according to the accumulated clutch opening and closing times after the last minimum combination position self-learning is finished, and the minimum combination position obtained by the last minimum combination position self-learning is corrected according to the determined clutch wear stroke to obtain the target minimum combination position.
The clutch wear stroke refers to an absolute value of a stroke difference generated by clutch wear in a clutch engagement direction.
Specifically, determining a wear stroke of the clutch according to a clutch opening and closing number accumulated when the last minimum combination position self-learning is finished, and correcting a minimum combination position obtained by the last minimum combination position self-learning according to the determined wear stroke of the clutch to obtain a target minimum combination position, wherein the method comprises the following steps:
according to the corresponding relation between the clutch opening and closing times and the clutch abrasion strokes, inquiring the clutch abrasion strokes corresponding to the clutch opening and closing times which begin to be accumulated when the self-learning of the last minimum combination position is finished, and continuously combining the position determined by the inquired clutch abrasion strokes on the basis of the minimum combination position determined by the self-learning of the last minimum combination position along the combination direction of the clutch as the target minimum combination position.
Further, calculating the ratio A of the actual service life of the clutch to the maximum service life of the clutch according to the target minimum combination position and the original minimum combination position Actual practice is that of Comprising the following steps:
determining an actual travel difference between the original minimum binding position and the target minimum binding positionAbsolute value DeltaS of (2) Actual practice is that of ；
A Actual practice is that of ＝△S Actual practice is that of /△S max X 100%, where DeltaS max Representing the absolute value of the maximum allowable friction stroke that the clutch is guaranteed to be able to engage.
The original minimum combination position refers to a pre-stored sliding starting position when the vehicle is assembled.
Further, determining the ratio A of the theoretical service life of the clutch to the maximum service life of the clutch according to the total number of times of clutch engagement and disengagement Theory of Comprising the following steps:
acquiring the actual total switching times of the clutch;
according to the corresponding relation between the total switching times of the clutch and the ratio of the service life of the clutch to the maximum service life of the clutch, inquiring the ratio corresponding to the actual total switching times of the clutch, and taking the inquired ratio as A Theory of 。
The total number of times of engagement of the clutch refers to the total number of times of engagement accumulated after the clutch is assembled to the vehicle.
Alternatively, the correspondence between the total number of times of engagement and disengagement of the clutch and the ratio of the service life of the clutch to the maximum service life of the clutch may be a map or a data table obtained by repeated tests. The correspondence between the total number of times of engagement and disengagement of the clutch and the ratio of the service life of the clutch to the maximum service life of the clutch is a data table obtained by repeated tests, and for convenience of description, the ratio of the service life of the clutch to the maximum service life of the clutch is recorded as the ratio of the service life of the clutch, and the data table is as follows.
Fig. 2 is a graph showing a relationship between a time period of use of the clutch and a coupling stroke of the clutch provided in the present embodiment, and an abscissa of fig. 2 shows the time period of use of the clutch and an ordinate of fig. 2 shows the coupling stroke of the clutch. As shown in FIG. 2Further, the clutch engagement rate is adjusted based on the comparison, including the following three conditions, specifically, the first condition, at A Actual practice is that of And A is a Theory of When the difference value of (2) is within the preset service life ratio difference range, referring to a curve 1 in fig. 2, it is explained that the actual service life of the clutch is relatively close to the theoretical service life of the clutch, and at this time, the coupling rate of the clutch is controlled to be unchanged.
In the second case, A Actual practice is that of And A is a Theory of When the difference of the ratio is larger than the maximum value of the preset service life ratio difference range, referring to curve 2 in fig. 2, it is indicated that the abrasion of the clutch is larger, and the service life of the clutch is prolonged, the priority is given to the prolonging of the service life of the clutch, and the combination rate of the clutch is increased. By increasing the coupling rate of the clutch, the friction time in the coupling process of the clutch can be reduced, the friction work lost in the coupling process of the clutch can be reduced, and the service life of the clutch can be prolonged.
Third case, A Actual practice is that of And A is a Theory of When the difference value of the ratio is smaller than the minimum value of the preset service life ratio difference range, referring to a curve 3 in fig. 2, the abrasion of the clutch is smaller, the running performance of the vehicle is guaranteed to be prioritized, and the combination rate of the clutch is reduced. The clutch combination speed is prevented from being too fast by reducing the clutch combination speed, so that the large fluctuation of the rotating speed of the engine is avoided, and the influence of the clutch combination on the running stability of the vehicle is reduced.
Illustratively, the preset lifetime duty cycle difference range is zero, and both the maximum value and the minimum value of the preset lifetime duty cycle difference range are zero.
Alternatively, PID control is used to regulate the rate of engagement of the clutch during the control of engagement or disengagement of the clutch.
The embodiment also provides a clutch control device for implementing the clutch control method. Fig. 3 is a block diagram of a clutch control apparatus provided in the present embodiment, and as shown in fig. 3, the clutch control apparatus includes a position acquisition module 100, an actual service life duty ratio determination module 200, a theoretical service life duty ratio determination module 300, and a rate determination module 400, wherein the position acquisition module 100 is configured toAcquiring a target minimum combination position of a clutch; the actual service life ratio determining module 200 is configured to calculate a ratio A of the actual service life of the clutch to the maximum service life of the clutch according to the target minimum engagement position and the original minimum engagement position of the clutch Actual practice is that of The method comprises the steps of carrying out a first treatment on the surface of the The theoretical service life ratio determining module 300 is configured to determine a ratio a of a theoretical service life of the clutch to a maximum service life of the clutch according to a total number of times of engagement and disengagement of the clutch Theory of The method comprises the steps of carrying out a first treatment on the surface of the The rate determination module 400 is for pair a Actual practice is that of And A Theory of And performing comparison, and adjusting the combination rate of the clutch according to the comparison result.
Alternatively, the actual life ratio determining module 200 includes a stroke difference determining unit for calculating an absolute value Δs of an actual stroke difference between the original minimum combined position and the target minimum combined position, and an actual life ratio calculating unit Actual practice is that of The method comprises the steps of carrying out a first treatment on the surface of the The actual service life ratio calculating unit is used for calculating the ratio A of the actual service life of the clutch to the maximum service life of the clutch Actual practice is that of ，A Actual practice is that of ＝△S Actual practice is that of /△S max X 100%, where DeltaS max Representing the absolute value of the maximum allowable friction stroke that the clutch is guaranteed to be able to engage.
Further, the clutch control device further comprises an actuator for controlling the clutch to be disengaged or engaged. The clutch may be an electric clutch, a pneumatic clutch, a hydraulic clutch, or a hybrid clutch. The actuating mechanism of the electric clutch is a motor, the actuating mechanism of the pneumatic clutch can adopt an air cylinder, the actuating mechanism of the hydraulic clutch can adopt an oil cylinder, and the actuating mechanism of the hybrid clutch comprises at least two types, namely the motor and the air cylinder are adopted as actuating mechanisms of the clutch.
The clutch is illustratively an electric clutch. The pneumatic clutch comprises an air inlet valve and an air outlet valve, when the air outlet valve is opened, the clutch is used for exhausting, and the clutch is combined; when the air inlet valve is opened, the clutch is inflated, and the clutch is separated.
The clutch is equipped with a displacement sensor for detecting the actual displacement of the active part of the clutch. And when receiving a clutch combination or separation instruction, determining the target displacement of the clutch, and performing PID control on the duty ratio of the air inlet valve and the air outlet valve according to the difference between the actual displacement of the driving part and the target displacement.
The beneficial effects of the clutch control device provided in this embodiment are the same as those of the clutch control method, and the description thereof will not be repeated here.
The embodiment also provides a hybrid vehicle, which comprises the clutch control device, and adopts a P2 hybrid system. In particular, the clutch is located between the engine and the drive motor, and the operation mode of the P2 hybrid system is switched by controlling the clutch release or engagement, which is known in the art and will not be described in detail herein.
Furthermore, the foregoing description of the preferred embodiments and the principles of the invention is provided herein. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.
Claims (10)
1. The clutch control method is characterized by comprising the following steps:
determining a target minimum engagement position of the clutch;
calculating the ratio A of the actual service life of the clutch to the maximum service life of the clutch according to the target minimum combination position and the original minimum combination position Actual practice is that of ；
Determining the ratio A of the theoretical service life of the clutch to the maximum service life of the clutch according to the total switching times of the clutch Theory of ；
Pair A Actual practice is that of And A Theory of And performing comparison, and adjusting the combination rate of the clutch according to the comparison result.
2. The clutch control method according to claim 1, characterized in that a ratio a of the actual service life of the clutch to the maximum service life of the clutch is calculated from the target minimum engagement position and an original minimum engagement position Actual practice is that of Comprising:
determining an absolute value DeltaS of an actual travel difference between the original minimum combined position and the target minimum combined position Actual practice is that of ；
A Actual practice is that of ＝△S Actual practice is that of /△S max X 100%, where DeltaS max Representing the absolute value of the maximum allowable friction travel that ensures that the clutch can engage.
3. The clutch control method according to claim 1, characterized in that a ratio a of a theoretical service life of the clutch to the maximum service life of the clutch is determined based on the total number of times the clutch is engaged Theory of Comprising:
acquiring the actual total switching times of the clutch;
inquiring a ratio corresponding to the actual total switching times of the clutch according to the corresponding relation between the total switching times of the clutch and the ratio of the service life of the clutch to the maximum service life of the clutch, and taking the inquired ratio as A Theory of 。
4. The clutch control method according to claim 1, characterized in that adjusting the engagement rate of the clutch according to the comparison result includes:
A actual practice is that of And A is a Theory of And when the difference value of the two clutches is within the preset service life duty ratio difference range, controlling the combination rate of the clutches to be unchanged.
5. The clutch control method according to claim 4, wherein the engagement rate of the clutch is adjusted according to the comparison result, further comprising:
A actual practice is that of And A is a Theory of And increasing the engagement rate of the clutch when the difference of the two clutch engagement rates is greater than the maximum value of the preset service life duty cycle difference range.
6. The clutch control method according to claim 4, wherein the engagement rate of the clutch is adjusted according to the comparison result, further comprising:
A actual practice is that of And A is a Theory of And when the difference value of the ratio is smaller than the minimum value of the preset service life ratio difference range, reducing the combination rate of the clutch.
7. The clutch control method according to any one of claims 1 to 6, characterized by further comprising: controlling the clutch to perform self-learning of the minimum combining position according to the accumulated clutch switching times after the self-learning of the last minimum combining position is finished;
determining a target minimum engagement position of the clutch includes: and before the clutch performs self-learning of the minimum combination position next time, determining the wear stroke of the clutch according to the accumulated clutch on-off times after the last self-learning of the minimum combination position is finished, and correcting the minimum combination position obtained by the last self-learning of the minimum combination position according to the determined wear stroke of the clutch to obtain the target minimum combination position.
8. A clutch control apparatus for implementing the clutch control method according to any one of claims 1 to 7, comprising:
a position determination module (100) for determining the target minimum engagement position of the clutch;
an actual life ratio determination module (200) for calculating the actual of the clutch based on the target minimum engagement position and the original minimum engagement position of the clutchRatio A of service life to the maximum service life of the clutch Actual practice is that of ；
A theoretical service life ratio determining module (300) for determining a ratio A of the theoretical service life of the clutch to the maximum service life of the clutch according to the total number of times of engagement and disengagement of the clutch Theory of ；
A rate determination module (400) for A Actual practice is that of And A Theory of And performing comparison, and adjusting the combination rate of the clutch according to the comparison result.
9. The clutch control device according to claim 8, characterized in that the actual service life ratio determination module (200) includes:
a stroke difference determining unit for calculating an absolute value DeltaS of an actual stroke difference between the original minimum combined position and the target minimum combined position Actual practice is that of ；
An actual service life ratio calculating unit for calculating a ratio A of the actual service life of the clutch to a maximum service life of the clutch Actual practice is that of ，A Actual practice is that of ＝△S Actual practice is that of /△S max X 100%, where DeltaS max Representing the absolute value of the maximum allowable friction travel that ensures that the clutch can engage.
10. Hybrid vehicle, characterized by comprising a clutch control device according to claim 8 or 9.
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| CN115280033A (en) * | 2020-02-18 | 2022-11-01 | 邦奇动力Psa电子变速箱有限责任公司 | Method for determining a clutch half-engagement point |
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2023
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| DE102005034091A1 (en) * | 2005-07-21 | 2007-01-25 | Zf Friedrichshafen Ag | Method for controlling transmissibility of two frictionally engaged clutch elements, wherein when travelling round bend an operating point of vehicle is determined depending upon current operating state of vehicle |
| WO2008151923A1 (en) * | 2007-06-09 | 2008-12-18 | Zf Friedrichshafen Ag | Method and device for determining clutch wear |
| JP2010065795A (en) * | 2008-09-12 | 2010-03-25 | Mitsubishi Heavy Ind Ltd | Method and device for diagnosis of clutch failure of industrial vehicle |
| CN103261725A (en) * | 2010-09-09 | 2013-08-21 | 舍弗勒技术股份两合公司 | Method for determining wear quantity of friction lining |
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| CN110462244A (en) * | 2017-04-07 | 2019-11-15 | 舍弗勒技术股份两合公司 | Method for determining the service life of a friction clutch of a vehicle |
| DE102019115334A1 (en) * | 2019-06-06 | 2020-12-10 | Schaeffler Technologies AG & Co. KG | Method for determining the service life of a mechanism of an actuator, preferably a clutch or gear actuator |
| CN115280033A (en) * | 2020-02-18 | 2022-11-01 | 邦奇动力Psa电子变速箱有限责任公司 | Method for determining a clutch half-engagement point |
| CN111911571A (en) * | 2020-08-19 | 2020-11-10 | 潍柴动力股份有限公司 | Clutch wear degree detection method and device, controller and vehicle |
| CN115217874A (en) * | 2022-07-14 | 2022-10-21 | 东风商用车有限公司 | System and method for estimating wear life of clutch |
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| CN115992853B (en) | 2023-07-21 |
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