CN111114533A

CN111114533A - Clutch engagement, power mode switching method, device, equipment and storage medium

Info

Publication number: CN111114533A
Application number: CN201811280869.0A
Authority: CN
Inventors: 陈镇升; 孙明兵; 何汉清; 岳彬彬; 杨克锋
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2018-10-30
Filing date: 2018-10-30
Publication date: 2020-05-08
Anticipated expiration: 2038-10-30
Also published as: CN111114533B

Abstract

The present application relates to a clutch engagement method and apparatus for a vehicle, a power mode switching method and apparatus for a vehicle, a computer device, and a storage medium. The method comprises the following steps: controlling the clutch to enter a pre-engagement point from a disengagement point, and controlling the difference in the rotational speed of the two ends of the clutch to decrease; and when the two-end rotation speed difference is reduced to the target rotation speed difference, controlling the clutch to enter a joint point from the pre-joint point, wherein the joint point is used for coupling the engine and the driving motor through the clutch. The method can solve the problem that the clutch is easy to damage after being engaged and disengaged for many times.

Description

Clutch engagement, power mode switching method, device, equipment and storage medium

Technical Field

The present application relates to the field of vehicle technologies, and in particular, to a method and an apparatus for engaging a clutch of a vehicle, a method and an apparatus for switching a power mode of a vehicle, a computer device, and a storage medium.

Background

At present, hybrid electric vehicles using an engine and a driving motor as power sources are increasingly popular with users.

In the hybrid electric vehicle, when the hybrid electric vehicle is in a pure electric drive mode or an extended range drive mode, the clutch is in a separation state, and the engine and the driving motor are decoupled. When the hybrid electric vehicle is switched to a hybrid mode, the clutch enters an engaging state from a disengaging state, and the engine is coupled with the driving motor, so that the hybrid output of the two powers is realized.

However, in the process of engaging the clutch with the engine and the driving motor, the clutch is subjected to long-time impact of the engine and the driving motor, and the clutch is easily damaged after being engaged and disengaged for multiple times, so that the service life of the clutch is shortened.

Thus, current clutch engagement methods have the problem of clutch damage.

Disclosure of Invention

Based on this, it is necessary to provide a clutch engagement method and apparatus for a vehicle, a power mode switching method and apparatus for a vehicle, a computer device, and a storage medium, in view of the above technical problems.

A clutch engagement method of a vehicle, comprising:

controlling the clutch to enter a pre-engagement point from a disengagement point, and controlling the difference in the rotational speed of the two ends of the clutch to decrease; the pre-engagement point is a point between an engagement point and a disengagement point of the clutch; the rotation speed difference between the two ends is the rotation speed difference between the engine and the driving motor; the engine and the driving motor are arranged at two ends of the clutch;

and when the two-end rotation speed difference is reduced to the target rotation speed difference, controlling the clutch to enter a joint point from the pre-joint point, wherein the joint point is used for coupling the engine and the driving motor through the clutch.

In one embodiment, said controlling said clutch from a disengaged point into a pre-engagement point comprises:

controlling the oil pressure of the clutch to be boosted to a pre-charging oil pressure; the pre-charge oil pressure is used to urge the clutch from the disengagement point to the pre-engagement point.

In one embodiment, said controlling said clutch to enter engagement point from said pre-engagement point comprises:

controlling the oil pressure of the clutch to be increased from the pre-charge oil pressure to an engagement oil pressure; the engagement oil pressure is used to push the clutch from the pre-engagement point to the engagement point.

In one embodiment, the controlling the reduction of the end-to-end rotational speed difference of the clutch comprises:

and synchronously regulating the speed of a generator of the engine so as to adjust the rotating speed of the engine to be matched with the rotating speed of the driving motor.

In one embodiment, further comprising:

detecting a boost start time at which boosting is started from the precharge oil pressure;

calculating the boosting time consumption between the boosting starting time and the current time;

and generating an oil way flow shortage alarm when the boosting time exceeds a preset time threshold and the boosting time is not increased to the joint oil pressure.

In one embodiment, further comprising:

determining a half-engagement point of the clutch; the half joint point is used for half-coupling the engine and the driving motor through the clutch;

determining the pre-engagement points; the pre-junction point is a point between the half-junction point and the separation point.

A method of power mode switching for a vehicle, the vehicle including a clutch, the method comprising:

controlling the clutch to enter a pre-engagement point from a disengagement point and controlling a rotational speed difference between two ends of the clutch to decrease when a hybrid mode request is received; the pre-engagement point is a point between an engagement point and a disengagement point of the clutch; the rotation speed difference between the two ends is the rotation speed difference between the engine and the driving motor; the engine and the driving motor are arranged at two ends of the clutch;

when the rotating speed difference between the two ends is reduced to the target rotating speed difference, controlling the clutch to enter a joint point from the pre-joint point; the joint is used for coupling the engine and the driving motor through the clutch and then outputting hybrid power.

A clutch engagement device for a vehicle, comprising:

the pre-engagement module is used for controlling the clutch to enter a pre-engagement point from a separation point and controlling the difference of the rotating speeds of two ends of the clutch to be reduced; the pre-engagement point is a point between an engagement point and a disengagement point of the clutch; the rotation speed difference between the two ends is the rotation speed difference between the engine and the driving motor; the engine and the driving motor are arranged at two ends of the clutch;

and the engaging module is used for controlling the clutch to enter an engaging point from the pre-engaging point when the two-end rotation speed difference is reduced to a target rotation speed difference, and the engaging point is used for coupling the engine and the driving motor through the clutch.

A power mode switching apparatus of a vehicle, the vehicle including a clutch, comprising:

a pre-engagement module for controlling the clutch to enter a pre-engagement point from a disengagement point and controlling a difference in rotational speed between two ends of the clutch to decrease when a hybrid mode request is received; the pre-engagement point is a point between an engagement point and a disengagement point of the clutch; the rotation speed difference between the two ends is the rotation speed difference between the engine and the driving motor; the engine and the driving motor are arranged at two ends of the clutch;

the engagement module is used for controlling the clutch to enter an engagement point from the pre-engagement point when the two-end rotation speed difference is reduced to a target rotation speed difference; the joint is used for coupling the engine and the driving motor through the clutch and then outputting hybrid power.

A computer device comprising a memory and a processor, the memory storing a computer program, the processor implementing the following steps when executing the computer program:

A computer-readable storage medium, on which a computer program is stored which, when executed by a processor, carries out the steps of:

The above-described clutch engagement method and apparatus for a vehicle, power mode switching method and apparatus for a vehicle, computer device, and storage medium control the clutch to enter the pre-engagement point from the disengagement point by controlling the clutch and control the difference in rotational speed across the clutch to decrease, and control the clutch to enter the engagement point from the pre-engagement point when the difference in rotational speed across the clutch decreases to a target difference in rotational speed to couple the engine and the driving motor in parallel via the clutch. Because the difference of the rotating speeds of the two ends is reduced, the impact on the clutch when the clutch is jointed with the engine and the driving motor is reduced, meanwhile, because the difference of the rotating speeds of the two ends is reduced, the clutch can directly enter a joint point from a pre-joint point, and the sliding mode process that the clutch consumes a long time when entering the joint point from a half joint point is avoided, so that the clutch is prevented from being impacted by the engine and the driving motor for a long time when being jointed, and the problem that the clutch is easily damaged after being jointed and separated for many times is solved.

Moreover, because the clutch reduces the impact suffered for a long time, the time of vehicle bump is shortened, and the risk of damage to the mechanical structure in the vehicle caused by long-time bump of the vehicle is reduced.

Moreover, if the vehicle is subjected to long-time pause, potential safety hazards exist in the driving process. Through the technical scheme of this application embodiment, shortened the vehicle and appeared the time of setover, reduced the potential safety hazard that the driving process existed.

Drawings

FIG. 1 is a schematic flow chart diagram of a method of engaging a clutch of a vehicle according to one embodiment;

FIG. 2 is an environmental diagram illustrating an exemplary method of engaging a clutch of a vehicle;

FIG. 3 is a schematic illustration of a splice point, a half splice point, a pre-splice point, and a separation point of an embodiment;

FIG. 4 is a schematic flow chart diagram of a method of power mode switching for a vehicle according to one embodiment;

FIG. 5 is a clutch flow diagram of a clutch according to an embodiment;

fig. 6 is a structural block diagram of a clutch engagement device of a vehicle of an embodiment;

FIG. 7 is a block diagram showing a configuration of a power mode switching apparatus of a vehicle according to an embodiment;

FIG. 8 is an internal block diagram of a computer device of an embodiment.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

FIG. 1 is a schematic flow chart diagram of a method of engaging a clutch of a vehicle according to one embodiment. The clutch engagement method provided by the embodiment can be applied to the application environment shown in fig. 2. A Central Control Unit (CCU) 101 controls a vehicle 102 to travel. The vehicle 102 may be a hybrid vehicle, deploying a GAC-mechanical Coupling (GMC).

The electromechanical coupling system includes an engine 103, a clutch 104, a Drive Control Unit (DCU) 105, and a Generator (GCU) 106.

As can be seen, the engine 103 and the driving motor 105 are disposed at both ends of the clutch 104, and the engine 103 is coaxially connected to the generator 106.

In one embodiment, as shown in fig. 1, there is provided a clutch engagement method for a vehicle, which is described by way of example as the method applied to a central controller 101 in fig. 1, and includes the steps of:

step S110, controlling the clutch to enter a pre-engagement point from a disengagement point, and controlling the difference of the rotating speeds of two ends of the clutch to be reduced; the pre-engagement point is a point between an engagement point and a disengagement point of the clutch; the rotation speed difference between the two ends is the rotation speed difference between the engine and the driving motor; the engine and the driving motor are located at both ends of the clutch.

The disengagement point may be a point at which the clutch 104 is in the disengaged state.

Wherein the engagement point may be the point at which the clutch 104 is in an engaged state. The engagement point is also referred to as a full engagement point, and when the clutch 104 is at the full engagement point, the engine 103 and the drive motor 105 are fully engaged with the clutch 104.

Wherein the pre-engagement point may separate one point between the point and the engagement point. With the clutch at the pre-engagement point, the clutch will be engaged, but not engaged, with the engine 103 and the drive motor 105.

Here, the difference in the rotational speeds at both ends is a difference in the rotational speeds of the engine 103 and the drive motor 105 at both ends of the clutch 104. For example, the engine speed is 500 rpm, the drive motor speed is 350 rpm, and the difference between the two rpm is 150 rpm.

When the difference in the rotational speeds at both ends is too large, the clutch 104 is engaged with the engine 103 and the drive motor 105, and the clutch 104 is subjected to a large shock, which tends to damage the clutch 104.

In a specific implementation, when the user starts the vehicle 102 to drive, the electromechanical coupling system starts to operate in the pure electric mode or the range extending mode, and therefore, the clutch 104 in the electromechanical coupling system is in a disengaged state, that is, the clutch 104 is at a disengagement point at this time. When a user makes a mix mode request to the central controller 101, the central controller 101 may then control the clutch 104 from the currently located disengagement point into the pre-engagement point. For example, the clutch 104 is pushed from the disengagement point to the pre-engagement point by boosting the clutch oil pressure.

Further, the central controller 101 may control the differential rotational speed across the clutch 104 to decrease. For example, when the rotation speeds of the engine 103 and the drive motor 105 are reduced to a certain degree, the difference in the rotation speeds between both ends is reduced. Alternatively, since the engine 103 is coaxially connected to the generator 106, the generator 106 may be synchronously regulated so that the rotational speed of the engine 103 is adjusted to a rotational speed matching the rotational speed of the driving motor 105, thereby reducing the difference in rotational speeds at both ends.

Thereby, the central controller 101 controls the clutch 104 to move from the disengagement point to the pre-engagement point, and also controls the differential rotational speed between both ends of the clutch 104 to decrease.

It should be noted that the two steps of controlling the clutch 104 to enter the pre-engagement point from the disengagement point and controlling the speed difference between the two ends of the clutch 104 to decrease may be executed simultaneously or sequentially, the execution timing is not limited, and those skilled in the art may select the execution timing according to actual situations.

And step S120, when the rotating speed difference between the two ends is reduced to the target rotating speed difference, controlling the clutch to enter a joint point from the pre-joint point, wherein the joint point is used for coupling the engine and the driving motor through the clutch.

The target difference may be a difference preset based on an empirical value. For example 0 revolutions per second. It should be noted that the target rotational speed difference of 0 rpm is an ideal value, and in practical applications, 50 rpm/sec to 200 rpm/sec may be set as the target rotational speed difference.

In a specific implementation, the central controller 101 controls the rotation speed difference between the two ends to decrease, and when the rotation speed difference is decreased to the target rotation speed difference, the central controller 101 may control the clutch 104 to enter the engagement point from the pre-engagement point. For example, the clutch 104 is pushed from the pre-engagement point to the engagement point by boosting the clutch oil pressure.

When the clutch 104 reaches the engagement point, the clutch 104 is engaged with the engine 103, and at the same time, the clutch 104 is engaged with the drive motor 105. Therefore, the engine 103 and the drive motor 105 are coupled in parallel via the clutch 104, and output a hybrid power. Thereby, the vehicle 102 switches to the hybrid mode.

It should be noted that in the clutch engagement method of the prior art, there is a slip mode process in the process of engaging the clutch 104 with the engine 103 and the drive motor 105. In this slip mode process, the clutch 104 first enters a half-engagement point from a clutch point, i.e., the clutch 104 is half-engaged with the engine 103 and the drive motor 105, respectively. The clutch 104 then moves from the half-engagement point to the engagement point. The above-mentioned process of entering the joint from the half-joint point is a slip-form process. The sliding mode process of entering the joint from the half joint takes a long time, so that the clutch 104 is impacted by the engine 103 and the driving motor 105 for a long time, the clutch is easy to damage, and the service life of the clutch is shortened.

As can be seen from the above description of the present embodiment, when it is necessary to engage the clutch 104, the clutch 104 is first controlled to enter a pre-engagement point near the engagement point from the disengagement point, and the difference in the rotational speeds of both ends of the clutch 104 is reduced, and when the difference in the rotational speeds of both ends is reduced to the target rotational speed difference, the clutch 104 is controlled to enter the engagement point from the pre-engagement point, and the shock applied when the clutch 104 engages the engine 103 and the drive motor 105 is reduced due to the reduced difference in the rotational speeds of both ends. Meanwhile, due to the fact that the rotating speed difference between the two ends is reduced, the clutch 104 can directly enter the joint point from the pre-joint point, the joint time is shortened, and the sliding mode process which takes a long time to enter the joint point from the semi-joint point is avoided. By the clutch engagement method without the slip mode process, the clutch 104 is prevented from being impacted by the engine 103 and the drive motor 105 for a long time at the time of engagement.

According to the technical scheme of the embodiment of the application, the clutch is controlled to enter the pre-engagement point from the separation point, the rotating speed difference of the two ends of the clutch is controlled to be reduced, and when the rotating speed difference of the two ends is reduced to the target rotating speed difference, the clutch is controlled to enter the engagement point from the pre-engagement point, so that the engine and the driving motor are coupled in parallel through the clutch. Because the difference of the rotating speeds of the two ends is reduced, the impact on the clutch when the clutch is jointed with the engine and the driving motor is reduced, meanwhile, because the difference of the rotating speeds of the two ends is reduced, the clutch can directly enter a joint point from a pre-joint point, and the sliding mode process that the clutch consumes a long time when entering the joint point from a half joint point is avoided, so that the clutch is prevented from being impacted by the engine and the driving motor for a long time when being jointed, and the problem that the clutch is easily damaged after being jointed and separated for many times is solved.

In another embodiment, further comprising:

determining a half-engagement point of the clutch; the half joint point is used for half-coupling the engine and the driving motor through the clutch; determining the pre-engagement points; the pre-junction point is a point between the half-junction point and the separation point.

The half-engagement point may be a point at which the clutch 104 is half-engaged with the engine 103 and the drive motor 105. When the clutch 104 enters the half-engagement point, the engine 103 and the drive motor 105 are in a half-coupled state.

In particular implementations, after determining the half-engagement point of the clutch 104, a point may be looked up between the half-engagement point and the disengagement point as the pre-engagement point.

FIG. 3 is a schematic illustration of a splice point, a half splice point, a pre-splice point, and a separation point of an embodiment. As shown in the figure, a joint point 301 is a point at which the clutch is engaged with the engine and the driving motor, and a separation point 302 is a point at which the clutch is separated from the engine and the driving motor. A half joint point 303 is between the joint point 301 and the separation point 302, and the half joint point 303 is a point at which the clutch is half-engaged with the engine and the drive motor. In order to shorten the engagement time while avoiding the clutch from being half-engaged with the engine and the drive motor, a certain point between the half-engagement point 303 and the disengagement point 302 may be selected as the pre-engagement point 304. The closer the pre-joint 304 is to the half-joint 303, the shorter the joining time required at the time of joining.

In practical applications, the closer the pre-joint is to the half-joint, the shorter the joining time required at the time of joining. Therefore, the skilled person can select a point close to the half-junction point as the pre-junction point between the half-junction point and the separation point according to the actual situation.

In another embodiment, said controlling said clutch from a disengaged point into a pre-engagement point comprises:

In a specific implementation, the central controller 101 can control the oil pressure of the clutch 104 to increase to the pre-charging oil pressure P1, and when the pre-charging oil pressure P1 is reached, the clutch is pushed by the oil pressure to enter the pre-engagement point.

In another embodiment, said controlling said clutch to enter a junction point from said pre-junction point comprises:

In a specific implementation, the central controller 101 can control the oil pressure of the clutch 104 to be increased to the engaging oil pressure P2, and when the engaging oil pressure P2 is reached, the clutch is pushed by the oil pressure to enter the engaging point from the pre-engaging point.

In another embodiment, said controlling the reduction of the end-to-end rotational speed difference of the clutch comprises:

In a specific implementation, the generator 106 enters a speed regulation mode to perform synchronous speed regulation of the engine 103 while the drive motor 105 continues to output torque to maintain the vehicle 102 in operation. When the rotation speed of the engine 103 is close to the rotation speed of the drive motor 105, that is, the rotation speed of the engine 103 is matched with the rotation speed of the drive motor 105, the target rotation speed difference can be achieved by the rotation speed difference between the two ends of the clutch 104.

In another embodiment, further comprising:

detecting a boost start time at which boosting is started from the precharge oil pressure; calculating the boosting time consumption between the boosting starting time and the current time; and generating an oil way flow shortage alarm when the boosting time exceeds a preset time threshold and the boosting time is not increased to the joint oil pressure.

In a specific implementation, the time point at which the oil pressure of the clutch 104 starts to be boosted may be detected as the boosting start time. Then, in the process of boosting from the precharge oil pressure to the engagement oil pressure, a time difference between the current time and the boosting start time is calculated as the boosting elapsed time. When the boosting time reaches a preset time threshold value and the boosting is not performed to the joint oil pressure, the insufficient oil flow of the clutch 104 is indicated, so that an insufficient oil flow path alarm can be generated to prompt a user to carry out maintenance.

Fig. 4 is a schematic flow chart of a power mode switching method of a vehicle according to an embodiment, which is described by taking the method as an example applied to the central controller 101 in fig. 1, and includes the following steps:

step S410, when a hybrid mode request is received, controlling the clutch to enter a pre-engagement point from a disengagement point, and controlling the difference of the rotating speeds of two ends of the clutch to be reduced; the pre-engagement point is a point between an engagement point and a disengagement point of the clutch; the rotation speed difference between the two ends is the rotation speed difference between the engine and the driving motor; the engine and the driving motor are arranged at two ends of the clutch;

step S420, when the rotating speed difference between the two ends is reduced to a target rotating speed difference, controlling the clutch to enter a joint point from the pre-joint point; the joint is used for coupling the engine and the driving motor through the clutch and then outputting hybrid power.

In a specific implementation, when a user requests a hybrid mode from the central controller 101, the central controller 101 may control the clutch 104 to enter the pre-engagement point from the currently-located disengagement point. Further, the central controller 101 may control the differential rotational speed across the clutch 104 to decrease. The central controller 101 controls the rotation speed difference between both ends to decrease, and when the rotation speed difference is decreased to the target rotation speed difference, the central controller 101 may control the clutch 104 to enter the engagement point from the pre-engagement point. When the clutch 104 reaches the engagement point, the clutch 104 is engaged with the engine 103, and at the same time, the clutch 104 is engaged with the drive motor 105. Therefore, the engine 103 and the drive motor 105 are coupled in parallel via the clutch 104, and output a hybrid power. Thereby, the vehicle 102 switches to the hybrid mode.

According to the technical scheme of the embodiment of the application, when a hybrid mode request is received, the clutch is controlled to enter the pre-engagement point from the disengagement point, the rotating speed difference of the two ends of the clutch is controlled to be reduced, and when the rotating speed difference of the two ends is reduced to the target rotating speed difference, the clutch is controlled to enter the engagement point from the pre-engagement point, so that the engine and the driving motor are coupled in parallel through the clutch. Because the difference of the rotating speeds of the two ends is reduced, the impact on the clutch when the clutch is jointed with the engine and the driving motor is reduced, meanwhile, because the difference of the rotating speeds of the two ends is reduced, the clutch can directly enter a joint point from a pre-joint point, and the sliding mode process that the time consumed by entering the joint point from a half joint point is long is avoided, so that the clutch is prevented from being impacted by the engine and the driving motor for a long time when the clutch is jointed, and when the power mode of a vehicle is switched, the problem that the clutch is easily damaged after being jointed and separated for many times when the power mode is switched is solved.

In order to facilitate those skilled in the art to understand the technical solution of the present embodiment, the following description will be made with reference to the specific example of fig. 5. FIG. 5 is a clutch flow diagram of a clutch according to an embodiment. As shown, after the vehicle is started, the clutch is in a separated state, and the vehicle is in a pure electric mode or a range extending mode. When the user requests to switch to the hybrid mode, the central controller controls the oil circuit of the clutch to be boosted to the pre-charging oil pressure P1, so that the clutch enters the pre-engagement point. Meanwhile, the generator synchronously regulates the speed to reduce the difference of the rotating speeds at the two ends of the clutch. When the clutch reaches the pre-engagement point and the differential rotational speed at both ends reaches the target differential rotational speed, the oil pressure of the control clutch is raised to the engagement oil pressure P2 so that the clutch reaches the engagement point, completing the engagement of the clutch. If the preset time threshold is reached, the joint oil pressure P2 still cannot be reached, the joint fails, and a warning is generated correspondingly to prompt a user to carry out maintenance.

It should be understood that although the steps in the flowcharts of fig. 1 and 4 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least some of the steps in fig. 1 and 4 may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, and the order of performing the sub-steps or stages is not necessarily sequential, but may be performed alternately or alternately with other steps or at least some of the sub-steps or stages of other steps.

In one embodiment, as shown in fig. 6, there is provided a clutch engagement device for a vehicle, including: a pre-bonding module 610 and a bonding module 620, wherein:

a pre-engagement module 610 for controlling the clutch to enter a pre-engagement point from a disengagement point and for controlling a reduction in a speed differential across the clutch; the pre-engagement point is a point between an engagement point and a disengagement point of the clutch; the rotation speed difference between the two ends is the rotation speed difference between the engine and the driving motor; the engine and the driving motor are arranged at two ends of the clutch;

an engagement module 620 configured to control the clutch to enter an engagement point from the pre-engagement point when the end-to-end speed difference decreases to a target speed difference, the engagement point being configured to couple the engine and the driving motor via the clutch.

In another embodiment, the pre-bond module 610 includes:

the pre-charging sub-module is used for controlling the oil pressure of the clutch to be boosted to a pre-charging oil pressure; the pre-charge oil pressure is used to urge the clutch from the disengagement point to the pre-engagement point.

In another embodiment, the bonding module 620 includes:

an engagement oil charge submodule for controlling the oil pressure of the clutch to be boosted from the precharge oil pressure to an engagement oil pressure; the engagement oil pressure is used to push the clutch from the pre-engagement point to the engagement point.

In another embodiment, the pre-bond module 610 includes:

and the synchronous speed regulation submodule is used for synchronously regulating the speed of a generator of the engine so as to regulate the rotating speed of the engine to be matched with the rotating speed of the driving motor.

In another embodiment, further comprising:

the time detection module is used for detecting the boosting starting time of starting boosting from the pre-charging oil pressure;

the time consumption calculation module is used for calculating the boosting time consumption between the boosting starting time and the current time;

and the warning module is used for generating an oil way flow shortage warning when the boosting time exceeds a preset time threshold and the boosting time does not reach the joint oil pressure.

In another embodiment, further comprising:

a half-engagement point module to determine a half-engagement point of the clutch; the half joint point is used for half-coupling the engine and the driving motor through the clutch;

a pre-splice point module to determine the pre-splice point; the pre-junction point is a point between the half-junction point and the separation point.

In one embodiment, as shown in fig. 7, there is provided a power mode switching apparatus of a vehicle including a clutch, the apparatus including: a pre-bonding module 710 and a bonding module 720, wherein:

a pre-engagement module 710 for controlling the clutch to enter a pre-engagement point from a disengagement point and controlling a reduction in a speed difference across the clutch when a hybrid mode request is received; the pre-engagement point is a point between an engagement point and a disengagement point of the clutch; the rotation speed difference between the two ends is the rotation speed difference between the engine and the driving motor; the engine and the driving motor are arranged at two ends of the clutch;

an engagement module 720, configured to control the clutch to enter the engagement point from the pre-engagement point when the end-to-end speed difference decreases to a target speed difference; the joint is used for coupling the engine and the driving motor through the clutch and then outputting hybrid power.

In another embodiment, the pre-bond module 710 includes:

In another embodiment, the joining module 720 includes:

In another embodiment, the pre-bond module 710 includes:

In another embodiment, further comprising:

For specific limitations of the clutch engagement device and the power mode switching device of the vehicle, reference may be made to the above limitations of the clutch engagement method and the power mode switching method, which are not described herein again. The various modules in the above-described apparatus may be implemented in whole or in part by software, hardware, and combinations thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.

The clutch engagement device and the power mode switching device provided by the above can be used for executing the clutch engagement method and the power mode switching method provided by any of the above embodiments, and have corresponding functions and beneficial effects.

In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as shown in fig. 8. The computer device includes a processor, a memory, a network interface, and a database connected by a system bus. Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of an operating system and computer programs in the non-volatile storage medium. The network interface of the computer device is used for communicating with an external terminal through a network connection. The computer program is executed by a processor to implement a clutch engagement method of a vehicle or a power mode switching method of a vehicle.

Those skilled in the art will appreciate that the architecture shown in fig. 8 is merely a block diagram of some of the structures associated with the disclosed aspects and is not intended to limit the computing devices to which the disclosed aspects apply, as particular computing devices may include more or less components than those shown, or may combine certain components, or have a different arrangement of components.

In one embodiment, a computer device is provided, comprising a memory and a processor, the memory having a computer program stored therein, the processor implementing the following steps when executing the computer program:

In one embodiment, the processor, when executing the computer program, further performs the steps of:

In one embodiment, a computer-readable storage medium is provided, having a computer program stored thereon, which when executed by a processor, performs the steps of:

In one embodiment, the computer program when executed by the processor further performs the steps of:

It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), Rambus Direct RAM (RDRAM), direct bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. A clutch engagement method for a vehicle, characterized by comprising:

2. The method of claim 1, wherein said controlling said clutch from a disengaged point into a pre-engagement point comprises:

3. The method of claim 2, wherein said controlling said clutch from said pre-engagement point into an engagement point comprises:

4. The method of claim 1, wherein controlling the reduction in the end-to-end rotational speed difference of the clutch comprises:

5. The method of claim 3, further comprising:

6. The method of claim 1, further comprising:

7. A power mode switching method of a vehicle, characterized in that the vehicle includes a clutch, the method comprising:

8. A clutch engagement device for a vehicle, characterized by comprising:

9. A power mode switching apparatus of a vehicle, characterized in that the vehicle includes a clutch, comprising:

10. A computer device comprising a memory and a processor, the memory storing a computer program, wherein the processor implements the steps of the method of any one of claims 1 to 7 when executing the computer program.

11. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 7.