Clutch torque reduction method and device, computer equipment and storage medium

Abstract

The invention relates to a clutch torque reduction method and device, computer equipment, a storage medium and a computer program product. The method comprises the following steps: acquiring vehicle state information; the engine torque reduction process and the current gear shifting type of the vehicle are judged; a clutch torque reduction target torque and a torque safety coefficient are obtained based on the vehicle state information and the engine torque reduction process; and according to the clutch torque reduction target torque, the torque safety coefficient and the final clutch target torque at the last moment, the comprehensive torque reduction target torque is obtained. The clutch is guaranteed to actively and coordinately control the engine torque during torque reduction separation, and the problems of engine speed rising and transmission system oscillation caused by torque reduction of the clutch earlier than that of the engine or long gear shifting time caused by torque reduction of the clutch later than that of the engine can be effectively solved, so that engine speed rising or transmission system oscillation is avoided, and the service life of the clutch is prolonged. Therefore, the driving comfort and the gear shifting speed of the vehicle are ensured.

Description

Technical Field

[0001] The present application relates to the field of clutch technology, and in particular to a clutch torque reduction method, device, computer equipment, storage medium and computer program product. Background Art

[0002] The existing automatic transmission is developed based on the manual transmission by adding various sensors, transmission control units, electronically controlled gear selection and shift actuators and clutch actuators. Compared with other automatic transmission solutions, it has the advantages of low cost and high transmission efficiency.

[0003] At present, the sales volume of tractor trucks has maintained a steady growth year by year with the development of the logistics industry, but the number of tractor trucks equipped with automatic transmissions is far lower than the number of tractor trucks equipped with manual transmissions. In recent years, the sales volume of tractor trucks equipped with automatic transmissions has shown a steady growth.

[0004] With the popularization of automatic transmissions, drivers' requirements for driving comfort and gear shifting performance of vehicles are gradually increasing. Driving comfort and gear shifting performance are closely related to the separation smoothness and separation speed of the clutch torque reduction process during the gear shifting process. If smoothness is ignored in pursuit of gear shifting speed, it is easy to cause unnecessary engine speed to soar or transmission system oscillation when the clutch torque is reduced and separated. If the gear shifting speed is ignored in pursuit of smoothness, the clutch torque reduction and separation process is too slow during gear shifting, resulting in a long gear shifting time, which will give the driver the feeling of long power interruption time and poor power performance. Summary of the invention

[0005] Based on this, it is necessary to provide a clutch torque reduction method, device, computer equipment, storage medium and computer program product that can balance the shifting speed and shifting smoothness in order to solve the above technical problems.

[0006] In a first aspect, the present application provides a clutch torque reduction method. The method comprises:

[0007] Obtain vehicle status information; and determine the vehicle's engine torque reduction process and current gear shift type;

[0008] Based on the vehicle status information and the engine torque reduction process, the clutch torque reduction target torque and torque safety factor are obtained;

[0009] The comprehensive torque reduction target torque is obtained according to the clutch torque reduction target torque, the torque safety factor and the final target torque of the clutch at the previous moment.

[0010] In one embodiment, the comprehensive torque reduction target torque is obtained according to the clutch torque reduction target torque, the torque safety factor and the final target torque of the clutch at the previous moment, including:

[0011] Obtaining the engine torque reduction request torque and the engine actual torque based on the vehicle state information;

[0012] Obtaining a clutch torque reduction target torque according to the engine torque reduction request torque and the engine actual torque;

[0013] According to the actual torque of the engine, the torque reduction torque traction coefficient and the torque reduction torque safety factor of the clutch are obtained;

[0014] The comprehensive torque reduction target torque is obtained according to the clutch torque reduction torque safety factor, the torque reduction torque traction coefficient, the clutch torque reduction target torque and the clutch final target torque at the previous moment.

[0015] In one embodiment, the method further comprises:

[0016] Obtaining a quick step clutch release target torque and a torque reduction base target torque;

[0017] The vehicle torque reduction state is classified according to the current gear shift type and the engine torque reduction process; the vehicle torque reduction state has a first state, a second state and a third state;

[0018] In the first state, the clutch final target torque is obtained according to the fast step clutch release target torque;

[0019] In the second state, the final target torque of the clutch is obtained according to the torque reduction basic target torque;

[0020] In the third state, the clutch final target torque is obtained according to the comprehensive torque reduction target torque.

[0021] In one embodiment, obtaining the fast step clutch release target torque includes:

[0022] Obtaining the torque reduction timer timing time, the torque reduction operation time and the clutch estimated torque;

[0023] Obtaining a clutch release response time under a current estimated torque according to the clutch estimated torque;

[0024] When the torque reduction operation time minus the torque reduction timer timing time is less than the clutch release response time, the fast step clutch release target torque is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization moment and the clutch fully open torque setting value.

[0025] In one embodiment, obtaining the torque reduction base target torque includes:

[0026] Based on the ratio of the timer timing time to the torque reduction operation time, the torque reduction torque coefficient under the current gear shift type is obtained;

[0027] Get the initial torque and end torque of torque reduction at the initialization time; the end torque of torque reduction is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization time and the clutch fully open torque setting value

[0028] The basic target torque for torque reduction is obtained according to the initial torque for torque reduction, the final torque for torque reduction and the torque coefficient for torque reduction.

[0029] In one embodiment, obtaining the clutch torque reduction target torque according to the engine torque reduction request torque and the engine actual torque includes:

[0030] When the engine torque reduction process is false, the clutch torque reduction target torque is the actual engine torque;

[0031] When the engine torque reduction process is true, the clutch torque reduction target torque is the engine torque reduction request torque.

[0032] In a second aspect, the present application also provides a clutch torque reduction device. The device comprises:

[0033] The acquisition module is used to obtain vehicle status information and determine the vehicle's engine torque reduction process and current gear shift type;

[0034] A coordination module, used to obtain a clutch torque reduction target torque and a torque safety factor based on vehicle status information and engine torque reduction process;

[0035] The torque control module is used to obtain a comprehensive torque reduction target torque according to the clutch torque reduction target torque, the torque safety factor and the final target torque of the clutch at the previous moment.

[0036] In a third aspect, the present application further provides a computer device. The computer device includes a memory and a processor, the memory stores a computer program, and the processor implements the following steps when executing the computer program:

[0037] Obtain vehicle status information; and determine the vehicle's engine torque reduction process and current gear shift type;

[0038] Based on the vehicle status information and the engine torque reduction process, the clutch torque reduction target torque and torque safety factor are obtained;

[0039] The comprehensive torque reduction target torque is obtained according to the clutch torque reduction target torque, the torque safety factor and the final target torque of the clutch at the previous moment.

[0040] In a fourth aspect, the present application further provides a computer-readable storage medium. The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the following steps are implemented:

[0041] Obtain vehicle status information; and determine the vehicle's engine torque reduction process and current gear shift type;

[0042] Based on the vehicle status information and the engine torque reduction process, the clutch torque reduction target torque and torque safety factor are obtained;

[0043] The comprehensive torque reduction target torque is obtained according to the clutch torque reduction target torque, the torque safety factor and the final target torque of the clutch at the previous moment.

[0044] In a fifth aspect, the present application further provides a computer program product. The computer program product includes a computer program, and when the computer program is executed by a processor, the following steps are implemented:

[0045] Obtain vehicle status information; and determine the vehicle's engine torque reduction process and current gear shift type;

[0046] Based on the vehicle status information and the engine torque reduction process, the clutch torque reduction target torque and torque safety factor are obtained;

[0047] The comprehensive torque reduction target torque is obtained according to the clutch torque reduction target torque, the torque safety factor and the final target torque of the clutch at the previous moment.

[0048] The clutch torque reduction method, device, computer equipment, storage medium and computer program product can judge the engine torque reduction process and current shift type of the vehicle through vehicle status information, and obtain the clutch torque reduction target torque and torque safety factor based on the vehicle status information and the engine torque reduction process. By accurately calculating the clutch torque reduction target torque and torque safety factor, the system can shorten the shift time and improve the shift speed, thereby reducing power loss and optimizing the power transmission of the vehicle; according to the clutch torque reduction target torque, torque safety factor and the final target torque of the clutch at the previous moment, the comprehensive torque reduction target torque is obtained to ensure that the clutch actively coordinates with the engine torque when the torque reduction is separated, which can effectively avoid the clutch torque reduction ahead of the engine, resulting in the engine speed soaring and the transmission system oscillation, or the clutch torque reduction later than the engine, resulting in a long shift process time, thereby avoiding the engine speed soaring or the transmission system oscillation, thereby ensuring the driving comfort and shift speed of the vehicle. On the other hand, precise control can also reduce the wear and load of the clutch, avoid excessive torque shock, help to extend the service life of the clutch and the entire transmission system, reduce long-term maintenance costs, and enhance the stability and durability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] FIG1 is an application environment diagram of a clutch torque reduction method according to an embodiment;

[0050] FIG2 is a schematic diagram of a process flow of a clutch torque reduction method in one embodiment;

[0051] FIG3 is a schematic flow chart of a clutch torque reduction method in another embodiment;

[0052] FIG4 is a structural block diagram of a clutch torque reduction device in one embodiment;

[0053] FIG. 5 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0055] The clutch torque reduction method provided in the embodiment of the present application can be applied in the application environment as shown in Figure 1. Among them, the terminal 102 communicates with the server 104 through the network. The data storage system can store the data that the server 104 needs to process. The data storage system can be integrated on the server 104, or it can be placed on the cloud or other network servers. Among them, the terminal 102 can be but is not limited to various personal computers, laptops, smart phones, tablet computers, Internet of Things devices and portable wearable devices. The Internet of Things devices can be smart speakers, smart TVs, smart air conditioners, smart car-mounted devices, etc. Portable wearable devices can be smart watches, smart bracelets, head-mounted devices, etc. The server 104 can be implemented with an independent server or a server cluster consisting of multiple servers.

[0056] In one embodiment, as shown in FIG2 , a clutch torque reduction method is provided, and the method is applied to the server in FIG1 as an example for description, including the following steps:

[0057] Step 202, obtaining vehicle status information; and determining the vehicle's engine torque reduction process and current gear shift type.

[0058] Step 204 , obtaining the clutch torque reduction target torque and torque safety factor based on the vehicle state information and the engine torque reduction process.

[0059] Step 206 , obtaining a comprehensive torque reduction target torque according to the clutch torque reduction target torque, the torque safety factor and the clutch final target torque at the last moment.

[0060] The vehicle status information includes vehicle speed, current gear number, current gear type, actual engine torque, engine torque reduction request torque, accelerator pedal opening, current transmission mode, current shift state, parking setting threshold, engine speed, etc. The shift requests of the transmission mode include power take-off control, power upshift, power downshift, non-power upshift, non-power downshift, neutral selection, static shift, request for gear engagement, pre-selected gear shift, and no gear shift; the priority of the shift requests of the transmission mode is from high to low: power take-off control, neutral selection, static shift, request for gear engagement, pre-selected gear shift, power upshift, non-power upshift, power downshift, non-power downshift, and no gear shift.

[0061] Specifically, the current gear type, actual engine torque, engine torque reduction request torque, accelerator pedal opening, current transmission mode, current shifting state, etc. in the vehicle status information are obtained; whether the torque reduction condition is met and the engine torque reduction process are determined according to the current shifting state. The initial torque reduction torque, the end torque reduction torque, the torque reduction operation time, and the vehicle resistance estimated torque during the shifting process are initialized and calculated, and the clutch target torque and torque safety factor are obtained in combination with the vehicle status information and the engine torque process. The comprehensive torque reduction target torque is obtained according to the clutch torque reduction target torque, the torque safety factor, and the final target torque of the clutch at the previous moment.

[0062] Exemplarily, whether the conditions for torque reduction from the starting mode are met according to the current transmission mode, and it is determined that the torque reduction from the starting mode is met when any of the following conditions are met: the transmission mode is requesting neutral, the requested gear is neutral, and is not equal to the actuator gear, and the actuator gear refers to the actual gear determined by the current position of the shift actuator; the actuator gear is neutral or the shift actuator is not in neutral and in an undefined position of the gear; the starting target gear is reselected and is lower than the current starting gear, and the current start fails; the current start is successful, and the requested gear is not equal to neutral, and the requested gear is not equal to the target gear, and the engine speed has been synchronized with the input shaft speed during the current start, and the target gear is updated to the required gear when entering the torque reduction mode. Whether the conditions for torque reduction from the clutch lock mode are met according to the current transmission mode, and it is determined that the torque reduction from the clutch lock mode is met when the transmission system air pressure meets the shift air pressure requirement, the requested gear is not equal to the actuator gear, and the economic coasting request is not activated. Determine whether the conditions for reducing torque from the torque-up mode are met according to the current transmission mode, and determine that the torque reduction from the torque-up mode is met when all of the following conditions are met: the current shift state is in gear; a gear disengagement occurs, or the requested gear is neutral and is not equal to the actuator gear, or economical coasting is activated, or the current shift type is a static shift or neutral is selected. Determine whether the conditions for reducing torque from the economical coasting mode are met according to the current transmission mode, and determine that the torque reduction from the economical coasting mode is met when all of the following conditions are met: the current transmission process is in the process of opening the clutch in economical coasting, and the clutch is in the process of opening, at this time the economical coasting request is not met, and the requested gear is not equal to the target gear.

[0063] Whether the engine torque reduction process is true is judged based on the current gear shift type and engine speed. When none of the following conditions are met, the engine torque reduction process is true: economical gliding is not activated; the current gear shift type is not static gear shift, not neutral gear selection, not power take-off control, not request for gear engagement, and not power downshift; no engine speed overshoot is detected, that is, the absolute value of the difference between the engine speed and the input shaft speed is not greater than the set speed threshold, or the time greater than the speed threshold does not reach the overshoot judgment time threshold.

[0064] The gear shifting condition in the current gear shifting process is judged according to the accelerator pedal opening, the current gear position, the parking setting threshold and the current transmission mode. The gear shifting type can intuitively represent the gear shifting condition in the current gear shifting process.

[0065] Specifically, when the power take-off is engaged or disengaged, the current shift type is power take-off control. If the accelerator pedal opening is greater than the set throttle opening threshold, the economical coasting control request is not the clutch disengagement neutral, or the clutch has not been completely disengaged, the vehicle is not currently in the starting process or in the crawling start process, and the current gear is less than the required gear, the current shift type is power upshift. If the accelerator pedal opening is greater than the set throttle opening threshold, the economical coasting control request is not the clutch disengagement neutral, or the clutch has not been completely disengaged, the vehicle is not currently in the starting process or in the crawling start process, and the current gear is greater than the required gear, the current shift type is power downshift. If the accelerator pedal opening is not greater than the set throttle opening threshold, the economical coasting control request is not the clutch disengagement neutral, or the clutch has not been completely disengaged, the vehicle is not currently in the accelerator starting process or in the crawling start process, and the current gear is less than the required gear, the current shift type is power upshift. If the accelerator pedal opening is not greater than the set throttle opening threshold and less than the non-power shift throttle opening threshold, the economical coasting control request is not the clutch disengagement neutral gear, or the clutch has not been fully disengaged, the vehicle is not currently in the process of starting or in the process of creeping start, and the current gear is less than the required gear, the current shift type is non-power upshift. If the accelerator pedal opening is not greater than the set throttle opening threshold and less than the non-power shift throttle opening threshold, the economical coasting control request is not the clutch disengagement neutral gear, or the clutch has not been fully disengaged in the economical coasting state, the vehicle is not currently in the process of starting or in the process of creeping start, and the current gear is greater than the required gear, the current shift type is non-power downshift. If the requested gear is neutral gear, and the requested gear is not equal to the current gear, the current shift type is neutral selection. If the current vehicle speed is lower than the parking setting threshold, the duration is longer than the static determination duration, the vehicle is not currently in the process of stepping on the accelerator to start or creeping start, and the requested gear is not equal to the current gear or is not equal to the actuator gear, the current shift type is static shift. If the current vehicle speed is greater than the vehicle setting threshold, the duration is longer than the static state determination duration, the current gear is not equal to the requested gear, the economic coasting request is not a gear-shifting neutral, the pre-selected gear shifting request is met, or the shifting process is an economic coasting clutch opening and the clutch has completed the separation under economic coasting and the economic coasting request is no longer a clutch-disengaged neutral, or the current gear is neutral, then the current shift type is a request to engage a gear. If the current gear is equal to the target gear and the shifting process is a clutch opening or locking, or the current vehicle speed is lower than the parking setting threshold and the duration is longer than the static determination duration, or the actuator gear is neutral and the clutch state is completed locking and the economic coasting request is a gear-shifting neutral, or the actuator gear is not neutral and is not in neutral and is in an undefined position of the gear and the clutch state is completed opening and the economic coasting request is a clutch opening neutral, then the current shift type is no longer a request to engage a gear.If the current gear is not neutral, there is a shift actuator action request, the neutral coasting request is to shift the gear to neutral, and the shift process is in the economic coasting torque reduction stage, the economic coasting speed regulation stage, the economic coasting torque increase calculation stage, the economic coasting clutch locking stage, or the economic coasting clutch opening stage, then the pre-selected gear shift request is met, and the current gear shift type is pre-selected gear shift. If none of the above gear shift type conditions are met, the current gear shift type is no gear shift.

[0066] In the above clutch torque reduction method, the engine torque reduction process and the current shift type of the vehicle are judged by the vehicle state information, and the clutch torque reduction target torque and torque safety factor are obtained based on the vehicle state information and the engine torque reduction process. By accurately calculating the clutch torque reduction target torque and torque safety factor, the system can shorten the shift time and improve the shift speed, thereby reducing power loss and optimizing the power transmission of the vehicle; according to the clutch torque reduction target torque, torque safety factor and the final target torque of the clutch at the previous moment, the comprehensive torque reduction target torque is obtained to ensure that the clutch actively coordinates with the engine torque when the torque reduction is separated, which can effectively avoid the clutch torque reduction ahead of the engine, resulting in the engine speed soaring and the transmission system oscillation, or the clutch torque reduction is later than the engine, resulting in a long shift process time, thereby avoiding the engine speed soaring or the transmission system oscillation, thereby ensuring the driving comfort and shift speed of the vehicle. On the other hand, precise control can also reduce the wear and load of the clutch, avoid excessive torque shock, help to extend the service life of the clutch and the entire transmission system, reduce long-term maintenance costs, and enhance the stability and durability of the system.

[0067] In one embodiment, obtaining a comprehensive torque reduction target torque based on the clutch torque reduction target torque, the torque safety factor and the final target torque of the clutch at the previous moment includes: obtaining the engine torque reduction request torque and the engine actual torque based on vehicle status information; obtaining the clutch torque reduction target torque based on the engine torque reduction request torque and the engine actual torque; obtaining the torque reduction torque traction coefficient and the clutch torque reduction torque safety factor based on the engine actual torque; obtaining the comprehensive torque reduction target torque based on the clutch torque reduction torque safety factor, the torque reduction torque traction coefficient, the clutch torque reduction target torque and the final target torque of the clutch at the previous moment.

[0068] Specifically, the initial torque reduction torque of the engine is calculated. If the torque reduction timer is longer than the single step time of the software, the engine torque at this time is recorded as the initial torque reduction torque of the engine. The clutch torque reduction target torque is obtained based on the initial torque reduction torque of the engine, the actual torque of the engine and the torque reduction request torque of the engine. The torque reduction torque traction coefficient is obtained by the actual torque of the engine through function calculation. The function is an interpolation function with the actual torque of the engine as input and the torque reduction torque traction coefficient as output. The interpolation function can be a lookup table or a function expression; the vehicle resistance torque is the first input, the actual torque of the engine is the second input, and the clutch torque reduction torque safety factor is obtained through function calculation.

[0069] When the product of the clutch torque reduction target torque and the torque safety factor is not greater than the clutch final target torque, or when the product of the clutch torque reduction target torque and the torque safety factor is greater than the clutch final target torque, and there has been a situation before where the product of the clutch torque reduction target torque and the torque safety factor is not greater than the clutch final target torque, the product of the clutch torque reduction target torque and the torque safety factor minus the difference between the clutch final target torque at the previous moment and the product of the torque reduction torque traction coefficient and the final target torque of the clutch at the previous moment is the comprehensive torque reduction target torque, and this value is limited to a range where the maximum value is the clutch final target torque at the previous moment and the minimum value is the product of the clutch torque reduction target torque and the torque safety factor.

[0070] Among them, when the current shift type is static shift or power take-off control, the static shift vehicle resistance estimated torque is obtained by an interpolation function with the current gear number as the first input, the vehicle resistance torque as the second input, and the static shift vehicle resistance estimated torque as the output, and the interpolation function may be a calibration table or a function expression. When the current shift type is not static shift or power take-off control, and the current gear is in coasting, the gear coasting upshift shift vehicle resistance estimated torque is obtained by an interpolation function with the current gear number as the first input, the vehicle resistance torque as the second input, and the gear coasting upshift shift vehicle resistance estimated torque as the output, and the interpolation function may be a calibration table or a function expression; the gear coasting downshift shift vehicle resistance estimated torque is obtained by an interpolation function with the current gear number as the first input, the vehicle resistance torque as the second input, and the gear coasting downshift shift vehicle resistance estimated torque as the output; upshift is determined based on whether the current shift type is power upshift or non-power upshift, and downshift is determined based on whether the current shift type is power downshift or non-power downshift. When the current gear shift type is not static gear shift or power take-off control, and the gear is not currently coasting, first determine the estimated vehicle resistance torque of the upshift in the corresponding transmission mode according to the transmission mode and whether the current gear shift type is a power upshift or a non-power upshift. If it is an upshift, determine the estimated vehicle resistance torque of the downshift in the corresponding transmission mode; the transmission modes include but are not limited to emergency braking, manual shift, temporary manual shift, automatic shift, sport, off-road, power, winter, liquid transportation, economy and default modes; the estimated vehicle resistance torque of the upshift in the corresponding mode is obtained by an interpolation function with the current gear number as the first input, the vehicle resistance torque as the second input, and the estimated vehicle resistance torque of the upshift as the output, and the interpolation function can be a calibration table or a function expression; the estimated vehicle resistance torque of the downshift in the corresponding mode is obtained by an interpolation function with the current gear number as the first input, the vehicle resistance torque as the second input, and the estimated vehicle resistance torque of the downshift as the output.

[0071] In this embodiment, since the torque when the clutch is fully engaged is much larger than the engine torque, this method can allow the clutch target torque to quickly drop from the torque when it is fully engaged to a torque value close to the current torque of the engine, but still greater than the engine torque, when just entering the torque reduction stage. The rapid separation of the clutch at this stage has little effect on the smoothness of gear shifting, and can also reduce the action response time for subsequent control; after the clutch target torque reaches a value close to the current torque of the engine, it decreases synchronously with the engine torque, because the clutch and the engine reduce torque synchronously, and the clutch torque is always greater than the engine torque, so that the clutch can fully transmit the engine torque, thereby maintaining good torque reduction smoothness; after the clutch target torque reaches a value close to the current torque of the engine, the difference between the clutch target torque and the engine torque becomes smaller and smaller during the decline process, the decline slope of the clutch torque decline process will gradually accelerate, It presents a shape similar to a parabola opening downward; when the product of the clutch torque reduction target torque and the torque safety factor is greater than the clutch final target torque, and there has been no situation before where the product of the clutch torque reduction target torque and the torque safety factor is not greater than the clutch final target torque, or the torque reduction timer timing time is not greater than the software execution single-step time, then the value of the clutch final target torque at the previous moment is the comprehensive torque reduction target torque; when the engine torque reduction request torque is not greater than the clutch torque reduction minimum torque threshold, and the torque reduction timer timing time is not less than the software execution single-step time and the engine torque reduction process is true, or the engine initial torque reduction torque is greater than the estimated vehicle resistance torque or the current shift type is power upshift or power downshift, then the clutch torque reduction end torque output is the comprehensive torque reduction target torque, because at this time the clutch has completed separation and can be quickly separated to a set non-torque transmission position.

[0072] In one embodiment, the clutch torque reduction method also includes: obtaining a rapid step clutch separation target torque and a torque reduction basic target torque; classifying the vehicle torque reduction state according to the current gear shift type and the engine torque reduction process; the vehicle torque reduction state has a first state, a second state and a third state; in the first state, the clutch final target torque is obtained according to the rapid step clutch separation target torque; in the second state, the clutch final target torque is obtained according to the torque reduction basic target torque; in the third state, the clutch final target torque is obtained according to the comprehensive torque reduction target torque.

[0073] Specifically, when the fast step clutch release request is true, and the torque reduction timer timing time is not less than the software execution single step time and the engine torque reduction process is false, or the engine initial torque reduction torque is not greater than the estimated vehicle resistance torque, or the current shift type is non-power upshift or non-power downshift, the clutch final torque reduction target torque is equal to the fast step clutch release target torque. When the fast step clutch release request is false, and the torque reduction timer timing time is not less than the software execution single step time and the engine torque reduction process is false, and the engine initial torque reduction torque is not greater than the estimated vehicle resistance torque, or the current shift type is non-power upshift or non-power downshift, the clutch final torque reduction target torque is equal to the torque reduction basic target torque based on the torque reduction operation time. When the torque reduction timer timing time is not less than the software execution single step time and the engine torque reduction process is true, or the engine initial torque reduction torque is greater than the estimated vehicle resistance torque, or the current shift type is power upshift or power downshift, the clutch final torque reduction target torque is equal to the comprehensive torque reduction target torque.

[0074] In this embodiment, when certain conditions are met, such as the rapid step clutch release request is true or the engine initial torque reduction torque is less than the estimated vehicle resistance torque, the clutch final torque reduction target torque will be adjusted to the rapid step target or the basic target accordingly to ensure the smoothness and stability of the shifting process. This method effectively improves the responsiveness and accuracy of the clutch control during shifting, avoids unnecessary torque fluctuations, and thus improves the driving experience.

[0075] In one embodiment, obtaining a rapid step clutch release target torque includes: obtaining the torque reduction timer timing, the torque reduction operation time and the clutch estimated torque; obtaining the clutch release response time under the current estimated torque according to the clutch estimated torque; when the torque reduction operation time minus the torque reduction timer timing time is less than the clutch release response time, the rapid step clutch release target torque is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization moment and the clutch fully open torque setting value.

[0076] Specifically, when the current shift type is static shift or power take-off control, the torque reduction operation time is obtained by an interpolation function with the current gear number as the first input, the accelerator pedal opening as the second input, and the static shift torque reduction operation time as the output. When the current shift type is not static shift or power take-off control, and it is in coasting, the upshift torque reduction operation time is the product of the upshift clutch temperature-mass combination coefficient and the original time of the upshift torque reduction operation in gear coasting, and the downshift torque reduction operation time is the product of the downshift clutch temperature-mass combination coefficient and the downshift torque reduction operation time in gear coasting; the upshift clutch temperature-mass combination coefficient is obtained by an interpolation function with the clutch temperature as the first input, the estimated vehicle mass as the second input, and the upshift clutch temperature-mass combination coefficient as the output; the original time of the upshift torque reduction operation in gear coasting is the product of the current The gear number is input, and the original time of the in-gear coasting upshift and torque reduction operation is output; the downshift clutch temperature-mass joint coefficient is obtained by an interpolation function with the clutch temperature as the first input, the vehicle estimated mass as the second input, and the downshift clutch temperature-mass joint coefficient as the output; the in-gear coasting downshift and torque reduction operation time is obtained by an interpolation function with the current gear number as input, and the in-gear coasting downshift and torque reduction operation time as the output; upshift is determined according to whether the current gear shift type is a power upshift or a non-power upshift, and downshift is determined according to whether the current gear shift type is a power downshift or a non-power downshift.When the current shift type is not static shift or power take-off control, and the gear is not currently coasting, first determine the transmission mode and whether the current shift type is power upshift or non-power upshift. If it is an upshift, determine the upshift and torque reduction operating original time and the upshift clutch temperature-quality combination coefficient in the corresponding transmission mode; if it is not an upshift, determine the downshift and torque reduction operating time and the upshift clutch temperature-quality combination coefficient in the corresponding transmission mode. The product of the upshift and torque reduction operating original time and the upshift clutch temperature-quality combination coefficient is the upshift and torque reduction operating time in the corresponding transmission mode, and the product of the downshift and torque reduction operating time and the downshift clutch temperature-quality combination coefficient is the downshift and torque reduction operating time in the corresponding transmission mode; the transmission modes include but are not limited to emergency braking, manual shifting, temporary manual shifting, automatic shifting, sports, off-road, power, winter Season, liquid transport, economy and default mode; the upshift clutch temperature-mass joint coefficient in the corresponding mode is obtained by an interpolation function with the clutch temperature as the first input, the vehicle estimated mass as the second input, and the upshift clutch temperature-mass joint coefficient as the output; the downshift clutch temperature-mass joint coefficient in the corresponding mode is obtained by an interpolation function with the clutch temperature as the first input, the vehicle estimated mass as the second input, and the downshift clutch temperature-mass joint coefficient as the output; the upshift and torque reduction operating original time in the corresponding mode is obtained by an interpolation function with the current gear number as the first input, the accelerator pedal opening as the second input, and the upshift and torque reduction operating original time as the output; the downshift and torque reduction operating time in the corresponding mode is obtained by an interpolation function with the current gear number as the first input, the accelerator pedal opening as the second input, and the downshift and torque reduction operating time as the output, and the interpolation function can be a calibration table or a function expression.

[0077] The current clutch estimated torque is calculated by a function to obtain the clutch disengagement response time under the current estimated torque. The function is an interpolation function with the clutch estimated torque as input and the clutch disengagement response time as output. If the torque reduction operation time minus the torque reduction timer timing time is not greater than the clutch disengagement response time, then the fast step clutch disengagement target torque output is the torque reduction end torque; if the torque reduction operation time minus the torque reduction timer timing time is not greater than the clutch disengagement response time, and the calibration setting allows the enabling of step clutch disengagement under different current gear shift types, then the fast step clutch disengagement request is true.

[0078] In this embodiment, the fast step clutch separation target torque is dynamically adjusted by calculating the estimated clutch torque and separation response time, combined with the torque reduction operation time and the current gear shift type; the clutch separation timing is accurately controlled according to different gear shift types and vehicle conditions to ensure smoothness and responsiveness during the gear shift process, avoiding torque fluctuations and uneven gear shifting.

[0079] In one embodiment, obtaining the basic target torque for torque reduction includes: obtaining the torque reduction torque coefficient under the current gear shift type based on the ratio of the timer timing time to the torque reduction running time; obtaining the initial torque reduction torque and the end torque of the torque reduction at the initialization moment; the end torque of the torque reduction is the minimum value between the final torque reduction target torque corresponding to the current gear shift type at the initialization moment and the clutch fully opening torque setting value; and obtaining the basic target torque for torque reduction according to the initial torque reduction torque, the end torque of the torque reduction and the torque reduction torque coefficient.

[0080] Among them, the initial torque of torque reduction is the smaller value among the maximum value of the final target torque of the clutch at the initialization moment, the estimated torque of the clutch, the engine safety torque and the clutch engagement minimum safety torque threshold; the engine safety torque is the product of the engine torque at the current initialization moment and the clutch engagement safety factor, and the clutch estimated torque is the clutch torque estimation value of the corresponding position obtained by polynomial calculation with the actual position of the clutch and the clutch temperature as input. The end torque of torque reduction is the minimum value between the final target torque of torque reduction determined according to the current gear shift type at the initialization moment and the clutch fully open torque setting value, and the final target torque of torque reduction determined by the current gear shift type refers to the final target torque of torque reduction corresponding to the current gear shift type of power upshift, non-power upshift, power downshift and non-power downshift.

[0081] In this embodiment, the basic target torque for torque reduction is dynamically calculated based on the ratio of the timer time to the torque reduction operation time; the target torque for torque reduction is precisely adjusted according to the current gear shift type, the initial torque for torque reduction and the final torque for torque reduction to ensure the smoothness and accuracy of the clutch during the gear shifting process; by combining the engine safety torque, the estimated clutch torque and the minimum safety torque for engagement, the torque control is further optimized, thereby improving the response speed and driving comfort during the gear shifting process.

[0082] In one embodiment, obtaining the clutch torque reduction target torque based on the engine torque reduction request torque and the engine actual torque includes: when the engine torque reduction process is false, the clutch torque reduction target torque is the engine actual torque; when the engine torque reduction process is true, the clutch torque reduction target torque is the engine torque reduction request torque.

[0083] Specifically, when the torque reduction timer timing is greater than the software execution single step time, the engine torque at this time is recorded as the engine initial torque reduction torque; the clutch torque reduction target torque is obtained based on the engine initial torque reduction torque, the engine actual torque and the engine torque reduction request torque.

[0084] Exemplarily, when the engine torque reduction process is false, the clutch torque reduction target torque is equal to the dynamically updated engine actual torque. When the engine torque reduction process is true, if the engine initial torque reduction torque is greater than 0, the clutch torque reduction target torque is equal to the engine torque reduction request torque, and the engine torque reduction request torque ranges from the engine initial torque reduction torque to the clutch torque reduction end torque, ensuring that the clutch torque reduction target torque is not lower than the clutch torque reduction end torque; if the engine initial torque reduction torque is not greater than 0, the clutch torque reduction target torque is equal to the engine torque reduction request torque, and the engine torque reduction request torque ranges from the clutch torque reduction end torque to the engine initial torque reduction torque, ensuring that the clutch torque reduction target torque is not lower than the engine initial torque reduction torque.

[0085] In this embodiment, the torque coordination between the engine and the clutch is optimized by dynamically adjusting the clutch torque reduction target torque; when the engine torque reduction process is false, the clutch torque reduction target torque is equal to the engine actual torque; and when the engine torque reduction process is true, the clutch torque reduction target torque is adjusted according to the engine torque reduction request torque, ensuring that the target torque is always within a reasonable range, avoiding torque that is too low or too high, ensuring the smoothness and safety of the gear shifting process, and improving the vehicle's responsiveness and driving experience.

[0086] In one embodiment, as shown in FIG3 , the present application provides a clutch torque reduction method, comprising the following steps:

[0087] Step 302, obtaining vehicle status information; and determining the vehicle's engine torque reduction process and current gear shift type.

[0088] Step 304 , obtaining the clutch torque reduction target torque and torque safety factor based on the vehicle state information and the engine torque reduction process.

[0089] Step 306 : Obtain the engine torque reduction request torque and the engine actual torque based on the vehicle state information.

[0090] Step 308: when the engine torque reduction process is false, the clutch torque reduction target torque is the actual engine torque.

[0091] Step 310 , when the engine torque reduction process is true, the clutch torque reduction target torque is the engine torque reduction request torque.

[0092] Step 312, obtaining the torque reduction torque traction coefficient and the clutch torque reduction torque safety factor according to the actual engine torque.

[0093] Step 314 , obtaining a comprehensive torque reduction target torque according to the clutch torque reduction torque safety factor, the torque reduction torque traction coefficient, the clutch torque reduction target torque and the clutch final target torque at the previous moment.

[0094] Step 316 , obtaining the torque reduction timer timing, the torque reduction operation time and the clutch estimated torque.

[0095] Step 318 : Obtain the clutch release response time under the current estimated torque according to the clutch estimated torque.

[0096] Step 320, when the torque reduction operation time minus the torque reduction timer timing time is less than the clutch release response time, the fast step clutch release target torque is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization moment and the clutch full opening torque setting value.

[0097] Step 322: Based on the ratio of the timer timing time to the torque reduction operation time, the torque reduction torque coefficient under the current gear shift type is obtained.

[0098] Step 324, obtaining the initial torque and the end torque of the torque reduction at the initialization time; the end torque of the torque reduction is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization time and the clutch fully open torque setting value.

[0099] Step 326 , obtaining a torque reduction base target torque according to the torque reduction initial torque, the torque reduction end torque and the torque reduction torque coefficient.

[0100] Step 328, classify the vehicle torque reduction state according to the current gear shift type and the engine torque reduction process; the vehicle torque reduction state includes a first state, a second state and a third state.

[0101] Step 330, in the first state, the clutch final target torque is obtained according to the rapid step clutch release target torque; in the second state, the clutch final target torque is obtained according to the torque reduction basic target torque; in the third state, the clutch final target torque is obtained according to the comprehensive torque reduction target torque.

[0102] In this embodiment, the engine torque reduction process and the current shift type of the vehicle are judged by the vehicle state information, and the clutch torque reduction target torque and torque safety factor are obtained based on the vehicle state information and the engine torque reduction process. By accurately calculating the clutch torque reduction target torque and torque safety factor, the system can shorten the shift time and improve the shift speed, thereby reducing power loss and optimizing the power transmission of the vehicle; according to the clutch torque reduction target torque, torque safety factor and the final target torque of the clutch at the previous moment, the comprehensive torque reduction target torque is obtained to ensure that the clutch actively coordinates with the engine torque when the torque reduction is separated, which can effectively avoid the clutch torque reduction ahead of the engine, resulting in the engine speed soaring and the transmission system oscillation, or the clutch torque reduction is later than the engine, resulting in a long shift process time, thereby avoiding the engine speed soaring or the transmission system oscillation, thereby ensuring the driving comfort and shift speed of the vehicle. On the other hand, precise control can also reduce the wear and load of the clutch, avoid excessive torque shock, help to extend the service life of the clutch and the entire transmission system, reduce long-term maintenance costs, and enhance the stability and durability of the system.

[0103] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are shown in sequence, these steps are not necessarily executed in sequence in the order indicated. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of the steps or stages in other steps.

[0104] Based on the same inventive concept, the embodiment of the present application also provides a clutch torque reduction device for implementing the clutch torque reduction method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations of one or more clutch torque reduction device embodiments provided below can refer to the limitations of the clutch torque reduction method above, and will not be repeated here.

[0105] In one embodiment, as shown in FIG. 4 , a clutch torque reduction device is provided, including: an acquisition module 402 , a coordination module 404 and a torque control module 406 , wherein:

[0106] The acquisition module 402 is used to acquire vehicle status information and determine the engine torque reduction process and current gear shift type of the vehicle.

[0107] The coordination module 404 is used to obtain the clutch torque reduction target torque and the torque safety factor based on the vehicle state information and the engine torque reduction process.

[0108] The torque control module 406 is used to obtain a comprehensive torque reduction target torque according to the clutch torque reduction target torque, the torque safety factor and the clutch final target torque at the previous moment.

[0109] In one embodiment, the coordination module 404 further includes:

[0110] The engine torque module is used to obtain the engine torque reduction request torque and the engine actual torque based on the vehicle state information.

[0111] The first target torque module is used to obtain a clutch torque reduction target torque according to the engine torque reduction request torque and the engine actual torque.

[0112] The coefficient module is used to obtain the torque reduction torque traction coefficient and the clutch torque reduction torque safety factor according to the actual engine torque.

[0113] The comprehensive target torque module is used to obtain the comprehensive torque reduction target torque according to the clutch torque reduction torque safety factor, the torque reduction torque traction coefficient, the clutch torque reduction target torque and the clutch final target torque at the previous moment.

[0114] In one embodiment, it further includes:

[0115] The second target torque module is used to obtain the fast step clutch release target torque and the torque reduction basic target torque.

[0116] A classification module is used to classify the vehicle torque reduction state according to the current gear shift type and the engine torque reduction process; the vehicle torque reduction state has a first state, a second state and a third state; in the first state, the clutch final target torque is obtained according to the rapid step clutch separation target torque; in the second state, the clutch final target torque is obtained according to the torque reduction basic target torque; in the third state, the clutch final target torque is obtained according to the comprehensive torque reduction target torque.

[0117] In one embodiment, the second target torque module further includes:

[0118] The processing module is used to obtain the timing time of the torque reduction timer, the torque reduction operation time and the clutch estimated torque.

[0119] The response time module is used to obtain the clutch release response time under the current estimated torque according to the clutch estimated torque.

[0120] The third target torque module is used to, when the torque reduction operation time minus the torque reduction timer timing time is less than the clutch separation response time, the fast step clutch separation target torque is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization moment and the clutch fully open torque setting value.

[0121] In one embodiment, the second target torque module further includes:

[0122] The torque reduction coefficient module is used to obtain the torque reduction coefficient under the current gear shift type based on the ratio of the timer timing time and the torque reduction operation time.

[0123] The torque reduction module is used to obtain the initial torque and the end torque of the torque reduction at the initialization time; the end torque of the torque reduction is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization time and the clutch fully open torque setting value.

[0124] The fourth target torque module obtains a torque reduction basic target torque according to the torque reduction initial torque, the torque reduction end torque and the torque reduction torque coefficient.

[0125] In one embodiment, the first target torque module further includes:

[0126] The first judgment module is used to determine that the clutch torque reduction target torque is the actual engine torque when the engine torque reduction process is false.

[0127] The second judgment module is used for determining that the clutch torque reduction target torque is the engine torque reduction request torque when the engine torque reduction process is true.

[0128] Each module in the clutch torque reduction device can be implemented in whole or in part by software, hardware, or a combination thereof. Each module can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a computer device in the form of software, so that the processor can call and execute operations corresponding to each module.

[0129] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be shown in FIG5. The computer device includes a processor, a memory, an input / output interface (Input / Output, referred to as I / O) and a communication interface. The processor, the memory and the input / output interface are connected via a system bus, and the communication interface is connected to the system bus via the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile 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 the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal via a network connection. When the computer program is executed by the processor, a clutch torque reduction method is implemented.

[0130] Those skilled in the art will understand that the structure shown in FIG. 5 is merely a block diagram of a partial structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different arrangement of components.

[0131] In one embodiment, a computer device is further provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above method embodiments when executing the computer program.

[0132] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0133] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0134] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions.

[0135] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., but are not limited to this.

[0136] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0137] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the present application. It should be noted that, for a person of ordinary skill in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A clutch torque reduction method, characterized in that: The method comprises: Acquiring vehicle status information; and determining the engine torque reduction process and current gear shift type of the vehicle; Based on the vehicle state information and the engine torque reduction process, a clutch torque reduction target torque and a torque safety factor are obtained; The comprehensive torque reduction target torque is obtained according to the clutch torque reduction target torque, the torque safety factor and the final target torque of the clutch at the previous moment.

2. The method according to claim 1, characterized in that: The step of obtaining the comprehensive torque reduction target torque according to the clutch torque reduction target torque, the torque safety factor and the final target torque of the clutch at the previous moment comprises: Obtaining the engine torque reduction request torque and the engine actual torque based on the vehicle state information; Obtaining a clutch torque reduction target torque according to the engine torque reduction request torque and the engine actual torque; According to the actual torque of the engine, a torque reduction torque traction coefficient and a clutch torque reduction torque safety factor are obtained; The comprehensive torque reduction target torque is obtained according to the clutch torque reduction safety factor, the torque reduction torque traction coefficient, the clutch torque reduction target torque and the clutch final target torque at the previous moment.

3. The method according to claim 1, characterized in that The method further comprises: Obtaining a quick step clutch release target torque and a torque reduction base target torque; Classifying the vehicle torque reduction state according to the current gear shift type and the engine torque reduction process; the vehicle torque reduction state includes a first state, a second state and a third state; In a first state, the clutch final target torque is obtained according to the fast step clutch release target torque; In the second state, the clutch final target torque is obtained according to the torque reduction basic target torque; In the third state, the clutch final target torque is obtained according to the comprehensive torque reduction target torque.

4. The method according to claim 3, characterized in that Obtaining the fast step clutch release target torque includes: Obtaining the torque reduction timer timing time, the torque reduction operation time and the clutch estimated torque; obtaining a clutch release response time under a current estimated torque according to the clutch estimated torque; When the torque reduction operation time minus the torque reduction timer timing time is less than the clutch release response time, the fast step clutch release target torque is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization moment and the clutch fully opening torque setting value.

5. The method according to claim 4, characterized in that Obtaining the basic target torque for torque reduction includes: Based on the ratio of the timer timing time to the torque reduction operation time, obtaining the torque reduction torque coefficient under the current gear shift type; Obtain the initial torque and end torque of the torque reduction at the initialization time; the end torque of the torque reduction is the minimum value between the final torque reduction target torque corresponding to the current shift type at the initialization time and the clutch fully open torque setting value The torque reduction basic target torque is obtained according to the torque reduction initial torque, the torque reduction end torque and the torque reduction torque coefficient.

6. The method according to claim 2, characterized in that The step of obtaining the clutch torque reduction target torque according to the engine torque reduction request torque and the engine actual torque comprises: When the engine torque reduction process is false, the clutch torque reduction target torque is the actual engine torque; When the engine torque reduction process is true, the clutch torque reduction target torque is the engine torque reduction request torque.

7. A clutch torque reduction device, characterized in that: The device comprises: An acquisition module, used to acquire vehicle status information; and determine the engine torque reduction process and current gear shift type of the vehicle; A coordination module, configured to obtain a clutch torque reduction target torque and a torque safety factor based on the vehicle state information and the engine torque reduction process; The torque control module is used to obtain a comprehensive torque reduction target torque according to the clutch torque reduction target torque, the torque safety factor and the final target torque of the clutch at the previous moment.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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